CHIEF MATES ORALS NOTES
2016
COMPILED BY
RAHUL KUMAR
COMPANY REFERENCE COLLEGE BATCH EMAIL
: AESM : SOLAS / MARPOL /AESM SMS /ISSGOT : LBS : JULY-2016 (PHASE II ) :
[email protected]
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PLEASE NOTE : THIS COPY WAS MADE FOR MY REFRENCE ,
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SHOP NAME :BEST COMPUTERS “ I GUESS “ JUST BEFORE MASSA ENTRANCE HIS NO :+917208044705 NAME :VIPIN
WOULD LIKE TO THANK SINCERLY
VINEET SINGH / AMIT AFARIA / “ NITIN KHEDAR ( CONDITIONS APPLY)
TUSHAR / PRASHANT PANDEY JE / ARBAAZ HANIF KHAN /ASHISH JADHAV KARAN GOKUL –BRO / BHASKAR / ABHISHEK ANAND / NAVEEN KODAIN – ALWAYS TO HELP IN CLEARING DOUBTS ALL GUYS OF
MASSA PHASE 1 – MARCH BACH LBS – PHASE II – JULY BATCH AND ALL FACULTY .
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FUNCTION 1/2/3
Documents for Discharging Port
1. N.O.R (When vessel ready in all respect for discharging of her Cargo) 2. Sampling (before discharging waiting laboratory results) 3. Ullages Report (measured together with surveyor) If ships figure have difference with shore figure – given LETTER OF PROTEST.
should be
4. Discharging Plan and discharging instructions. 5. Ship – Shore Agreement (Who stop, communications, disch. rate e.t.c.) 6. Check List before start disch. (signed by Watch officer and pumpman) 7. Check List during disch. (signed by Watch officer and pumpman) 8. Pumping Log (entry back pressure, rate per hrs, working hrs for each pump) 9. Cargo calculation Form (calculate rate per hts and quantity on board) 10. After disch. – Dry Tank Certificate (checked all tanks with Surveyor) 11. Time Sheet (from end of sea passage E.O.S.P up to start of sea passage S.O.S.P)
Documents for Loading Port 1. N.O.R (When vessel ready in all respect for loading of her Cargo) 2. Tank clean Certificate (after checking tanks by loading master) 3. Last 3 cargo and tank cleaning program included 4. Ship – Shore Agreement (all details about loading operation) 5. Loading Plan (storage plan, details with loading master) 6. Check List before loading (signed by Watch officer and pumpman) 7. Check List during loading (signed by Watch officer and pumpman) 8. Chief officer Standing Orders 9. Cargo Calculation Form (quantity on board, rate, ETComplete) 10. After loading – Ullage Report (with loading master, cargo calculations) 11. Samples (have to be delivered on board for dis.port) 12. Cargo Documents (bill of lading, cargo specifications, e.t.c. to Master) 13. When B/L on board – check ships figure and B/L figure (if have difference - prepare Letter of Protest. If on board less then in B/L – deadfreight claim, when show difference more then 5%) Immediately inform Master and letter of Protest is very importante! 14. Each comp of ships lists and Letters must be prepared for shore and for charters. 15. Each shore documents must be copied for the vessel, charters, byer.
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SOLAS CHAPTER 5 Regulations Regulation 1 - Application Regulation 2 - Definitions Regulation 3 - Exemptions and Equivalents Regulation 4 - Navigational Warnings Regulation 5 - Meteorological services and warnings Regulation 6 - Ice Patrol Service Regulation 7 - Search and rescue services Regulation 8 - Life-saving signals Regulation 9 - Hydrographic Services Regulation 10 - Ships' Routeing Regulation 11 - Ship Reporting Systems Regulation 12 - Vessel Traffic Services Regulation 13 - Establishment and operation of aids to navigation Regulation 14 - Ships' manning Regulation 15 - Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures Regulation 16 - Maintenance of Equipment Regulation 17 - Electromagnetic compatibility Regulation 18 - Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder Regulation 19 - Carriage requirements for shipborne navigational systems and equipment Regulation 19-1 - Long Range Identification and Tracking of Ships Regulation 20 - Voyage data recorders Regulation 21 - International Code of Signals Regulation 22 - Navigation bridge visibility Regulation 23 - Pilot transfer arrangements Regulation 24 - Use of heading and/or track control systems Regulation 25 - Operation of main source of electrical power and steering gear Regulation 26 - Steering gear: Testing and drills Regulation 27 - Nautical charts and nautical publications Regulation 28- Records of navigational activities and daily reporting Regulation 29 - Life-saving signals to be used by ships, aircraft or persons in distress Regulation 30 - Operational limitations Regulation 31 - Danger Messages Regulation 32 - Information required in danger messages Regulation 33 - Distress Situations: Obligations and procedures Regulation 34 - Safe navigation and avoidance of dangerous situations Regulation 34-1 - Master's Discretion Regulation 35 - Misuse of distress signals Appendix
Rules for Management,operation and financing of the North Atlantic Ice Patrol IMSBC
Section 1 General provisions and definitions Section 2 General loading, carriage and unloading precautions Section 3 Safety of personnel and ship Section 4 Assessment of acceptability of consignments for safe shipment Section 5 Trimming procedures Section 6 Methods of determining angle of repose Section 7 Cargoes that may liquefy Section 8 Test procedures for cargoes that may liquefy Section 9 Materials possessing chemical hazards Section 10 Carriage of solid bulk wastes Section 11 Security provisions Section 12 Stowage factor conversion tables Section 13 References Appendix 1 Individual schedules of solid bulk cargoes Appendix 2 Laboratory test procedures, associated apparatus and standards Appendix 3 Properties of solid bulk cargoes Appendix 4 Index of solid bulk cargoes
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ISGOTT PART 1: GENERAL INFORMATION CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER
1 2 3 4 5 6
BASIC PROPERTIES OF PETROLEUM HAZARDS OF PETROLEUM STATIC ELECTRICITY GENERAL HAZARDS FOR SHIP AND TERMINAL FIRE-FIGHTING SECURITY
CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER
7 SHIPBOARD SYSTEMS 8 SHIP’S EQUIPMENT 9 MANAGEMENT OF SAFETY AND EMERGENCIES 10 ENCLOSED SPACES 11 SHIPBOARD OPERATIONS 12 CARRIAGE AND STORAGE OF HAZARDOUS MATERIALS 13 HUMAN ELEMENT CONSIDERATIONS 14 SPECIAL SHIP TYPES
CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER
15 16 17 18 19 20 21
TERMINAL MANAGEMENT AND ORGANISATION TERMINAL OPERATIONS TERMINAL SYSTEMS AND EQUIPMENT CARGO TRANSFER EQUIPMENT SAFETY AND FIRE PROTECTION EMERGENCY PREPAREDNESS EMERGENCY EVACUATION
CHAPTER CHAPTER CHAPTER CHAPTER CHAPTER
22 23 24 25 26
COMMUNICATIONS MOORING PRECAUTIONS ON SHIP AND TERMINAL DURING CARGO HANDLING BUNKERING OPERATIONS SAFETY MANAGEMENT
PART 2: TANKER INFORMATION
PART 3: TERMINAL INFORMATION
PART 4: MANAGEMENT OF THE TANKER AND TERMINAL INTERFACE
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COSWP
SECTION 1 SAFETY RESPONSIBILITIES/SHIPBOARD MANAGEMENT Chapter 2 Health surveillance Chapter 1 Risk assessment Chapter 3 Safety Officials Chapter 4 Personal protective equipment Chapter 5 Safety signs Chapter 6 Means of access and safe movement Chapter 7 Work equipment SECTION 2 PERSONAL HEALTH AND SAFETY Chapter 8 Safety Induction Chapter 9 Fire precautions Chapter 10 Emergency procedures Chapter 11 Security on board Chapter 12 Living on board Chapter 13 Safe movement Chapter 14 Food preparation and handling SECTION 3 WORK ACTIVITIES
Chapter 15 Safe systems of work Chapter 16 Permit to work systems Chapter 17 Entering enclosed or confined spaces Chapter 18 Boarding arrangements Chapter 19 Manual handling Chapter 20 Use of work equipment Chapter 21 Lifting plant Chapter 22 Maintenance Chapter 23 Hot work Chapter 24 Painting Chapter 25 Anchoring, mooring and towing operations Chapter 26 Hatch covers and access lids Chapter 27 Hazardous substances Chapter 28 Use of safety signs SECTION 4 SPECIALIST SHIPS
Chapter 29 Dry cargo ships Chapter 30 Tankers and other ships carrying bulk liquid cargoes Chapter 31 Ships serving offshore oil and gas installations Chapter 32 Ro-Ro Ferries Chapter 33 Port towage industry Chapter 34 Noise, Vibration and other Physical Agents SECTION 5 APPENDICES Appendix 1 Standards specifications referred to in this code Appendix 2 Bibliography
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STCW
PART A MANDATORY
PART B RECOMMENDED (BOTH PARTS SAME)
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 Chapter VI: Emergency, occupational safety, medical care, and survival functions Chapter VII: Alternative certification Chapter VIII: Watchkeeping
Amongst the amendments adopted, there are a number of important changes to each chapter of the Convention and Code, including: 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 relating 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; 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; and New training guidance for personnel operating Dynamic Positioning Systems.
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ISM
PART A – IMPLEMENTATION 1 GENERAL
1.1 Definitions 1.2 Objectives 1.3 Application 1.4 Functional requirements for a safety management system 2 SAFETY AND ENVIRONMENTAL-PROTECTION POLICY 3 COMPANY RESPONSIBILITIES AND AUTHORITY 4 DESIGNATED PERSON(S)
5 MASTER’S RESPONSIBILITY AND AUTHORITY 6 RESOURCES AND PERSONNEL
7 SHIPBOARD OPERATIONS 8 EMERGENCY PREPAREDNESS 9 REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES 10 MAINTENANCE OF THE SHIP AND EQUIPMENT 11 DOCUMENTATION 12 COMPANY VERIFICATION, REVIEW AND EVALUATION PART B – CERTIFICATION AND VERIFICATION
13 CERTIFICATION AND PERIODICAL VERIFICATION 14 INTERIM CERTIFICATION 15 VERIFICATION 16 FORMS OF CERTIFICATES IMDG CODE
Volume 1 (Parts 1-2 & 4-7 of the Code) comprises:
Part 1 General provisions, definitions and training Part 2 Classifications Part 4 Packing and tank provisions Part 5 Consignment procedures Part 6 Construction and Testing of Packagings, Intermediate Bulk Containers (IBCs), Large Packagings, Portable Tanks, Multi-Element Gas Containers (MEGCs) and Road Tank Vehicles Part 7 Requirements concerning transport operations Volume 2 (Part 3 and the Appendices of the Code) comprises:
Part 3 Dangerous Goods List (DGL) and Limited Quantities Exceptions
The DGL is the central core of the IMDG Code and presents information on transport requirements in a coded form Appendix A List of Generic and N.O.S. (Not Otherwise Specified) Proper Shipping Names Appendix B Glossary of terms Alphabetical Index The supplement contains the following texts related to the Code:
• Emergency Response Procedures for Ships Carrying Dangerous Goods • Medical First Aid Guide • Reporting Procedures • IMO/ILO/ECE Guidelines for Packing Cargo Transport Units • Safe Use of Pesticides in Ships • International Code for the Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships
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MSDS 1. HAZARD IDENTIFICATION 2. INGREDIENTS AND COMPOSITION OF THE MIXTURE 3. FIRE FIGHTING MEASURES 4. FIRST AID MEASURES 5. MEASURES AGAINST ACCIDENTAL RELEASE 6. HANDLING AND STOWAGE CRITERIA 7. PERSONAL PROTECTIVE EQUIPMENT 8. CHEMICAL COMPOSITION 9. TOXICITY 10. ECOLOGICAL AND DISPOSAL CRITERIA 11. TRANSPORTATION 12. OTHER INFORMATION CSM 1. GENERAL 2. SECURING DEVICES AND THEIR ARRANGEMENTS 3. STOWAGE AND SECURING OF NON-STANDARDIZED AND SEMI STANDARDIZED CARGO 4. STOWAGE AND SECURING OF CONTAINERS AND OTHER STANDARDIZED CARGO
CERTIFICATES SOLAS CH I Chapter I - General provisions
1. PASSENGER SHIP SAFETY (FORM P) 2. CARGO SHIP SAFETY CONSTRUCTION 3. CARGO SHIP SAFETY EQUIPMENT (FORM E) 4. CARGO SHIP SAFETY RADIO (FORM R) 5. CARGO SHIP SAFETY CERTIFICATE 6. CERTIFICATE OF CLASS 7. SEARCH AND RESCUE COOPERATION PLAN
CH II Chapter II-1 - Construction - Structure, subdivision and stability,machinery and electrical installations 8. INTACT STABILITY BOOKLET 9. DAMAGE CONTROL PLANS AND BOOKLET 10. MANOEUVRING BOOKLET 11. NOISE SURVEY REPORT
Chapter II-2 - Construction - Fire protection, fire detection and fire extinction 12. DOCUMENT OF COMPLIANCE FOR DANGEROUS GOODS 13. FIRE SAFETY TRAINING MANUAL 14. FIRE CONTROL PLAN AND BOOKLET 15. ONBOARD TRAINING DRILLS AND RECORD Chapter III - Life-saving appliances and arrangements
16. SAFETY TRAINING MANUAL FOR LIFE SAVING APPLIANCES 17. PROCEDURE FOR RECOVERY OF PERSONS FROM WATER 18. DECISION SUPPORT SYSTEM FOR MASTERS CH IV Radiocommunications
CH V SAFETY OF NAVIGATION
19. MINIMUM SAFE MANNING DOCUMENT 20. INTERNATIONAL CODE OF SIGNALS AND IAMSAR VOL3 21. RECORD OF NAVIGATIONAL ACTIVITIES 22. AIS TEST REPORT 23. VDR CERTIFICATE OF COMPLIANCE 24. LRIT CONFORMANCE TEST REPORT
CH VI CARRIAGE OF CARGO
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25. DOCUMENT OF AUTHORIZATION FOR CARRIAGE OF GRAIN 26. MATERIAL SAFETY DATA SHEETS 27. CARGO SECURING MANUAL CH VII CARRIAGE OF DANGEROUS GOODS
28. DANGEROUS GOODS MANIFEST/STOWAGE PLAN 29. CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK 30. CERTIFICATE OF FITNESS FOR THE CARRIAGE OF LIQUIFIED GASES IN BULK CH VIII NUCLEAR SHIPS
CH IX Management for the Safe Operation of Ships 31. SAFETY MANAGEMENT CERTIFICATE 32. DOCUMENT OF COMPLIANCE
CH X Safety measures for high-speed craft
CH XI-1 Special measures to enhance maritime safety
33. SURVEY PLANNING DOCUMENT AND DOCUMENT FILE FOR ESP 34. CONTINUOUS SYNOPSIS RECORD CH XI-2 Special measures to enhance maritime security
35. INTERNATIONAL SHIP SECURITY CERTIFICATE OF INTERIM ISSC 36. SHIP SECURITY PLAN CH XII Additional safety measures for bulk carriers 37. BULK CARRIER BOOKLET
CH XIII Verification of compliance
CH XIV Safety measures for ships operating in polar waters
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MARPOL
ANNEX 1
International Oil Pollution Prevention Certificate (REG 7) Oil Record Book (REG 17 & 36) SOPEP (REG 37) Record of oil discharge monitoring and control system for the last ballast voyage Oil Discharge Monitoring and Control (ODMC) Operational Manual Crude Oil Washing Operation and Equipment Manual (COW Manual) Condition Assessment Scheme (CAS) Statement of Compliance, CAS Final Report and Review Record Subdivision and stability information STS Operation Plan and Records of STS Operations VOC Management Plan ANNEX 2
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) Cargo record book Procedures and Arrangements Manual (P & A Manual) Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances ANNEX 3 ANNEX 4
International Sewage Pollution Prevention Certificate (Reg 5) ANNEX 5
Garbage Management Plan (reg 10) Garbage Record Book (Reg 10) ANNEX 6
International Air Pollution Prevention Certificate(reg 6) International Energy Efficiency Certificate(reg 6) Ozone-depleting Substances Record Book(reg 12.6) Fuel Oil Changeover Procedure and Logbook (record of fuel changeover)(reg 14.6) Manufacturer's Operating Manual for Incinerators Bunker Delivery Note and Representative Sample Ship Energy Efficiency Management Plan (SEEMP) EEDI Technical File Ship shore safety checklist
1. Safely Moored 2. Emergency towing wires 3. Safe access between ship and shore 4. Ready to move ship by own power 5. Effective deck watch 6. Agreed ship shore communication 7. Emergency signal to be used by the ship and shore 8. Procedures for cargo ballast and bunker 9. Hazards of toxic substances 10. Emergency shutdown procedure 11. FFE 12. Cargo /Bunker hoses, arms 13. Scuppers 14. Unused cargo bunker connections secured 15. Overboard discharge sealed 16. Cargo/bunker tanks lids closed 17. Agreed tank venting system 18. Operation of PV valves 19. Hand torches of approved type 20. Portable VHF/UHF approved type 21. Ship’s aerials earthed and radar switched off 22. Electrical cables to portable equipment off 23. External doors to accommodation closed 24. Window type AC unit disconnected 25. AC intakes closed
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26. Safety of galley equipments 27. Smoking regulations 28. Naked light regulations 29. Emergency escape 30. Sufficient personnel onboard 31. Adequate insulating means in ship/shore connection 32. Sufficient pumproom ventilation 33. Closed loading precautions 34. Vapour return line connected 35. Operating parameters for vapor return line 36. Ship emergency fire control plans IG System 37. IG system fully operational 38. Deck seals 39. Liquid levels in PV breakers 40. Fixed and portable oxygen analysers 41. IG Pressure and O2 content recorders 42. Cargo tank +ve pressure, O2 less than 8% 43. Individual Tank IG valves correctly set and locked 44. Cease discharge ops if IG Fails, advise terminal COW
45. Pre COW checklist in COW Manual 46. During and Post COW checklist
IGC CODE
Chapter 1 Chapter 2 Chapter 3 Chapter4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Chapter 19
General Ship survival capability and location of cargo tanks Ship arrangements Cargo containment Process pressure vessels and liquids, vapour and pressure piping systems Materials of construction and quality control Cargo pressure/Temperature control Vent systems for cargo containment Cargo containment system atmosphere control Electrical installations Fire protection and extinction Artificial ventilation in the cargo area Instrumentation and automation systems Personnel protection Filling limits for cargo tanks Use of cargo as fuel Special requirements Operating requirements Summary of minimum requirements
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STCW 2010 Manila Amendments : Enty Into Force As a result STCW Amendments are set to enter into force on January 1, 2012
Enhancement of STCW Objectives The following items outline the key improvements realised through the new Amendments: 1. 2. 3. 4. 5. 6. 7. 8.
Certificates of Competency & endorsements to be issued only by Administration - thereby reducing the possibility of fraudulent practices associated with issue of certificates of competency. Common medical standards for seafarers - seafarers from one country can serve on board ships of another country without undergoing another medical exam. Revalidation requirements rationalized for the benefit of the seafarer. Introduction of modern training methodology i.e. distance learning and web based learning. Hours of rest harmonized with the requirements of ILO Maritime Labor Convention (2006) with a view to reducing fatigue. Requirements introduced to avoid alcohol and substance abuse. New Competencies required to be built and curriculum to be updated in life with modern developments and real life needs Refresher Training is properly addressed within the convention
A brief outline of key curriculum upgrades is as follows:
Chapter I General provisional
Regulation I/2 : Only Administrations to issue COC & maintain electronic database for verification of authenticity Regulation I/3 : near coastal voyage requirements made more clear, including principals governing such voyages and entering "into an undertaking" with the Parties concerned (flag and coastal states) Regulation I/4 : PSC Assessment of seafarer watch keeping & security standards - "Compromise to security" in the list Regulation I/6 : Guidance on e-learning Regulation I/9 : Medical standards updated in line with ILO MLC Requirements Regulation I/11 : revalidation requirements made more rational and includes revalidation requirements for tanker endorsements Regulation I/14 : companies responsible for refresher training of seafarers on their ships
STCW Chapter II Support Level Chapter Two is the section on the deck department. The principal change in Chapter II is the addition of an Able Seafarer Deck Rating. This is separate from the Rating Forming Part of a Navigational Watch (RFPNW). Based on sea time requirements, it will be critical for a mariner to get their RFPNW qualification as early in their career as possible. Sea time toward an AB qualification will not start until RFPNW qualifications have been met and any sea time toward subsequent licenses will require the AB endorsement. This will require training and testing and will be a new section called A-II/5.
STCW Chapter II Operational and Management Level Electronic Chart Display and Information System (ECDIS) will be required training for all deck officers on all vessels that are equipped with ECDIS. ECDIS will be treated the same as ARPA or the GMDSS training, where it is an STCW restriction from serving on equipped vessels if you don't have these training certifications. By 2012 nearly all vessels more than 200 gross tons will be required under a separate law to have ECDIS equipment. By default, any deck officer on vessels of more than 200 tons will need ECDIS training. There will be two levels of ECDIS, operational and management dealing with the different responsibilities of each. Bridge Resource Management, Teamwork and Leadership training will be mandatory at both the operational and management levels.
STCW Chapter III Engineering The principal change in Chapter III is the addition of an Able Seafarer - Engine Rating. This is separate from the Rating Forming Part of an Engineering Watch.
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Many countries have only had the RFPEW level and this new Able Seafarer Engine rating will require the RFPEW to be STCW Compliant. This will require training and testing and will be a new section called A-III/5. Section A-III/1 will be reformatted and reorganized. You will no longer need to have the 30 months of approved training in the engine room. The wording will now be more synchronized with the deck department and will read three years of sea service with one year of combined work shop skills and six months of engine room watchstanding. A new Electro Technical Officer (ETO) and an Electro Technical Rating (ETR) will be added. Engine Room Resource Management, Teamwork and Leadership training will be mandatory at both the operational and management levels.
STCW Chapter V Tankers and Tank Ships: There will now be three categories of Tankerman on tank ships.
Oil Chemical Liquid Gas
In addition, each Tankerman category will have two levels
Basic (currently called assistant) Advanced (currently called Person in Charge (PIC)
The major change will be the division of the chemical from the oil and each requiring its own sea service prerequisites on each type of vessel and specific training for each. Additionally, there will be a specially designated Tanker Fire Fighting Course, although some parties may allow Basic Fire Fighting courses to cover this requirement. Passenger Vessels - There will be a consolidation of rules for passenger vessels. Offshore Supply Vessels (OSV), Dynamic Positioning (DP) Vessels and Operations Ice Covered Waters: There will be a new section with guidance on special licensing or training requirements for OSVs, Dynamic Positioning (DP) Vessels and vessels operating in water that are covered in Ice.
STCW Chapter VI Marine Environmental Issues:
The amendments will include the addition of marine environmental awareness issues in the Personal Safety & Social Responsibilities course conducted as part of Basic Safety Training as well as an operational level of marine environmental concerns at the STCW Code A-II/1 and A-III/1 levels of Certification.
Basic Safety Training
The Personal Safety & Social Responsibilities (PSSR) coverage of the following subjects will be added:
Communications Control of Fatigue Teamwork
These additional subjects will make the PSSR module longer in length but it should still be less than one day in length. However, this will cause an increase in the length of Basic Safety Training courses from the usual five days to at least 5.5 days.
Refresher Safety Training:
One of the key elements of the STCW 2010 amendments appears to be the removal of loopholes with respect to refresher training. The STCW Code, which was vague in this area and many countries opted to interpret the "within five years" requirement loosely. It has been decided that certain courses that may affect the safety and survival of the crew and passengers in an emergency warrant periodic refresher training.
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Refresher Training may take the form of e-learning, shipboard drills and training or shore based training. The safety courses will require refresher training every five years and the courses may be abbreviated somewhat from the original course lengths. The training that will need to be refreshed by an approved method (in class or shipboard - yet to be determined) are:
Proficiency in Survival Craft and Rescue Boats Advanced Firefighting Basic Safety Training Fast Rescue Boat Medical Training
Security Training:
The amendments will include three levels of security training
Level One - Security Awareness (All crew members) Level Two - Person with Security Duties Level Three - Ship Security Officer - ISPS Code
Anti Piracy training will be added to each level as well.
STCW Chapter VIII : Watch keeping This section of the STCW Code will be harmonized with the Maritime Labour Convention (MLC) Convention. The Maritime Labour Convention was signed in 2006 and was created to create regulations for seafarers right's so that there would be a global minimum standard for how mariners are treated.
Harmonisation with IMO MLC The ILO Maritime Labour Convention 2006 modernizes these standards to: 1. 2. 3. 4. 5.
Consolidate and update more than 60 earlier ILO Conventions and Recommendations. Set minimum requirements for seafarers to work on a ship. Address conditions of employment, accommodation, recreational facilities, food and catering, health protection, medical care, welfare and social security protection. Promote compliance by operators and owners of ships by giving governments sufficient flexibility to implement its requirements in a manner best adapted to their individual laws and practices. Strengthen enforcement mechanisms at all levels, including provisions for complaint procedures available to seafarers, the shipowners' and shipmasters' supervision of conditions on their ships, the flag States' jurisdiction and control over their ships, and port state inspections of foreign ships.
Work and Rest Hour Provisions. A Diplomatic Conference to adopt amendments to the STCWConvention, has agreed, by consensus, a series of new provisions onthe issue of "fitness for duty - hours of rest", to provide watchkeepingofficers with sufficient rest periods. Under the Manila Amendments tothe STCW Convention, all persons who are assigned duty as officer incharge of a watch or as a rating forming part of a watch and thosewhose duties involve designated safety, prevention of pollution andsecurity duties shall be provided with a rest period of not less than:1. a minimum of 10 hours of rest in any 24-hour period; and2. 77 hours in any 7-day period. 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 betweenconsecutive periods of rest shall not exceed 14 hours.At the same time, in order to ensure a continued safe operation of ships in exceptional conditions, the Conference unanimously agreed toallow certain exceptions from the above requirements for the restperiods.Under the exception clause, parties may allow exceptions from therequired hours of rest provided that the rest period is not less than 70hours in any 7 day period and on certain conditions, namely:1. such exceptional arrangements shall not be extended for more thantwo consecutive weeks;2. the intervals between two periods of exceptions shall not be lessthan twice the duration of the exception;3. the hours of rest may be divided into no more than three periods,one of which shall be at least 6 hours and none of the other twoperiods shall be less than one hour in length;4. the intervals between consecutive periods of rest shall not exceed14 hours; and5. exceptions shall not extend beyond two 24-hour periods in any 7-day period. Exceptions shall, as far as possible, take into account the guidanceregarding prevention of fatigue in section B-VIII/1. These provisions were the result of intensive negotiations betweenregulators and the shipping industry. The new STCW requirements areconsistent with the corresponding provisions of ILO's Maritime LabourConvention, 2006
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Draw up a set of Master's standing orders for handing over watch at sea. • Officer being relieved should ensure that the relieving officer is fully capable of performing his duties and not under influence of drug or alcohol or sickness. • Officer being relieved should ensure that relieving officer's vision is adjusted to prevailing conditions. • Officer being relieved should not handover in between a manoeuvre. • Relieving officer should ensure vessels position, course and speed, ships draught, state of wind, tide or current and state of visibility. • Relieving officer should ensure that all navigational equipment are performing in correct manner. • Relieving officer should check performance of gyro and magnetic compass together with any errors. • Relieving officer must read and sign the Master's "night order book" and follow instructions detailed. • Relieving officer should check on engine status and steering (auto / manual). • Relieving officer should ensure that he is aware of the respective traffic and other vessel movements in the vicinity. • Relieving officer should make sure that the navigational lights are working during hours of darkness. • Relieved officer should make sure that the relieving officer is in full command of the watch and comfortable with the situation around him with regards to traffic. • Relieving officer should be made aware of any navigational hazards, and the effects of heel, trim and squat will not infringe UKC, which might have been anticipated by the officer being relieved. • Correct details and timing of relief to be noted in logbook. • If in any doubt, inform Master.
Automated Mutual Assistance Vessel Rescue System (AMVER) Principle : Its principle is to utilise the resources of the many merchant vessels which are at sea at any one time following a maritime incident. Purpose : Its purpose is to maximise the efficiency in co-ordinating assistance inorder to save life and property. Objective : Its objective is to co-ordinate mutual assistance for the purpose of distressor SAR activities. Operating body : United States Coastguard with centres in New York and San Francisco. Participation : It is a voluntary service and vessels over 1000 GRT which are engaged in voyages of 24 hours or more participate in it. Initial ship's data regarding the ship's size, speed, communications, equipment and facilities are kept in confidential record, and no information is disclosed except those relevant to SAR operations. It is a worldwide operation and free of charge with the exception of only UK stations (refer M-155). Format : Message format can be obtained from ALRS vol.1. Additional information can be obtained from Commander Pacific Area, Commander Atlantic Area and Commandant US Coastguard. 5(b). List the messages that should be sent by a participating vessel, indicating the content. Sailing Plan : - Departure Report : Position Report : Deviation Report :Arrival Report
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List these reporting systems with which you are familiar. • INSPIRES
• INDASR
Differentiate between Adopted and Non-Adopted Schemes. Adopted Schemes are intended for use by all vessels, by day and by night, in all weathers, in ice free waters or under light ice conditions where no extraordinary manoeuvres or assistance by ice breakers are required. All routeing systems, adopted by the IMO in accordance with Rule 10 of International regulations for Preventing Collision at Sea (1972), applies to all vessels in or near an area of TSS adopted by the IMO and does not relieve any vessel of her obligation under any other rule. Non-Adopted Schemes are established by the national government or the local authorities and are not adopted by the IMO; but may be submitted to the IMO for approval. The authorities lay down regulations governing its use. Such regulations may not only modify Rule 10 but also other steering and sailing rules.
State where information on Traffic Separation Schemes may be obtained. • All charts show all adopted routeing schemes. • Ship's Routeing published by and obtainable from the IMO shows details of routeing systems adopted by IMO. • Admiralty Sailing Directions mention all TSS, whether or not it has been adopted by IMO. • Annual Summary of Admiralty Notices to Mariners lists all the TSS shown on Admiralty charts and also indicates which schemes have been adopted by the IMO. • Mariner's Routeing Guide Charts (5500 - English Channel and 5501 - Gulf of Suez) also show the routeing systems.
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List the titles of the main sections of the Weekly Notices to Mariners. Section I : Explanatory notes, Indexes to Section II. Section II : Admiralty Notices to Mariners. Correction to charts. Section III : Reprints of Radio Navigational Warnings. Section IV : Corrections to Admiralty Sailing Directions. Section V : Corrections to Admiralty List of Lights and Fog Signals. Section VI : Corrections to Admiralty List of Radio Signals.
State the information contained in EACH section of the Notices to Mariners. Section I : contains explanatory notes and advise on the use of charts and publications followed by index of notices and chart folio index of charts affected together with geographical index. Section II : contains notices for correction of charts, including all notices effecting navigational charts, and are listed consecutively from the onset of the year. The section also includes 'T' and 'P' notices relevant to the week. The last weekly notice of each month will also list the 'T' and 'P' notices which are remaining current. Any new edition of charts together with new publications issued are listed in this section. Latest edition of publications are listed at the end of March, June, September and December. Section III : contains list of all Navarea messages in force with reprints of those issued during the week. It also list other Hydrolants, Hydropacs, US special warnings received together with edited reprints of selected messages in force for those areas. The first weekly notice of each year contains a list of Navarea, Hydrolant and Hydropac messages. Section IV : contains all corrections effecting Sailing Directions for that week. A cumulative list of these corrections in force is also published on a monthly basis. Section V : contains all corrections effecting the Admiralty List of Lights and Fog Signals for that week. Section VI : contains all corrections effecting Admiralty List of Radio Signals for that week.
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The O.O.W. in a vessel in deep water obtains a shallow sounding unexpectedly. State the authority to which the report should be sent. International Hydrographic Office (IHO) based in Monaco. List the information which should accompany. The information required would include the following : • Ship's name and call sign. • General location. • Subject. • Approximate position (latitude / longitude). • B.A. chart affected. • Latest notices to mariners held. • Publications affected.
State the publications from which the report may be obtained. Weekly Notices to Mariners as issued by the Hydrographic Office Admiralty.
Explain, in general, the factors which make all routes indirect. Following are the factors which make all routes indirect are :Type of vessel (passenger ,cargo , bulk , tanker , livestock). Speed and power capabilities of the vessel. Size of vessel (large or small). General climatic conditions such as pressure, sea surface temperature, currents, fog, etc.). Seasonal winds affecting the areas over oceans such as SW'ly monsoons. Tropical storms as to which areas are usually affected and which periods of the year are they expected . Depressions sweep across the oceans in north and south hemisphere, all with uninterrupted winds of long duration and build up heavy seas and swell, and are an important factor in deciding the route of a passage. Loadline Rules. /
Ice Limits.
Distance and safety of the vessel overall plays an important role in deciding in making routes indirect .
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Explain why the route recommended for vessel 'B' is so different from all the other routes. Vessel "B" is a small vessel of low power This route keeps the SW monsoon and winds on bow for major port of voyage. A vessel is in the Red sea, heading for Suez and Masters night orders include the following instructions : "Maintain the track laid on the chart, and at morning twilight, obtain a star sight if at all possible". Discuss the problems involved in making stellar observations in the Red sea. • Abnormal refraction causes an angle between the true direction and apparent directions of the body as a result of which the body could appear higher than their actual altitude. • As temperatures around the Red sea are very high, the altitudes of a body can be affected by refraction as it depends upon temperature and pressure of the atmosphere. • Nautical tables have table giving mean refraction based on standard sea level and pressure values . • Refraction changes values of "dip" as refraction can also alter a visible horizon. • Possible dust can create incorrect visible horizon. • Low coastline can be mistaken as visible horizon. State, with reasons, the minimum number of stars required to obtain a reliable position. • A minimum of three stars to be used to get a good angle of cut. • The stars should be well spread around the horizon, and hence, the fix will be inside the cocked hat; otherwise, the position will be outside the cocked hat. • Altitudes of the stars should be between 30-60 degrees for a good fix, and where possible, with approximately the same altitude. • Generally, four stars are preferred, if possible, 90 degrees apart in azimuth, because any error due to abnormal refraction will be eliminated by using opposite horizons. Explain which observation, if spread over a period, should be made first. At sunrise (AM civil twilight) :1st Easterly - Less bright star 2nd Easterly - More bright star 3rd Westerly - Less bright star 4th Westerly - More bright star At sunset (PM civil twilight) :-: 1st Easterly - More bright star 2nd Easterly - Less bright star 3rd Westerly - More bright star 4th Westerly - Less bright star
The basic concept of GMDSS.
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Global Maritime Distress and Safety System (GMDSS) is developed by the IMO and included in the SOLAS convention. The basic concept of GMDSS is to rapidly alert Search and Rescue authorities ashore and to the shipping in the immediate vicinity of a vessel in distress so as to co-ordinate search and rescue operation with the minimum of delay. The system also provides for urgency and safety communications, and the dissemination of Marine Safety Information including navigational warnings and weather messages. All ships to comply with GMDSS requirements by 1st February, 1999. List the sea areas designated by GMDSS and the means of communication within each. Sea Area A1 : within the range of shore-based VHF stations (20-50 nm); ships will carry VHF equipment and either a satellite EPIRB or a VHF EPIRB. Sea Area A2 : excluding Sea Area A1, and within the range of shore-based MF stations (150-200 nm); ships will carry VHF and MF equipment, and a satellite EPIRB. Sea Area A3 : excluding Sea Area A1 and A2, and within the range of geo-stationary satellite (eg. INMARSAT), covering roughly between 70 N and 70 S; ships will carry VHF, MF, a satellite EPIRB and either HF or satellite communications equipment. Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond INMARSAT range ie. greater than 70 N or 70 S (Arctic and Antartic Ocean); ships will carry VHF, MF and HF equipment, and a satellite EPIRB. Additionally, all ships will carry equipment for receiving MSI broadcasts.
If there was doubt as to a suspected index error of the sextant used for the observation indicate reliability of the position. The index error affects the altitude of the body. Index error 'on' the arc is substracted from the sextant altitude, and Index error 'off' the arc is added to the sextant altitude. If the incorrect altitude is larger (i.e.+ I.E.) than the actual, then the PL is offset towards the observed body; If the incorrect altitude is smaller (i.e.- I.E.) than the actual, then the PL is offset away from the observed body. In both the cases, the distance of the offset will be equal to the error. X Observed body CI Calculated Intercept CM Longitude or Meridian CL Latitude C Actual Position Z Azimuth of "X" If there was no error in the altitude, the intercept would have been zero, C and I would coincide, thus, causing an error in Latitude AC and in Departure BC.
The Master / Pilot relationship has, on occasion, led to controversies as to the responsibilities of each particularly in compulsory pilotage waters. List the information (i). the Master should give the Pilot on boarding his vessel
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(i). (1). Ship's general particulars - length, breadth, depth, etc. (2). Draught of the vessel. (3). Vessel's present course and speed; compass error, if any. (4). Current state of engines. (4). Speed at respective revolutions at full / half / slow / dead slow. (5). Type of engine and propeller; bow thruster, if fitted. (6). Navigation equipment and aids; any error or faults in navigational aids. (7). Bulbous bow (Y/N). (8). State of readiness of anchors. (9). Last port of call. (10). Port of destination. (11). Nature of cargo onboard. (12). Radar status. (13). VHF channel guarded. (14). Present position on chart and relevant passage plan details.
ii) The Pilot should give to the Master (1). Limits of pilotage authority. (2). Any local hazard or navigational warning in operation. (3). Area on chart of reduced underkeel clearance. (4). Tugs intended for use - how many and where. (5). ETA at berth and time period of distance of pilotage. (6). Docking pilot required (Y/N). (7). Junctions of high traffic density. (8). Local weather forecast. (9). Current, eddies and tidal information (10). Intentions to use anchors and location of safe anchorages. (11). Special code signals for pilots, if any. (12). Contact number or VHF channel in case of emergency. (13). Contingency plan incase of breakdown. (14). A copy of local by laws. State which topics must be discussed and agreed before vessel proceeds. (1). With present draught, what are the areas of reduced underkeel clearance ? (2). Are there any navigational warnings in operation ?
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(3). Are there any hazards effecting ship's intended track ? (3). What are the traffic congested or crossing vessels areas ? (4). What tides and currents will affect the vessel's route and it's ETA ? (5). What changes, if any, are effecting port regulations or communications ? (6). What berth and which side alongside ? Tugs (Y/N) and Tug lines (Y/N). (7). Is passage planning route agreeable or are any changes required ?
State the duties of the O.O.W. when under pilotage. (1). Call Master, if in doubt. (2). Monitor own vessel and other position of other vessels in the vicinity. (3). Inform Master at check points and communication points. (4). Maintain an effective lookout. (5). Remain on manual steering. (6). VHF watch to be maintained on CH 16 and channel as required by the pilot. (7). Proceed at a safe speed. (8). Obtain updated weather reports. (9). Keep engine room informed. (10). Maintain logbook entries. (11). Exhibit correct lights and shapes. (12). Fly correct flags. (13). Do not stand vessel into danger. (14). Use all available means to check vessel's position.
State the action, in the absence of the Master, that the O.O.W. should take if he is in doubt as to a Pilot's intention. In the absence of the Master, the O.O.W. remains the Master's reprasentative inspite of the pilot. If the O.O.W. is in doubt as to a Pilot's intentions, (i). he should consult the Pilot and draw his attention to the passage plan. If necessary, he should take instantaneous action to reduce to minimum speed required for steerage. (i). he should not hesitate to overide the Pilot's instructions to maintain the safety of the vessel, and call the Master immediately telling him about the prevailing circumstances and position of the ship with regard to the intended passage; State the Master's safest course of action, in a compulsory pilotage area, if the Pilot is unable to continue his duties. The safest course of action for the Master, in a compulsory pilotage area, if the Pilot is unable to continue his duties are the following :• Master relieves the Pilot and takes the con of the vessel.
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• Inform the Port Control or Pilotage Authority over the VHF or phone, and request for a relief Pilot. • Master should proceed with caution to a safe anchorage or harbour or a position allocated by the pilot station so as not to impede the passage of other vessels. • Should the unlikely situation develop, a statement should be made in the logbook.
State with respect to published tidal information, the sources available to a Master to determine intermediate times and heights in offshore waters such as in the Southern North sea. Published Tidal information is got from (1). Co-tidal / Co-range charts (2). Admiralty Tide Tables (3). Navigational Chart (eg. 5043-south north sea and 5500) (4). Annual Summary Notices • 1 : Admiralty Tide Tables - Agenda and Corrigenda • 15 : Underkeel Clearance • 15a : Negative Storm Surges (5). Tidal Stream Atlases (6). Sailing Directions and Mariners Handbook. (7). Nautical almanac. Co-tidal lines : are lines which join places having the same MHWI (Mean High Water Interval). Co-range lines : are lines which join having the same MSR (Mean Spring Range). MHWI : is the interval between the moon's meridian passage at Greenwich and the next high water time at a particular place. MSR : is the range between MHWS and MLWS. Purpose of co-tidal / co-range charts : to determine times and heights of high water offshore in areas and places between secondary ports.
State the factors which may modify predicted times and heights of tides particularly in coastal waters. Normal tidal movements are generally stronger in coastal regions than in open sea conditions. The factors which may modify predicted times and heights of tides, particularly in coastal waters are as follows :-
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• Tidal currents are altered by wind or river running off coastal regions. • Bad weather with associated strong winds. • Local geography affects both times and heights of high and low water from their predicted values. • Estuaries and basins in local areas, eg. Bay of tundy (range 21 m.) & the Mediterranean - virtually nil (nearly land locked). • Spring and Neap tides will cause greater and lesser volumes of water movement in and out of basin / estuaries. • Tides enter estuaries and their tributaries as a progressive wave. The times and height in basins and estuaries of coastal areas may well be modified by storm. • ATTENTION to Annual Summary Notice 15a - Negative Storm Surges warning service. Due to meterological effect, indifference can be anticipated on a negative surge.
State the factors which may cause actual soundings to differ from those expected in a harbour approach area. The factors which may cause actual soundings to differ fro those expected in a harbour approach area are as follows :• Possible squat of the vessel may cause a lesser depth reading. • Alteration of depth since last survey - check source data block. • Risk of negative tidal surges which could reduce depth from that predicted. • Incorrect setting and adjustment of echo sounding equipment or false reading in position. • No chart is infallable and may be incomplete. • Small scale charts may have insufficient data for sounding comparison (use large scale charts). • The sea bottom is continuously changing and therefore, no chart can be 100% reliable (refer Annual Summary Notice no. 15 w.r.t. UKC). • Use of foreign charts which may employ a different datum could generate depth errors on transferred positions eg. for USA, use MLW.
Write a set of Master's standing orders for the procedures required when operating in or near an area of restricted visibility. Reduce the vessel's speed in accordance with the Regulations for the Prevention of Collision at Sea and proceed at a safe speed.
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• All radars to be operational and systematic plotting of targets commenced. • The Master should be informed of the state of visibility as soon as possible after reduced visibility is encountered. • Vessel to be put on manual steering mode. • Inform engine room of the state of visibility and maneouvring speed to be maintained until conditions have improved. • Sound the prescribed fog signal in accordance with the Regulations. • VHF listening watch to be maintained. • Post lookouts at wings and forward and astern, in addition to normal watch. • Switch on navigation lights throughout any period of impaired visibility. • Consider on contingency plan. • Close all w/t doors immediately. • Employ use of echo sounder, where appropriate. • Watch-keeping staff to be doubled if restricted visibility persists.
A vessel on a south westerly course is making a passage through the TRS region of the Western South Pacific in March. Give details of a bridge routine that will ensure that vessel does not meet storm unexpectedly. • The O.O.W. should monitor weather reports for each watch period. • The O.O.W. should advice Master immediately if there is any evidence of a TRS. • All communications such as navtex, navigational warnings, or special adverse weather reports should be sighted by the Master. • The sea temperature, barometric tendency, wind force and swell must be monitored continuously (every three hours). • Any decrease in diurnal range must be reported to Master. • Facsimile charts / satellite projections must be obtained on daily basis. • Any doubt regarding weather must be reported to Master and checked.
If a TRS is detected, explain how the Master may ascertain the vessel's position relative to the storm path by onboard observations. • Master should heave to and take observation of true wind direction.
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• Once the direction and force of wind have been ascertained, he should employ "BUY BALLOTS LAW" to estimate the storm centre and this would provide a relative bearing of the storm centre, i.e. in the southern hemisphere and with the observer facing the wind, take a bearing 8 compass points to the left and take a bearing 12 compass points to the left. The centre of the storm lies between these two bearings. • The force of wind being experienced by the vessel would also indicate the range of the ship from the storm, i.e. 150 miles from centre -- 7 force wind; 125 miles from centre -- 8 force wind; 75 miles from centre -- 10 force wind. • The semi circle in which the vessel is situated by observation of the true wind shift; in Southern Hemisphere if the wind is veering, the vessel is in Navigable Semicircle (NSC) if the wind is backing, the vessel is in Dangerous Semicircle (DSC) • Vessel's position would also be indicated by direction of swell and associated weather, satellite pictures and facsimile charts.
List the data that is available on a Monthly Routeing Chart. The data that is available on a Monthly Routeing Chart are as follows : • Ice information - maximum ice limits. • Position of ocean weather ships. • Recommended tracks and distances. • Bailie wind rose. • Areas of low visibility predominant. • Mean air temperature guide. • Beaufort wind force of 7 and higher predominant.(TRS). • Dew point and mean sea temperatures. • Loadline demarkation limits. • Scale. In addition, Loadlines for the Mediterranean Sea, Black Sea and Suez; Iceberg limit and pack ice limit; Ocean Currents - predominant direction and speed in knots. For routeing purposes "Ocean Passages for the World " catagorises vessels as full powered, moderate powered and low powered. State how the vessels are split into these categories.
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• Full powered or able to maintain a sea-going speed of 15 knots or more. • Moderate Powered or able to maintain sea-going speed of 10 -15 knots. • Low powered are vessel's which are damaged or engaged in towing having a sea-going speed of less than 10 knots. Low powered routes (vessel) are not shown on diagrams within the Oceans Passages. However, general advice on low / average routes is given within the text.
State why there is no time given in the nautical almanac for Nautical Twilight in high latitudes on 4th August, 1976. • Sunlight is visible to the observer when the sun is 18 degrees below the horizon. • Sunlight before sunrise and after sunset is known as twilight. This phenomenon is due to atmospheric refraction of the light and also reflection from the particles suspended up in the air high above • Depending upon the position of the sun, twilight is named as follows :(a). Civil Twilight : from 6 degrees below horizon. (b). Nautical Twilight : 6 degrees to12 degrees below horizon. (c). Astronomical Twilight : 12 degrees to 18 degrees below horizon. • At the equator, the sun sets and rises out of horizon perpendicular and twilight time is short. In high latitudes, due to angle of the sun rising and setting, twilight time is longer because sun is for a longer time within the 18 degress band below the horizon. If the sun does not go below the 18 degress band, then twilight will last all night . Twilight last all night when : (Latitude + 18 degress) must be less than (90 degrees - Declination). The limiting case :(90 degrees - Declination) =
(Latitude + 18 degrees)
Therefore, Latitude = 72 degrees - Declination Therefore, (Latitude + Declination) = 72 degrees Hence, (Latitude + Declination) must not be less than 72 degrees for the twilight to last all night. In this case as Nautical twilight = 12 degress below the horizon (90 degrees - Declination) = (Latitude + 12 degrees) Therefore, Latitude = 88 degrees - Declination Therefore, (Latitude + Declination) = 88 degrees Hence, (Latitude + Declination) must not be less than 88 degrees for twilight to last all night.
"There was evidence of abnormal refraction near the horizon". State the precautions to be taken when planning and plotting the star sights to minimise effects of abnormal refraction. Precautions in planning :
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• Choose high altitude stars or if possible medium altitude stars between 20 to 70 degrees, because nearer to the zenith refraction is least; low altitude stars have greatest refraction. • Ensure that stars are spread evenly around the horizon. • At least three stars to be taken and if possible more. Precautions in plotting : • Use separarate corrections for dip and refraction. Do not use Total Correction Tables. • Use Temperature / Pressure Correction Tables because standard values are given for Mean Refraction Table assuming that the table is for sea level. • When conditions give rise to abnormal refraction always use sight results with caution. • If stars are evenly spread around the horizon, the position should be inside the cocked hat. If stars are taken on one side, the fix is almost certainly out of cocked hat. • Systematic error solution may indicate probable position. Target error could be due to human error.
When checking compass error by the amplitude method, state the correct position of the sun in relation to the visible horizon, giving reasons for your answer. When observing the amplitude, the centre of the observed body should be on the celestial (sensible) horizon of the observer. But the visible horizon does not coincide with the celestial horizon because of the combined effects of refraction, parallax and dip. Thus, when checking compass error by amplitude method, the lower limb of the sun must be semi-diameter above the visible horizon whereby the sun's centre will be at the celestial horizon.
Explain why in high latitudes, the observation of the sun for checking compass error by the Amplitude Method is unreliable. In high latitudes, the path of the sun is very low as a result of which it follows a very long path from the visible horizon to the sensible horizon and thus, the rate at which the body is changing its azimuth is comparatively large. Consequently, a small change in altitude results in a large change in azimuth. This makes the accuracy of the observation unreliable; unless the observer could be precise regarding the time that the body's centre is on the sensible horizon.
A vessel is on a voyage from Panama to ports on the north coast of Queensland (Australia) and must make a landfall, just after sunrise, at the entrance to a passage through the Great Barrier Reef. Discuss the choice of morning stars w.r.t. bearing, altitude and the minimum number of stars for a high confidence fix when making this landfall.
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Best choice of morning stars : As due to sunrise, stars observed must be east or west. The order in which they must be observed are as follows :1st Less bright stars in the East 2nd Then the bright stars in the East 3rd Then the less bright stars in the West 4th Lastly the bright stars in the West With respect to bearing, stars chosen for the sight should be all around the horizon; in other words, widely spread eg. 60 degrees apart. This achieves a good angle of cut and vessel's position is inside the 'cocked hat'; if the stars are taken only on one side, vessel's position will be out of the 'cocked hat'. With respect to altitude, • Best altitude of stars should be between 20 degrees ~ 70 degrees. • Acceptable altitude of stars are between 15 degrees ~ 75 degrees. Altitudes below 15 degrees and above 75 degrees are not recommended. • When stars are below 15 degrees, (i). refraction errors are variable, (ii). dim stars are not visible, and (iii). assume that PL obtained is incorrect. With respect to number of stars, a minimum of three stars is to be taken and if possible, more than three are preferred. List the publications to be consulted when planning an Ocean Passage. The list of publications to be consulted when planning an Ocean Passage are as follows :(1). Ocean Passages for the World (2). Mariner's Handbook (3). Chart catalogue (4). NP 5011 (5). Routeing chart (6). Ocean Current charts and current atlases (7). Ice Charts (8). Sailing Directions (9). Admiralty Tide Tables (10). Admiralty List of Lights and Fog Signals (11). Admiralty List of Radio Signals (12). Distance Tables (13). Guide to Port Entry (14). Weekly Notice to Mariners
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(15). Annual Summary of Notices (16). M-Notices (17). Navigation warnings (T & P Notices). (18). IMO Ship's Routeing (19). Nautical Almanac (20). Sight Reduction Tables (21). Norie's Tables (22). Collision Regulations and INTERCO
State the information found in the Mariner's Handbook. The information found in the Mariner's Handbook are as follows :• World map of areas / list of volumes which are covered by the Sailing Directions. • Preface, list of diagrams and abbreviations. • Chapter 1 : Charts, books, system of names, IHO and IMO (navigational information, charts & diagrams, supply of charts, navigational warnings, Admiralty Notices to Mariners, Upkeep of chart outfit, books, system of names, IHO and IMO) • Chapter 2 : The use of charts and other navigational aids (position fixing, lights, fog signals, buoyage, echo soundings, squat and underkeel clearance) • Chapter 3 : Operational information and regulations (Obligatory reports, Distress & rescue, Tonnage & loadlines, National limits, Vessels requiring special consideration, Ship's routeing, Vessel traffic management, Exercise areas, Minefields, Helicopter operations, Pilot ladders, International port traffic signals, Offshore oil & gas operations, Submarine pipelines & cables, Overhead power cables, Pollution of the sea, Conservation and Historic & dangerous wrecks) • Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves, Underwater volcanoes & earthquakes, Density/salinity/colour of the sea, Submarine springs, Coral, Sand waves and Local magnetic anamolies) • Chapter 5 : Meteorology (General maritime meteorology, Weather routeing of ships, Abnormal refraction, Aurora, Magnetic and ionospheric storms) • Chapter 6 : Ice (Sea ice, Icebergs and Ice glossary) • Chapter 7 : Operation in polar regions and where ice is prevalent (Polar regions, Approaching ice, The Master's duty regarding ice, Ice reports, Ice accumulation on ships, Operating in ice, Icebreaker assistance and Exposure to cold) • Chapter 8 : Observing and reporting (Hydrographic information and Rendering of information) • Chapter 9 : IALA Maritime Buoyage System • Annexes, Glossary and Index.
State the factors that the Master must take into account when choosing an optimum route for an Ocean Passage. Following are the factors that the Master must take into account when choosing an optimum route for an Ocean Passage :• Type of vessel, draft and underkeel clearance at various stages of the voyage.
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• Time of the year and expected weather / sea conditions. • Available depths and width of water. • Possibility of encountering gale force winds causing subsequent delays or damage to the vessel. • Likelihood of encountering ice and fog causing delay or deviations from the planned route. • Predominant currents / tidal streams being either adverse or favourable to the ship's course. • Economical route (fuel & time saving). • Good weather route (for passenger vessels). • Recommendations from Ocean Passages of the World. • Recommendations from Meteorological Office. • State of loading and nature / type of cargo. • Need of any tasks to be carried out during voyage. • Overall navigational aids on board. • Distances off from Islands and other navigational hazard, incase of engine failure. • War zones, fishing traffic, oil and gas offshore developments and abnormal waves. • Overall distance comparison • Company's or charteres preference.
Explain how the Master should resolve the situation when different factors suggest different routes. • Any route selected should not stand the vessel into danger. The prime consideration should be safe naviagation of the vessel throughout the voyage and therefore, all information must be gathered on various recommended routes. • The Master should obtain the monthly weather chart and current forecasts from the Met Office.• He should consider the capabilities of his own vessel, speed, reliability of machinery, etc.• He should take into account the time of the year and of any recommendations made by shore routeing organizations. • The shortest distance may not always be acceptable because of ice or prevailing bad weather. Least time over a short distance does not always follow and the Master would need to consider the overall weather pattern for all areas of the proposed route and seasonal changes may also effect the final choice.• Least time with least damage can be a popular option where financial savings can be made with less heavy weather damage being incurred by the ship or cargo • Depending upon the nature of cargo, consideration towards limiting damage must also be taken, especially to sensitive cargo. • Charterparty may stipulate that the voyage is conducted at 'constant speed'. • Special featured vessels follow special routes eg. deep draught vessels follow deep draught route and vessels with no ice class follow ice free route.
Describe the World Wide Navigation Warning System and include in the answer, (1). Types of warnings; (2). Areas covered; (3). Who issues each type; (4). Contents of warnings; (5). How are they promulgated.
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WWNWS (World Wide Navigation Warning System) : To continue safe navigation practice, the International Hydrographic Organization (IHO) and International Maritime Organization (IMO) have jointly established a Global Navigation Hazard Warning System (GNHWS). The service is provided in english language by radio and may also be promulgated by Notice to Mariners. The types of warnings, together with the area covered by each and issued by, are as follows :Navigational Area Warnings : is the worldwide warning service and is divided into 16 geographic areas called NAVAREA's. The authority for collecting and issuing these long range warnings is known as Area Co-ordinator. They are published by the British Admiralty in the Weekly Notices to Mariners and each Navarea are shown in diagrams in the Annual Summary of Notices to Mariners and the Mariners Handbook. The contents are • Navarea warnings which ocean going vessels require for safe navigation. • Failure and changes to major navigational aids. • New wrecks or navigational hazards in or near ocean shipping lines. • Areas where SAR, anti-pollution, cable lying activities are taking place. • Significant malfunction to radio navigation. Coastal Warnings : effect a specific coastal region in the area of the hazard and are broadcast by country of origin. It assists the mariner in coastal navigation, between ports and outer limits of ports. They are transmitted by CRS in english and national language on W/T, R/T, VHF and Navtex. The times and details of transmission are given in the ALRS volume 3. Local Warnings : may supplement or aid coastal warning service by giving detailed information relating to inshore waters. These warnings are broadcast by the coastguard, port or pilotage authorities. They are issued only in the national language and the particulars are given in ALRS volumes 3 and 6. Contents of warnings :• Newly discovered wrecks. / • Changes to Navigation aids. • On going search rescue. / • Cable laying activity. • Anti-pollution operations. • Natural hazards present. Methods of promulgation :• Best method of transmission is Navtex. • In the USA, in the form of "HYDROLANT's" or "HYDROPAC's". • Current warnings in the Weekly Notice to Mariners.
Describe briefly how a least time track is constructed on board a vessel equipped with a radio facsimile receiver and trading in Eastern North Atlantic Ocean. (November,'88) Construction of least time track :(1). Knowing the port of departure, destination and expected date and time of departure, the routeing officers will study the latest appropriate surface synoptic and prognostic charts, together with sea state charts, to identify the general weather and sea state conditions that are expected to be encountered.
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Using their experience, the routeing officers will identify the part of the ocean where the least time objective is likely to be achieved. Ice conditions, current, etc. are also taken into account at this stage. Having done this, a detailed investigation of the area is next carried out. (2). From the initial starting position five or six tracks, approximately 10 to 15 degrees apart are drawn on a transparent overlay which is placed over a prognostic wave height chart for the 12 hour period after the expected time of sailing. (3). After the study of the prevailing prognostic and wave height charts, and the ship's performance curves, the estimated 12 hours per run distance is plotted on each of the tracks is plotted. (4). These positions are joined together to form a contour line known as the "Time Front". (5). From the most favourable position on this "time front", the procedure is repeated at 12 hour intervals. (6). This enables a second contour to be drawn upto 48 hours. (7). The position on the 48 hours contour which is the nearest to the ship's destination is that point which the Master is advised to route by. (8). When estimating distance on the projected tracks, allowance is made for fog and ice or other navigation hazards.
A vessel is routed by 'Metroute', the ship routeing service of the UK Met office. List the information that the Master has to give to the Metroute Routeing Office or List the information that the Routeing Officer will require from the Master of vessel (i). before sailing (ii). whilst on voyage. Before sailing • Name and type of ship / Speed of the vessel / Classification of the vessel (eg. ice class). / Destination and departure points. / Date and time of departure / Draft of vessel on sailing / Type of cargo. • Stability aspect / Information on the vessel's performance curves. • Type of route required by the Master / State of loading / Passage speed required. • Preference of Master / Owner / Charterers
Whilst on voyage : (1). Master informs the following :-Time of clearing harbor / Time of departure point. Whether original track confirmed or ammended. (2). Ship / shore : 6 hourly weather report to be sent inclusive of position report. Unless making regular weather reports, position reports every 24 / 48 hours which should include couse, speed, wind direction and force, and state of sea; advise of breakdowns or reductions of speed other than for weather. Metroute requires position report every 24 hours or for ships to send a reduced weather message as per ALRS vol.3. (3). Any Deviation : Off track is reported together with reason (eg. ice) / (4). Arrival Report : Time at destination.
List the routeing information that is sent to the Master of the routed vessel and state when he should receive it. A provisional route is sent to the Master prior to sailing with the routeing information consisting of an analysis of present synoptic features affecteing the area together with a weather forecast, and may also contain a forecast of future storm tracks. Meteorology office checks weather every 6 hours and ships, too, report to the office every 6 hours with updates on position and weather, otherwise once daily.
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If the forecast conditions are significant but unavoidable, then an advisory message will be sent to the Master every 48 hours or more often confirming or amending the route and giving details of the weather to be expected If the forecast conditions of significant weather can be avoided, or if a significant decrease in intensity of adverse weather can be achieved by change in course or speed, then a route diversion message will be sent to the Master.
State the benefits of Metroute to (i). the Master, (ii). the owner / charterer / manager. (i). For the Master :- safety and efficiency at sea : • Voyage planning at the start of the passage. • Regular signals during passage provide detailed vessel specific weather forecasts. • Routeing advise from professional mariners, who understand the responsibilities of the Master. • Avoidance of adverse conditions reduces the chance of vessel damage and weather related accidents to crew and cargo. • Adherence of agreed schedules avoids contractual penalties. (ii). For the owner / charterer / manager :• Post voyage information for management and accounting purposes. • Accurate round the clock monitoring of the vessel's progress. • Comparisons between actual and alternative routes to demonstrate the benefit of routeing services. • Comparisons between actual speeds achieved and charter speed, after appropriate allowance for weather and currents. • Clear documentation of weather related vessel performance over the whole voyage from acknowledged experts in global weather.
Describe a Hindcast chart and explain its use to the ship's Master / owner / Charterer. . On completion of a voyage, the routeing organization may, on request, prepare and provide a Hindcast chart, and compares the progress of the vessel during the voyage and the actual weather experienced on the selected route. This comparison is made against the weather and estimated progress of an alternative routes. The comparison allows the Master / owner / chartered • to compare the values of met routeing; • to compare the savings in time, fuel and money; • illustrates avoidance of bad weather and safe options;
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• provides evidence of choice and justifies expenditure of met routeing.
State the standing orders that a ship's Master should issue with respect to each of the following situations. Keeping a lookout • A proper and continuous lookout is to be maintained for the purpose of fully appraising the situation and the risk of collision. • The duties of the lookout shall include the detection of ships, all navigation marks or lights, all floating objects, prominent navigational feature, derelicts and other hazards to navigation, any sighting of ice (no matter in what form), any malfunction of own ship's navigational lights, ships or aircrafts in distress, shipwrecked persons, wreck and debris. • The lookout must be able to give full attention to the keeping of a proper lookout and no other duties shall be undertaken or assigned which could interefere with that task. • The duties of the lookout and helmsman are separate and the helmsman shall not be considered to be the lookout while steering. • The O.O.W. may be the sole lookout in daylight, provided on each such occasion, (i). the situation has been carefully assessed and it has been established without doubt that it is safe to do so; (ii). full account has been taken of relevant factors, including but not limited to state of weather, visibility, traffic density, proximity of danger to navigation and navigating in or near an area of traffic separation schemes; (iii). assistance is immediately available to be summoned to the Bridge when any change of the situation so requires. • A lookout is to be posted in addition to the O.O.W. during hours of darkness.
The maintenance of charts and other publication • The naviagation officer should maintain all navigation charts and publications used by the vessel. • Full use should be made of all weekly notices and supplements to update charts and publications. • Any missing corrections which are not available should be reported to the Master. • All corrections made to charts should be recorded both on the respective chart and in the chart correction log. • All new charts together with revised editions and publications should be ordered and received on board prior to vessel's sailing • Current T and P notices in force should be checked as per the monthly listing. • A chart management system should be followed.Do not make erasures or use tippex / snow paint on the charts and in publications.
Checking and testing the bridge equipment • The operational tests and the performance of navigational equipment should be checked prior to sailing, prior to entering restricted or hazardous waters and at regular and frequent intervals at other times throughout the passage. • Standard compass error determined at least once a watch, and when possible, after any major alteration of course; the standard and gyro compasses to be frequently compared and all repeaters synchronozed with the master compass. • Auto pilot tested manually at least once a watch. • All navigational and signal lights and other navigational equipment checked for proper functioning.
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* Chronometer to be checked and synchronized against time signal. * DF bearings plotted, where appropriate, and fixes compared. * Echo sounder to be used, where appropriate, and soundings verified from the chart at known positions. * Course recorder to be regularly checked. * Radar performance checked with the aid of the performance monitor. * GPS with low HDOP (Horizontal Dilution of Precision) value to be used. * Hygrometers to be regularly checked (ensure water in wet bulb thermometer). * Sextant to be checked regularly and ensure that it is free of all errors. • Steering gear to be tested prior sailing with duty engineer standing by to sight the testing of the gear in the steering flat. • Any entry to the fact that any equipment has been tested or used, should be inserted in the log book, together with any defects experienced, in which case Master should be informed
A vessel is to make a passage through an area of pack ice where ice accretion may also be encountered. Describe the problems that may be encountered with respect to each of the following :In performance of navigational instruments and electronic navigational aids • Radar scanner may become frozen up with ice accretion. Ice particles adhering to the reflecting surface of the scanner will reduce radar energy both inward and outward. • As ship's head will vary considerably when navigating in ice conditions, hence, DF operations are unreliable. • Reliability of Decca station in very cold climates can often effect the transmission without warning. • The use of Magnetic compass in high latitudes may become unreliable especially in polar region due to large angle of dip. Compass face plates are often obscured with ice crystals making visual bearings difficult. • Logs cannot be used as they have to be withdrawn to avoid damage. • Echo sounder may not give correct readings due to false echoes. • The intensity and arc of visibility of navigational lights may be reduced due to ice formation. • Radio aerials become frozen, thereby, making communications difficult. • Omega suffers from Polar cap absorbtions. Loran suffers from different propagation. Problems in maintaining an accurate DR position As any DR position requires direction distance and courses : • Distance is normally obtained from the log and in extreme ice conditions (eg. pack ice), the log would not be in operation. • The courses through pack ice will vary with ice conditions. Navigation will depend upon leads in the ice being available and a course will be dictated by the flow and leads of the pack. • Several changes in course and variations of speed must be anticipated in short periods of time as a result of which the distances which are estimated becomes unreliable. • Ice movement can and will influence the 'set' of the vessel. The subsequent holding of the course is, therefore, difficult; the amount of set being variable.
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• Movement in pack ice often necessitates astern movements and this disrupts an accurate DR. Problems in the use of floating marks and beacons • The use of floating marks and beacons for the purpose of navigation is extremely limited in the ice season as many harbour authorities remove navigational marks to avoid loss or damage. • Other marks such as spar buoys are pushed beneath the ice and are not visible for use as a navigational aid. • Where floats are visible, ice accretion can cause some discolouration and change of appearance of mark. • Floats can be expected to be out of position where heavy ice (eg. pack ice) is experienced. • Position of any floating mark cannot be relied upon and therefore, should be used with extreme caution. Such floats should not be used for position fixing. Problems in the use of sectored leading lights • Windows of the lights may be covered by frost / ice which greatly reduces sighting and visible range of lights, thereby, making them unreliable. (especially noticeable with green sectored lights). • Coloured lights tend to diffuse and appear as white sectors. The lantern glass may have moisture build up due to temperature changes and could further diffuse light rays. • Snow build up could completely cover the light. • The width of the sector of lights is affected. • Due to extreme weather and ice conditions, the lights may be subjected to failure especially if unmanned and also maintenance may be difficult. Hence, sectored leading lights should not be relied upon and position fixing must be carried out by other means.
Following the receipt of a distress call, the transmitting vessel could not be contacted by radio. Four merchant vessels are responding to this distress call and are in radio contact with each other. State the factors that the four Masters should take into consideration when determining which of them will take on the role of the Co-ordinator Surface Search (CSS). Capabilities of vessel with respect to the following :• Communications / Whether doctor or medical trained staff onboard / Hospital and casualties treatment facilities • Characteristics of vessel affecting their abilility to pick up survivors / Rescue boats / Man-power • Relative position / Vessel's speed / ETA to search area / Position of other units / Facilities of other units • Nature of own cargo and cargo on other vessels
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List the information that CSS will require from each of the other three Masters. • Bearing and location of distress. • Speed and present course of each vessel. • Medical facilities (Y/N). • Rescue facility type. • Type of vessel and the nature of cargo (eg. dangerous, hazardous). • Present position. • Weather being experienced and ETA to search area. • Endurace bunkers. • Navigational aids, identification and communications facility.
State the sources of assistance that the CSS can call upon in determining both the datum and the search pattern details or State the information required by other 3 Masters from the CSS to conduct efficient search. CSS can call and communicate with the following :• Coast radio station for bearings. • MRCC for last known details of datum position. • Other search units for bearings. • Ship reporting systems like the AMVER / AUSREP. • Coastguard via CRS for search pattern areas. • Other shipping for last known position or any details. • Inmarsat, if Epirbed.
The SOLAS convention requires the Master of any vessel to report encountering certain meteorological conditions. State the conditions that are to be reported and to whom the report is made. The International Convention for Safety of Life at Sea, 1974, requires Masters of every ship to report encountering the following meteorological conditions :• Dangerous Ice / Dangerous derelict / Any danger to navigation / Tropical revolving storm. • Sub-freezing air temperature associated with gale force causing severe ice acceration on the superstructure of the ship. • Winds of force 10 or above on Beaufort scale for which no storm warning is received. The report is to be made by all available means to ships in the vicinity and to the nearest coast radio station or signal station. The report should be made in english for preference or by the International Code Of Signals. If sent by radiotelegraphy, the message should be preceeded by the safety signal "TTT" and if by radiotelephony, the spoken word "SECURITE"; repeated three times in each case.
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For ice, the message contains the following :(1). Date and GMT of the observation (2). Type of ice observed (3). Position of ice observed (4). Concenteration and thickness, if known (5). Icebergs; size and shapes. For dangerous derelict and any danger to navigation, the message contains the following :(1). Type of derelict or other danger. (2). Position of derelict or other danger. (3). Date and GMT of last sighting. For TRS and storms, the message contains the following :(1). Position of the storm so far as it can be ascertained. (2). Date and GMT when it was encountered. (3). Position, true course and speed of vessel when observation was made. (4). Barometric pressure at mean sea level (not corrected for diurnal variation). (5) Change in barometric pressure during the previous 3 hours. (6). The true direction and force of wind. (7). The state of sea. (8). The height of the swell and the direction from which it comes. (9). The period or length of swell.
Shore based ship routeing services can give a number of different types of route depending upon specific requirements of the vessel. List the different type of route. State which type(s) vessel will use each of the different routes. • Least time : The main objective is to reduce time on passage regardless of other considerations. Usually confined to tankers, product carriers and bulk carriers of large / medium size, which are unlikely to suffer cargo damage and are less susceptible to hull damage. • Least time with least damage : The main objective is to reduce time of passage and costs of damage. These recommended routes will minimises rough weather and ice while at the same time achieve a quick passage time eg. Containers, passenger and roll on / roll off vessels. • Least damage : This having the objective to minimise damage to sensitive cargoes eg. livestock. • Constant speed : As required by Charterers (eg. all vessels without ice classification). The aforementioned routes would be associated with additional criteria for vessels which require the following :-
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• Ice free route for vessels without Class A1 with no or part ice strengthening. • Deep water route for vessels constrained by her draught. • An all weather route for special cargoes (Ro-Ro) or passengers. • Fuel saving, often the same as least time with least damage route, for steam turbine ships as it is more economical if constant throttle is maintained. (eg. VLCC's - steam turbines).
State the general areas of the world where it is advantageous to use weather routeing, either shipboard or shore based. Weather routeing makes use of the actual weather and the resulting forecast weather in the vicinity of the anticipated route. Routes are selected as per the weather forecast and then modified as necessary as the vessel proceeds on its voyage. Weather routeing is extensively used for passages across North / South Atlantic and North / South Pacific Oceans. In these oceans, the weather changes are very rapid and without any or much indication and therefore, it is advantageous to use ship's or shore based weather routeing to avoid the climatic effects of the weather like gales, storms heavy swells, ice and icebergs which may damage the vessel and cause delays in voyages.
State the type of area in which climatological routeing will be satisfactory. Climatological routeing makes use of the prevailing currents and winds. These routes are shown on the Routeing Charts as well as considered in the Ocean Passages of the World. Climatological routeing will be satisfactory in the middle latitudes, the Carribean's and the Indian Ocean. In these area, the weather is seasonal, quite predictable and little scope is felt for adverse weather changes. Hence, the ships tend to use climatological routeing which changes season to season.
The GMDSS is being phased in between 1st February,'92 and 1st February,'99. Outline the elements of this system. The elements of the GMDSS system are as follows :(1). Four satellites (geo-stationary) for global coverage. (2). Shipboard • A VHF installation with a capability of transmitting and receiving digital selective calls (DSC) on Channel 70 and radiotelephony on Channels 6, 13 and 16. • Equipment which allows continuous DSC watch to be maintained on VHF Ch. 70. • The capability to receive the International Navtex Service broadcasts when operating in any area where Navtex is provided. • An onboard facility for the reception of the Marine Safety Information (MSI) by INMARSAT Enhanced Group Call System (EGC) when engaged on voyages where Navtex coverage is not provided. • VHF waterproof walkie talkies (> 500 GRT); minimum three.
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• Search and Rescue Transponders (SART's) operating in 9 Ghz band; minimum two. • Satellite EPIRB manually / automatically activated with float free arrangement (distress alerts on 406 MHz or through Inmarsat geo-stationary satellite service). This equipment has been identified by IMO to be suitable to :• Ship-to-Shore Distress Alerting. • Shore-to-Ship Distress Alerting. • Ship-to-Ship Alerting. • Search and Rescue Coordination. • On-scene Commander. • Transmission and receipt of locating signals. • Transmission and receipt of Maritime Safety Information. • General Radio Communications • Bridge-to-Bridge Communications. INMARSAT provides worldwide coverage except polar regions. INMARSAT A (voice / data / fax / telex) - Real Time. INMARSAT C (text / data at lower speeds) - Store and Forward. (3). Ground • Local User Terminals (LUT's). • Regional Data Distribution Centre (RDDC). • Marine Rescue Co-ordination Centre (MRCC).
A vessel is about to sail from Montevideo (Uruguay) to Quebec (Canada) in early March and the vessel has no ice classification. State the sources of information which are aviailable to the Master as to the latest ice situation in the North Atlantic. Before sailing :• Ice reports available from Ice Patrol and distributed by the US Coastguard and US Naval Oceanographic Office. • Ship routeing advisory service available from the Meteorological Office at Bracknell (England). • Ice charts as supplied by Admiralty Hydrographic Department of the Canadian Hydrographic Service. • General reference should be made to relevant publications, such as Ocean Passages of the World, Mariners Handbook, Admiralty Sailing Directions and Weekly Notices to Mariners • Old ships log books.
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Whilst enroute : • Reports from other shipping which is outward bound from respective ice effected regions. • Radio advisory warning reports from Halifax, Nova Scotia; refer to ALRS. • Navtex - Ice reports via. various transmitters, eg. Norwegian Sea and Icelandic areas by Norway, and by Swedish Ice Service. • Ocean weather ships. • Daily Coast Radio Stations w/t broadcasts.
State the Master's obligations upon sighting dangerous ice. On sighting : A Master should send an obligatory report made by all available means to ships in the vicinity and to the nearest coast radio station or signal station. The report should be made in english for preference or by the International Code Of Signals. If sent by radiotelegraphy, the message should be preceeded by the safety signal "TTT" and if by radiotelephony, the spoken word "SECURITE"; repeated three times in each case. Report Content : (a)Ship's name and port of registry / (b) Date and GMT of the observation / (c) Type of ice observed. (d). Position of ice observed / (e) Concenteration and thickness, if known. (f). Icebergs; size and shapes. I would consider any ice to be dangerous ice for surface navigation in the sense that if one piece of ice is sighted in an area, there is a distinct possibility of another piece and perhaps much bigger than the one sighted. It is very easy as well as dangerous to underestimate the size of ice. Dangerous ice can, thus, be defined as any ice that impose risk to safe surface navigation. For example, brash ice is not dangerous to surface navigation. However, what may have been within it's coverage area can be growler which may not be detectable by radar. Hence, all ice is dangerous to surface navigation.
Draw up a set of Master's standing orders for a 30,000 DWT and 15 knots bulk carrier for each of the circumstances listed below :Conduct of bridge team when under pilotage :• The O.O.W. remains the Master's representative on the bridge in the absence of the Master. The O.O.W. will at no time leave the bridge while under pilotage conditions unless releived by the Master or his designated representative. • The O.O.W. should monitor the vessel's position at regular intervals and whenever safe navigation requires despite the presence of the Pilot. • The O.O.W. should continuosly monitor the UKC throughout the pilotage and not stand the vessel into danger. • Full use of all navigational equipment should be made by the O.O.W. taking into account that the Pilot may be unfamiliar with specific instruments. • All instructions from the Pilot should comply with the projected passage plan and any intended deviation from the plan should be reported to the Master before they occur. • The O.O.W. should monitor all communications affecting the safe navigation of the vessel, including the Pilot communication and keep the Master advised accordingly.
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• The O.O.W.should not hesitate to override the Pilot's instructions to avoid the vessel being stood into danger. • Lookout :The lookout is to be maintained on the Bridge or monkey island. All traffic / navigation marks and beacons must be reported to the OOW and the Pilot. The lookout is designated to lookout duties only and must not be given additional duties. • Helmsman :The quartermaster must respond to the Pilot's instructions except where the Master or his OOW take the con of the vessel. Any loss of steering or fault must be reported to the OOW and the Pilot. All orders are to repeated 'word' for 'word
Change over of the officer of the watch :The O.O.W. should • report to the bridge in ample time and fully capable of performing their duties; not impaired by alcohol, drugs or sickness. • have his vision adjusted to the prevailing conditions. • be satisfied with any "standing orders" or specific "night orders" given by the Master • confirm the vessel's position, course and speed • be familiar with predicted tides and currents, weather reports, state of visibility and their subsequent effect on navigation. • ensure that the navigational situation regarding the performance of gyro and magnetic compass together with any errors is in order. • ensure that all navigation equipment is functioning in proper manner. • ensure that respected traffic and other vessels movements does not endanger own vessel. • clearly in advance confirm any navigational hazards that might be anticipated; heel, trim and squat should not affect the UKC of the vessel.
Fixing the vessel's position :• A minimum of three position lines should be employed to fix the vessel's position. • Both primary and secondary position fixing methods must be used when monitoring ship's progress. • Visual fixes should be used whenever and wherever possible. • Instruments should be used with due regard to their reliability, accuracy and with attention to potential instrument error. • Continuous use of a single method or instruments to fix the position is not to be encouraged except when no alternatives are available. • Full use should be made of any associated navigational aid such as echo sounder to corroborate obtained position.
Describe the method of keeping Admiralty Sailing Directions up to date between new editions.
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• Each volume is republished at intervals of about 12 years. Between editions, it is kept corrected by publishing successive supplements published every 18 months, each new supplement cancelling its predecessor. • Section IV of the Admiralty Weekly Notices to Mariners contains selected urgent corrections to the Sailing Directions that cannot await until the next supplement. Current corrections are listed in the notice published monthly and those in force at the end of the year are reprinted in the Annual Summary Notices to Mariners. • It is recommended that all corrections are kept in a file with the latest list of corrections in force on the top. The file should be consulted when using the parent book to ensure if any correction affecting the area under consideration are in force. Provided extracts of Red sea and Gulf of Aden Pilot, (i) Expalin fully the significance of the arrows. • The arrows represent surface currents, their predominant direction and average rates. • The arrow flows with the currents and are related to the prevailing winds. • The arrows represent the direction of flow. • The rate which is an (average figure) is indicated at the tail of the arrow. (ii). State how these values are derived. • The arrow presentation vary in thickness and its thickness represents the constancy. • The value of constancy is obtained by comparing the number of observations in the predominant sector against total number of observations and expressed as a percentage.
List publications navigators should consult when planning a passage and give details of information found in each. Ocean Passages : Weather conditions, weather routeing services, suggested routes, approximate distances, navigational hazards and reliability of depths. Mariners Handbook : General informations on navigational hazards, weather conditions, a general guide on all publications. Admiralty Sailing Directions : Ampliy informations given on charts and points of general interest to mariners, local weather conditions, tides, currents, depths around the coasts, land marks, approaches, anchorages, pilotage approach, information, bouyage system and marks. Chart Catalogue : Gives the required charts for voyage and current charts. Navigational Charts : Give depths of water, land / coast, lights and navigational aids. Routeing Charts : Provides information for planning ocean passages for the month required, recommended tracks and distances to chief ports, loadline limits, ice conditions, predominant winds and currents.
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Weekly Notices to Mariners : To check, update, correct charts and latest information pertaining to navigation. Admiralty List of Lights and Fog Signals : Gives updated details / characteristic of fog signals / lights, light buoys, light vessels, structure of lighthouses, etc. for a particular area. Admiralty List Radio Signals : Gives worldwide radio information, coast radio stations, port frequencies, Pilotage, minimum notices w.r.t. ETA's, VHF working channels, DF stations etc. Admiralty Tide Tables : Tidal information, tidal streams and tidal levels for areas concerned. Distance Tables : Gives shortest distances in RL or GC between chief ports. Guide to Port Entry : Gives information on ports, berths, equipments, legal requirements, custom and immigration laws, health regulations, services available, medical facilities. Other publications : Nautical almanac Temporary and preliminary notices Navigational warnings. IALA buoyage 5011- Chart abbreviations Previous passage plans
Discuss the problems associated with fixing the vessels position on passage from Nagoya to Brisbane by the following :(i). By astro navigation :- depends on factors such as horizon, clouds, angle of cut, altitude and spread of azimuth. Thus, • The horizon at all times may not be clear due to onset of fog, mist and clouds, or presence of islands. • Due to clouds, rain and fog, celestial bodies (eg sun, moon and stars) may not be visible. • Bodies such as stars may not be spread out around the horizon. • Altitudes may be affected due to clouds, haze and rain. • Gale frequency (10days / month) resulting heavy rolling of the ship. (ii). when using the transit satellite syatem :• Transit systems may have long time gap between one fix and the next; sometimes exceeding 12 hours in low latitudes. • Fixes are only available at the time of the observation. • In areas of heavy rainfall, there is a possibility of the signals getting lost.
Draw up a Bridge Emergency Procedures checklist for each of the circumstances listed below :(i). Man Overboard • Helm hard over to the side on which the man has fallen. • Release lifebuoy with self-igniting light and self-activating smoke signal.
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• Press the MOB button on the GPS, if available. • Sound the general emergency alarm. • Inform the Master. • Inform the E/R and have the main engines ready for immediate manoeuvring. • Revert to hand steering. • Release SART, where appropriate. • Post extra lookouts. • Establish communications with the CRS. • Advise other vessels in the vicinity by VHF. • Hoist International Code Flag "O" and sound "O" (- - -) on the whistle. • Rescue boat turned out and ready for launching. • Hospital made ready to treat for shock and hypothermia treatment. • Plot the datum position / appropriate search pattern, and complete the manoeuvre. • Obtain updated weather report. (ii). Stranding • Stop engines. • Sound general emergency alarm. • Inform Master and E/R. • Advice CRS and other vessel's in the vicinity by VHF. • VHF watch maintained on Ch.16 at all times. • Position on the chart verified and safe port options investigated. • Display appropriate light and shape signals; switch on deck lights. • Sound appropriate sound signals (eg "U"). • Close all watertight doors. • Sound round all bilges and tanks. • Sound round the vessel's hull to check depth of water. • Determine nature of seabed. • Calculate times and heights of next high water. • Damage control team mustered. • Refer to vessel's damage stability information. • Consider possibility of dropping anchor underfoot to prevent damaged ship from sliding off into deeper waters.
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• Consider whether assistance is required by tugs. • Make relevant entries in the logbook. • Position of vessel sent ashore with updates from time to time. (iii). Steering Gear Failure (Q.4c / June,'96; Q.3c / March,'89) • Immediately engage alternative emergency steering gear. • Inform Master and E/R. • Display NUC signals, lights and shapes, as appropriate. • Sound appropriate sound signal to warn other traffic eg "D" or "U". • Advise vessels in the vicinity. • Obtain updated weather report. • If in restricted visibility, sound appropriate fog signal. • Post lookouts. • Stop the vessel in the event of both emergency and auxillary steering systems failure. If the vessel is stopped in the event of both emergency and auxillary systems failure, a warning report may become necessary, depending on the vessel's position eg. English Channel TSS.
The Master must ensure that his officers are thoroughly familiar with the content of the above checklist and procedures. Explain the ways that this can be achieved. The Merchants Shipping Regulations,1982, requires Master to give directions and operational guidance to officer incharge of the navigation watch. Master should • issue guidance notes and instructions to his officers in way of standing orders or night orders. • ensure that the company's or managements safety instructions and manuals have been read and understood. • ensure that all watchkeepers should read M-1102 and Bridge Procedures Guide (ICS). • ensure that all watchkeepers are to familiarise themselves with the standing orders and all the checklists in the guides, and sign to confirm that they are fully understood. • ensure that all navigational instruments and gear are tested atleast once a week and a steering changeover, from auto to manual and back to auto again, checked once every watch. • have mock up drills on all possible emergencies with an O.O.W. incharge of situation.
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In the absence of any other sights or PL, assess the value of series of Pole star sights in monitoring the following :(i). The vessel's progress along its track : As the vessel is on course of 090 degrees (T), the series of pole star sights will give a poor indication of advance of the vessel along its track as PL's are almost parallel or in line with the track or course of the vessel. (ii). Any deviation from the track : A series of these pole star sights will give a good indication of cross track error along the vessel's course. Approximate altitude to set on your sextant using Polaris is your own latitude.
Describe the alternative courses of action that could be taken by the Master to keep his vessel safe and explain how each could keep the vessel clear of the worst of the storm. (1). The Master as he already knows that the storm has resumed and is heading SSW'ly at 15 knots can keep plotting the storms tracks with latest updates. Initially, he is about 540 nm from the storm centre. (2). The Master can proceed on his normal course if he wishes and is plotting the storms path as it curves. This option is not the best option but would put the vessel on the navigable semicircle of the TRS. (3). A SW'ly course would be most suitable, as firstly, it would take the vessel away from the eye of the storm, and secondly, the vessel will be on the navigable semi-circle of the TRS with plenty of sea room. At the same time, the storm's path will have to be plotted. This course would only take the vessel away from the destination. (4). Another option is to head on a W'ly course and probably look for cover in sheltered areas. This course, too, would keep vessel atleast 250-300 miles away from eye of storm. It will keep the vessel in navigable semi-circle and avoid getting on to a lee shore. This would be a little time saving for the voyage but will still feel the effect of the storm and swell.
State the advantages to the navigating officer of having Navtex Receiver on Bridge. Following are the advantages of Navtex Receiver to O.O.W. on Bridge :• All latest and updated navigational warnings are received. • Latest update on weather forecast is available. • Any distress warning in the vicinity can be attended to. • Any pilot service messages for the area. • In high latitudes, ice reports can be received. • Gale warning forecast on the intended track received. • Movement of rigs in the offshore region can be obtained and position charted. • An update on navigational instruments can be obtained (eg. Decca, Loran-C, Omega and Satnav) • With the information received from the Navtex Receiver, passage plan can be amended as required for the safety of the vessel.
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• It is quick and easy to receive unlike the morse code signal received by the Radio Officer. • Unwanted or irrelevant messages not set into receiver will not be printed.
A container vessel has all the navigational aids, Satnav and auto pilot. It has unmanned engineroom with alarm for single manning and full crew of three deck officers, four engineers and eight GP crewmen. List the factors that the Master should take into consideration when determining the composition of watches. • Geographic position and local navigational hazards. • State of visibility, effected by fog, rain, haze, sleet or snow. • Day or night conditions. • Open water, landfall or coastal conditions. • Traffic density and proximity of focal points. • The number of personnel and their experience. • The need for use of manual steering or auto pilot. • Need for continuous radar watch. • Whether a Pilot is on board or not or when approaching for pilotage. • The possibility of fatigue effecting watch keepers. • The level of navigation duties eg. frequency of position fixing. • Number of lookouts expected eg. in special operations like MERSAR. Watchkeeping arrangements • Always adequate to the prevailing circumstances and conditions and should take into account the needs of maintaining a proper lookout. • At no time should the Bridge be left unattended; one O.O.W. and one rating as lookout with an additional rating on immediate call, if required and a helmsman, where appropriate. • State of visibility and weather conditions. • Day or night conditions. • Operational conditions of navigational aids. • The need to use manual steering or autopilot; autopilot is designed to relieve the helmsman but not the lookout rating. • Any navigational hazards or special circumstances. • Need of proper rest of watchkeepers. • Certification and experience of watchkeepers. Watchkeeping arrangements on ocean passages in clear weather • Master available as required.
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• During daylight, rating may work in immediate vicinity but must be readily available. • Bridge watches as follows : C/O (04-08), 3/0 (08-12), 2/0 (12-04) and duties as per Master's standing orders and good lookout. • Engines on bridge control, engineers on day work and an engineer on immediate call at night, if required. Watchkeeping arrangements on ocean passages in restricted visibility • Master on bridge as required supervising safe navigation of vessel. • Bridge watches as before but two ratings allocated to each watch-keepers. • Engines on bridge control and on manoeuvring speed ready for immediate use. • Engine room to operate a three watch system and C/E to be in engine room as required. • If restricted visibility persists for more than 12 - 24 hours, then consider doubling of watches. • The need for a continuous radar watch and the level of navigational duties such as frequent position fixing. Watchkeeping arrangements in river passage with pilot onboard • Master on bridge as the overall incharge and pilot as advisory. • One O.O.W., one rating as lookout and one rating as helmsman. • One responsible officer and rating standby at the anchor forward. • Engines on bridge control and on manouvring speed. • C/E to be in E/R at all times additionally with duty engineer and one engine room rating.
List the meteorological phenomena that a vessel is obliged to report under M.S. Navigational Safety Regulations No. 534 of 1980. As per the MSA regulations a vessel is obliged to report the when the following are encountered :• Dangerous Ice. • Dangerous derelict. • Any danger to navigation. • Tropical revolving storm. • Sub-freezing air temperature associated with gale force causing severe ice acceration on the superstructure of the ship. • Winds of force 10 or above on Beaufort scale for which no storm warning is received. A Master should send an obligatory report made by all available means to ships in the vicinity and to the nearest coast radio station or signal station. The report should be made in english for preference or by the International Code Of Signals. If sent by radiotelegraphy, the message should be preceeded by the safety signal "TTT" and if by radiotelephony, the spoken word "SECURITE"; repeated three times in each case.
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A vessel is to make a voyage through a particularly developed oilfield in the Gulf of Mexico, where production platforms, exploration rigs, siesmic survey vessels and well heads will be encountered. State the hazards to navigation associated with each of the above offshore features. (i). Production platforms :• Slant drilling; • Small traffic; • Safety zones; • Toxic wastes; • Helicopter Operations; • No anchor areas and back scattering lights; • Manifold and under surface work. (ii). Exploration rigs:• Position changing; • Charts unmarked; • Navigation corrections to charts required; • Unspecified safety zones; • Anchor operations ongoing; • Mooring buoys and towing possible. (iii). Siesmic survey vessels :• Ram types (restricted in her ability to manoeuvre); • Diving operations; • Under sea operations; • Marker on survey buoys; • Unmarked cables and possible floating obstructions; • No go zones. (iv). Well heads :• No anchoring; • Submarime pipelines; • Suspended well heads, mark or unmarked; • Soundings limitations of echo sounder.
State where the navigator will find details of the position of (i). Production platforms and (ii). Exploration rigs.
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(i). Production platform :• Charts; Lists of lights; Sailing directions; Annual Summary of Notices to Mariners; Special position charts (nonnavigational); Navigational warnings (new developments). (ii). Exploration rigs :• Navigational warnings; T and P Notices;VHF radio warnings;Navtex;Annual Summary reprints; Pilots; • Port authorities from exploration rigs itself; Local knowledge of company or agents, other shipping. In any exploration area, caution is advised and written reports should be checked as some variance may occur.
State the additional instructions, w.r.t. the oilfield, that the Master should give to the Officer drawing up the passage plan to ensure that the vessel passes these hazards safely. (1). Observe all safety zones (500 mtrs.) and fairways when laying of courses / tracks. (2). Observe a slow speed or safe speed in areas of oil / gas operations (Ref. no.20). (3). Update navigational warnings and chart (4). Check navigational warnings. (5). Contingency plan for fog or emergency (6). Manual steering inside the operations zone. (7). Use of appropriate publications in appraisal of plan (8). Highlight "NO GAS AREAS". (9). Emphasize monitoring points (primary and secondary system of position fixing). (10). Show focal points of heavy or crossing traffic(11). Identify areas of expected strong currents. (12). Mark safe anchorage sites (13). Potential hazard area for Master on con, Pilots and double personnels.
State the objectives of Ship's Routeing as adopted by IMO.(Q.4a / March,'96) The purpose of Ship's Routeing is to improve the safety of navigation in converging areas and in areas where the density of traffic is greatest and where freedom of movement of shipping is inhibited by restricted sea room, existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. The prime objective of Ship's Routeing system adopted by IMO may include some or all of the following :• The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters. • The reduction of dangers of collision between crossing traffic and shipping in established traffic lane. • The simplification of the patterns of traffic flow in converging areas. • The organisation of safe traffic flow in areas of concenterated offshore exploration or exploitation. • The organisation of traffic flow in or around areas areas where navigation by all ships or by certain classes of ships is dangerous or undesirable. • The reduction of risk of grounding to provide special guidance to vessels in areas where water depths are uncertain and critical. • The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
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The advantages of Shop's Routeing system is to provide a route that will allow vessels to reach their destination by :• the most economical track. • that will cause least damage to the cargo and the ship. • that will provide most comfort (in case of passenger vessel's). • that will attract favourable insurance premiums. • that will be the safest option when considering the season, class of vessel and ship's characteristics (ie. deep draught, ice strengthened, etc.).
State the types of information that may be obtained from ALRS volume 6 (Pilot operations) in respect to a major port. • Stations working in the Port operations • Vessel Traffic management and Information Services. • Services to assist vessels requiring pilots. • Services for small craft (information on Marina and Harbour VHF facilities). • Services concerned with traffic surveillance. • VHF working channel of various port operations and harbour authorities. • Port information : harbour limits, telephone numbers, frequencies, hours and information on firing practice. • Pilots : Minimum notice periods, working frequencies, embarkations points and pilot area limits. • Associated diagrams.
Describe the type of search patterns which should be used if raft is not sighted on arrival in area. Following are the factors to be considered in deciding the search pattern :• limits of area to be searched. • vessel carrying out the search; position, speed and ETA. • own ship's capabilities. • size of the target being searched. • realiability of datum point. • meteorological visibility. • prevailing weather. • sea condition. • proximity of navigational hazards. • Number of casualties and spread over what area.
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• day or night. Patterns :Sector search : for single small taraget. Expanding square search : for wide spread target. Co-ordinated creeping line : for long distance target. Considering the last known position was a day away, the liferafts could have drifted due to current and wind. The position of the liferaft would be quite close to the distress position. But nothing is given for sure that the two liferafts are together. Therefore, the expanding square search pattern would be employed as targets could be well spread.
State the information that needs to be exchanged between the two vessels prior to arrival in the search area. • Establish a good communication. • Exchange of positions and details of operations of ships. • Confirm last known position of distress. • Exchange own vessel's capabilities such as speed, type of vessel, man power, communication ability, nature of cargo and ETA to search area. • Other information including present course, weather experience, bunkers, medical facility and rescue facility types. • Plans of search type to be employed and area to search.
A passenger vessel in 24 degrees north and 73.5 degrees west is bound for New York from Kingston (Jamaica) at a speed of 22 kts. and is working to a very tight schedule. A hurricane has been reported to be 120 miles to the eastward and moving in NW'ly direction. Explain how the Master may ascertain the vessel's position relative to the storms path by onboard observations. • Master should heave to and take observation of true wind direction. • Once the direction and force of wind have been ascertained, he should employ "BUY BALLOTS LAW" to estimate the storm centre and this would provide a relative bearing of the storm centre, i.e. in the northern hemisphere and with the observer facing the wind, take a bearing 8 compass points to the right and take a bearing 12 compass points to the right. The centre of the storm lies between these two bearings. • The force of wind being experienced by the vessel would also indicate the range of the ship from the storm, i.e. 150 miles from centre -- 7 force wind; 125 miles from centre -- 8 force wind; 75 miles from centre -- 10 force wind. • The semicircle in which the vessel is situated by observation of the true wind shift; in the Northern Hemisphere, if the wind is veering, the vessel is in Dangerous Semicircle (DSC) if the wind is backing, the vessel is in Navigable Semicircle (NSC)
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• Vessel's position would also be indicated by direction of swell and associated weather, satellite pictures and facsimile charts.
If these observations confirm that the vessel is in the advance semicircle of the storm state, making reference to the vessel schedule, the action that the Master should take to expediate the voyage. A chartlet of the area is provided for information only. If the vessel's observation was ahead of trough line, • if in path of dangerous quadrant, place wind on starboard bow and proceed at best speed, progressively altering course to starboard as wind veers. • if in path of navigable semicircle, place wind on starboard quarter and proceed at best speed, progressively altering course to port as wind seeks. This action would put the vessel close to islands to south and may be necessary inorder to avoid being caught on the lee shore.
State the type of information that is contained under each of the following paragraph headings in the "sailing directions" :(i). Directions : • Approaching and berthing informations; Tidal streams; Navigational aids; • Landmarks, their position and description; • Area and dangers to be avoided; hazardous to navigation; • Position of fairways and useful navigation marks; • Availability of leading lights and their reliability; • Availability of any TSS. (ii). Anchorage : • Designation (Prohibited / Deep water / Dangerous goods / Quarantine / Recommended Anchorages); • Limitation (Inner and outer anchorage); • Depths; • Holding ground; • Shelter afforded; • Weather / sea condition effecting on anchorage. (iii). Pilot : • Controlling authority; • Either compulsory / optional; • Authority for requests; • Embarkation position / changing point of pilots;
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• Regulations; • Type of pilot service available eg. deep sea; • Type and times of communication; • Description of pilot boats; • Signals to be displayed by own vessel; (iv). Communications : • Road, rail and air services available; • Nearest airport or airfield; • Port radio and information services with frequencies and hours of operating; • Post and telegraph services available.
State the standing orders that a Master should issue to cover the following circumstances :Whilst the vessel is at anchor :• Determine and plot the ship's position on the appropriate chart as soon as practicable; the position of the anchor to be recorded together with the amount of cable paid out. • Ascertain vessel's position by all available means at sufficiently frequent intervals; by taking visual bearings of fixed objects ashore or prominent navigational marks; radar must be used and transit bearings obtained, if possible. • Ensure that an efficient lookout is maintained.Ensure that inspection rounds of the ship / deck patrol is maintained. • Observe meteorological and tidal conditions and the state of the sea; echo sounder switched on at regular intervals, and rise and fall of tide recorded. • Obtain updated weather reports. • Ensure that the state of readiness of the main engines and other machinery. • Ensure that the ship exhibits the appropriate lights / shapes and that appropriate sound signals are made at all times, as required. • If visibility deteriorates, notify the Master and comply with the applicable regulations for preventing collision at sea. • Notify the Master and undertake all necessary measures if own or other ship drags anchor. • Keep continuous listening watch on VHF Ch.16 and port / pilot channel. • Take measures to protect the environment from pollution by the ship with applicable pollution regulations. • Have contingency plan ready with regards to own vessel or other vessel dragging anchor. The embarking / disembarking of Pilot :• Establish early communication with the Pilot boat; give ETA to pilot boarding ground, ship's particulars and information as required by the Pilot, and confirm pilot ladder on which side and height above the waterline. • Inspect chart for available depth of water, sea room, obstructions, entry and exit courses. • Hoist International Code Flag "G" or "H" as required or any local signals.
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• Engage manual steering and keep both steering motors 'on'. • Ensure engines on standby and vessel in all respect ready for manoeuvring. • Approach at slow speed, identify targets and create a 'lee' for the pilot boat; take precautions against swamping and interaction. • Ascertain current set and drift, and adjust the course and speed accordingly. • Post lookouts and brief them as the usual contact is lost during manoeuvre under freeboard or around the stern. • Boarding point clear of all obstructions and free from any slippery substances. • Ensure pilot ladder well rigged as per instructions with two man-ropes; lifebuoy with self-igniting light and a safety line kept ready for immediate use at the boarding point. • If high freeboard, then rig the pilot ladder in conjunction with the accomodation ladder. • Deck and overside well illumunated. • A Responsible Officer to inspect that the pilot ladder is in good condition and well rigged, and with communications to standby at the pilot ladder to receive the Pilot; sufficient number of deck hands ready to assist, if required.
State the purpose of Cumulative List of Notices to Mariners. The purpose of the Cumulative List of Notices to Mariners is for checking and updating charts. It records the chart number, edition and the notices to mariners affecting the chart from previous till the latest notice prior publishing to this list. The list is published by the Hydrographic Department of the Navy every six months and contains correction to charts for previous two years. It affects BA Admiralty charts as well as Australian and New Zealand charts which have been republished with the Admiralty series. March 15th, a vessel is on a voyage from New York to Stockholm (Sweden) in the Baltic Sea. State the sources of information regarding the current state of Baltic ice that are available to the Master (i). whilst in MidAtlantic (ii). when approaching Baltic. (Q.3a / March,'95) (i). Whilst in Mid-Atlantic :• Ice reports from the CRS. • Navtex. • Ship routeing advisory service (weather reports and facsimile messages) available from Meteorological Office at Bracknell. • Radio advisory warning reports. • General reference to Ocean Passages of the World and Mariners Handbook. (ii). When approaching Baltic :• General reference should be made to all official publications which provide ice information and additionally to Baltic Pilot volumes I / II / III, Mariners Handbook and ALRS volume 3. • Relevant charts of the area and the use of Weekly Notices to Mariners should be consulted for "T " and "P" notices. • Weather reports and facsimile charts from Meteorological Office at Bracknell. • Local information from Finish and Swedish Ice Services. These services also operate ice breakers. • Reports from other shipping outward bound from the Baltic.
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State, where amongst the official publications, the Master would find details of the Ice Breaker services available in Swedish waters. • In the appropriate Sailing Directions / Baltic Pilots. • ALRS volumes 6 and 7.
State what broad details should be found in these publications. • Sailing directions :- Navigation regulations includes various routes, passages, cautions, hazards, pilotage, navigation marks and landmarks. Coastguard and rescue services, ports, principal anchorages, repairs, facilities and natural conditions such as topography, currents, tidal streams, sea swell, ice, climate and weather. • ALRS volumes 6 and 7 :- includes full procedures for requesting service, such as name and address of authority, areas covered, notification required, communication, frequency and limits, and Ice Breaker position in daily reports. It also gives general information regarding port operations, Vessel Traffic Management and Information Services and pilot services.
State the function of an ice pilot, are they compulsory. • Ice pilot have local knowledge of the area and therefore, is aware of the concentration of ice in the area. • Ice pilot have experience in handling ships in ice conditions and therefore, is an appropriate person for safely navigating the vessel through ice. • Ice pilot make best use of ice leads as well as Ice Breakers. The use of ice pilots is not compulsory although in some countries, certain types of ships will be required to take one. A master, inexperienced in navigating in an ice area, would be advised to use the services of an ice pilot.
A vessel is navigating in open pack ice with fast ice along a snow covered coastline. State the advice / orders the Master should give to the Bridge with respect to the following :The use of radar to fix the vessel's position :• Radar scanners may become frozen with ice accretion. Ice particles adhering to the reflecting surface of the scanner may become frozen up with ice accretion, thereby reducing radar energy both inward and outward, and hence reducing the working range of the radar to six miles or less appropriate to the prevailing circumstances and conditions. • Concenterated pack ice detectable in all sea conditions at minimum three miles range. • Leads and openings will not show unless more than 0.25 nm wide. • Carry out long range scanning for associated ice targets. • Continuous radar watch to be kept by second watch-keeper. • Any iceberg detected should be plotted. • In rough sea conditions, sea clutter extends beyond 1 mile and therefore, radar should be used with caution. In calm seas most ice formation can be clearly detected. The use of headlands and other topographical features for visual bearings when position fixing and for cleaing lines.
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• Headland and topographical features are extremely scarce in ice conditions. • Geographical position of features are unreliable. • The land could be jetting out due to pack ice formation. • Headlands especially where icebergs have grounded may present them selves as being larger or more greatly extended than they actually are and may cause notable error in position fixing by visual bearing or radar. • Special care should be exercised if using clearing lines / bearings off such headlands and topographical features as the clearance may not what really is on the chart. • Topography may not be the same to the one shown in the Sailing Directions due to the diposition of snow and such features should not be relied upon due to lack of survey. The use of sectored leading lights as leading lines :• Windows of the lights may be covered by frost / ice which greatly reduces sighting and visible range of lights, thereby, making them unreliable. • Coloured lights tend to diffuse and appear as white sectors. The lantern glass may have moisture build up due to temperature changes and could further diffuse light rays. • Snow build up could completely cover the light. • The width of the sector of lights is affected; effect is greatest with green and weak lights whereas with white lights, the sector tends to extend. • Due to extreme weather and ice conditons, the lights may be subjected to failure especially if unmanned and also maintenance may be difficult. Hence, sectored leading lights should not be relied upon and position fixing must be carried out by other means. Upon entering the ice where this cannot be avoided :• Proceed at slow speed. • Enter ice at right angles to ice edge, if possible. • Main engines on immediate notice and running continuously, either ahead or astern, to avoid build up round the vessel. • Continuous radar watch to be maintained and detected icebergs plotted. • Post extra lookouts. • All ice leads and bearings to be reported. • Ballast vessel to immerse propeller and rudder. • Continuous VHF watch maintained on Ch.16 • Obtain weather reports.
Explain briefly the principle sources of information used by the Hydrographic Department in compiling and maintaing charts. • Royal Navy survey ships. • Surveys and re-surveys by Admiralty Hydrographic office. • Surveys by foreign governments.
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• Information from IHO based in Monaco. • Reports from ship's Masters on H-102 and H-102a as per weekly notices. • Reports from port and harbour authorities / Reports from lighthouse authorities (IALA). • Offshore company reports.
One of the navigating officer draws the Master's attention to a features not contained on or at variance to the chart. Explain giving details the action that should be taken. • Master should ascertain that the chart is corrected upto the latest weekly notice to mariners. • According to S.I. No. 534 of 1980, any additional information sighted and which is not marked on the chart should be relayed by all available means to all the ships in the vicinity. • Master must make an obligatory report by radio or any available means to (i). all ships in the vicinity, (ii). the nearest coast radio station, (iii). Hydrographic Department • The message should be in english or by INTERCO; if by W/T, preceeded by "TTT" and if by R/T, then preceeded by "SECURITE"; in each case repeated three times. • The information regarding the feature should be filled in the form H-102 / H-102A, obtained from Admiralty Chart agent or at the back of the weekly notices to mariners. The information required would include the following :* Ship's name and call sign / General location / Subject / Approximate position (latitude / longitude) / B.A. chart affected. * Latest notices to mariners held / Publications affected / These reports are obligatory for Masters of ships registered in the U.K. and a failure to send such a report is fined upto £500. • It should then be forwarded to the Hydrographer of the Navy, Ministry of Defence in Taunton (England).
Draw up a set of Master's standing orders for main engine failure. • Inform Master at the earliest and the C/E or D/E, if unmanned E/R. • Maximise use of "head reach". • Plot vessel's position immediately. • Display NUC signals / lights as appropriate. • Prepare for emergency anchoring; have anchors ready for deep water anchoring. • Advise vessels in immediate vicinity and if in TSS, inform respective reporting station, if any. • Continuous watch maintained on VHF Ch.16 • Keep good watch on the traffic via radar / visual. • Post lookouts. • Establish rate of drift. • Be in contact with the E/R regarding repairs and update Master accordingly.
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• Obtain latest weather reports.
Give a brief description of Navtex System of transmitters and receivers. Navtex is a navigational telex service developed by IMO, and broadcasted by means of narrow band direct printing techniques on the frequency 518 kHz, for the promulgation of navigational, meteorological warnings and urgent information to ships. It is incorporated in the GMDSS and is also a component of WWNWS, and is achieved by transmitters allocated to cover a specific Navtex area.. Transmitters and Receivers : The transmissions within each NAVAREA is arranged on a time-sharing basis to eliminate mutual interference and the power of each transmitter is so regulated as to avoid the possibility of interference between transmitters. The transmissions have a designed range of about 400 nm. The transmissions can be received by ship's radio telex installations, but to gain full benefit from the system, a dedicated equipment is recommended comprising of the following :• a receiver, fixed tuned to the broadcast frequency; a printer using 'cash-roll' paper; • a microprocessor controlled message decoder, ensuring that a routine message already received will not be reprinted on subsequent transmissions and also the messages will not be printed unless the received signal is strong enough to guarantee a reasonable copy; ----- a whip or wire antenna;--- desk or bulkhead mounted and can be self tested. Three message priorities are used to dictate the timing of the first broadcast of a new warning in the Navtex service. In descending order of urgency, they are :ROUTINE :for broadcast at the next scheduled transmission period. Both 'vital' and 'important' warnings will normally need to be repeated, if still valid, at the next scheduled transmission period.
State the type of messages that are broadcast over this system. • A - Navigational warnings • B - Meteorological warnings • C - Ice reports • D - Search and rescue information • E - Meteorological forecast • F - Pilot service messages • G - Decca messages • H - Loran messages • I - Omega messages • J - Satnav messages • K - Other electronic navigation aid messages
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• L - Additional navigation warnings • "V" • V - Special services • W - Special services • X - Special services • Y - Special services • Z - No message on hand Subject indicators "A", "B" and "D" cannot be rejected by a NAVTEX operator.
Current rose charts, vector mean charts and predominant current charts are all available to the navigator. Describe how these charts differ and explain the use of each. Details of currents can be found in the current atlas, chart of worls currents, routeing charts and sailing directions. Current Rose Charts :• Shows the variability of the ocean currents in the area that it covers. • The function of the rose is to indicate the degree of current variability in the region. It is divided into 16 compass sectors to process the number of observations (current speeds less than 6 nm per day are ignored). • The number of observations is then expressed as a percentage of the total number of observations, to determine the length of the arrows. • Each arrow is subdivided to show the percentage frequency of occurance at various range of speeds in that direction. • The upper figure in the centre of the rose represents the total number of observations. • The lower figures represents the percentage frequency of the observations with speeds less than 6 nm per day Vector Mean Current Charts :• Shows the long term displaceent of water in the world oceans by means of an arrow pointing in the appropriate direction. It potrays the overall movement of water over a period of three months to which the chart refers and is also called General Circulation. • The arrow flows with the current and represents the mean resultant direction and rate of current; the mean position of the observation is at the centre of the arrrow. • The figure above the arrow indicates speed, while the range of values within which the speed falls is shown by the thickness of the arrow. • The figure beneath the arrow shows the number of observations used to determine the vector mean. • The vector mean current indicated is the resultant value of all observations being considered for that area. Predominant Current Charts :• Shows the current which is more likely to be experienced in the area being considered. • The current direction being indicated by an arrow and its thickness reflects constancy. • Constancy of the predominant direction is determined as a percentage of observations in the predominant sector to the total number in the basic area.
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• Direction is established by the use of 24 sectors, one of which will have the largest number of observations in an indicated direction. • The average rate of the current, in miles per day, is determined by observations in a predominant sector and is given by the figure at the tail end of the arrow. • The chart is derived by :(a). Observations made for 90 degrees sectors round the compass and each sector displays 15 degrees from the other, and totalled. (b). The mid direction of the sector contains the number of observations that are made in the predominant direction. USES of each chart :Current Rose Charts : • Provides local area knowledge to the navigator regarding rates and direction for the current movement. • Used in conjunction with the routeing charts. Vector Mean Charts : • Used to establish overall movement of water which are of considerable value for oceanographic purposes, where net transport of surface water is required. • Used by the navigator for calculating drifts of objects, such as icebergs or derelicts, over long periods; the longer the period, the more likely the drift will approximate to the veactor mean drift. • Useful in MERSAR operations for long range search engagement. Predominant Current Charts : • Is the one which is of the greatest value to the navigator as it gives the general picture of circulation of the currents. • Used extensively when planning an ocean route, to establish expected progress in conjunction with the predominant currents of the region. Predominant direction and average rate used with the knowledge of how much it may differ from the regional forecast. • The predominant current direction is not only the one shown on the chart but includes all directions 15 degrees on either side of it. Differences :Current Rose Charts : All current observations indicate current variables. Vector Current Charts : Overall water movement over three months period and provides resultant circulation. Predominant Current Charts : Predominant direction and average rates.
State the Master's statutory duties on receiving radio reports indicating that dangerous ice ahead on the vessel's track. As per SOLAS requirements, the Master of every ship, when ice is reported on or near his course, to alter course to pass well clear of danger zone and proceed at moderate speed at night.
Describe, briefly, any other reporting system with which you are familiar.
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INSPIRES (Indian Ship Position and Information Reporting System) :• Mandatory for all merchant vessels including coastal and fishing vessel's of more than 300 GRT. • All other vessels are encouraged to participate. • The purpose of the system is to provide for SAR operations vessel traffic management, weather forecasting, and the prevention and containment of marine pollution. • The sea areas covered under the system are as follows : (1). Indian - Pakistan border at the coast; (2). 12 00 North, 63 00 East; (3). African coast at 12 00 North; (4). African coast at 10 30 South; (5). 10 30 South, 55 00 East; (5). 30 00 South, 55 00 East (6). 30 00 South, 95 00 East and northwards to the coast. •
There are four types of messages (all messages with ship's name and call sign) :
Sailing Plan : sent prior to sailing or after sailing within INSPIRE's area. To include the following :- Date and time; - Position (latitude / longitude); - Course and speed; - Port of departure; - Port of destination; - ETA at destination; - Route; - Sailing draft; - Cargo details; - Number of persons on board; - Ship size and type; - Ship's agent. Position Report : sent every 6 hours or according to the schedule listed in ALRS vol.1 (part 1). To include the following :- Date and time; - Course and speed; - ETA to destination;
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- Time of next report. Deviation Report : sent when changing reported route or when estimated position varies significantly. To include the following :- Date and time; - Position (latitude / longitude); - Course and speed; - Port of destination. Final Report : sent on arrival at destination or when leaving the INSPIRE's area. To include the following :- Date and time; - Position (latitude / longitude); - Course and speed; • Messages accepted by the Indian Naval Communication Centre (COMCEN), Mumbai (VTF) and Vizag (VTO). • INTERCO may be used where language problem exist.
A ship is to call at a port where underkeel clearance will be of concern. Neither the Master nor the navigating officer have previously visited the port. Explain how the information on the navigational chart may be used to assess the possibility of lesser depth occuring between the charted depths. • Largest scale chart of the area must be used. • If Admiralty chart unavailable, then get a foreign chart. • The section of the scale must be equal to the area surveyed. • The chart must be of the latest edition. • The chart must be corrected to the latest weekly notices to mariners. • Source data diagrams show the dates of the survey being carried out and area covered. • Charts based on older surveys may be expected to have changes within the 20 metres contour. • Not necessarily all dangers can be scanned by the modern equipment used for syrveys. • Check for notes on caution. • Shifting sea banks and nature of seabed should not be trusted. • Refer to Sailing directions, Guide to port entry, ALRS, tidal stream atlases and tide tables. • Contact port control by telex and obtain any latest chart update. • Passing over wrecks should not be considered unless they are wire swept. • Allowance should be made for the waves and swell as they affect the UKC; use echo sounder.
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• Underwater pipelines reduce depth of water. • Doubtful soundings should not be relied upon. • Refer to Annual Summary Notice no. 1, 15 and 15A. 3(b). Give a brief account of how the advice on the chart 5500, can be used by the Master of a VLCC inward bound through the English Channel towards Europort. The Master of the VLCC should plan his passage through the English Channel as per the recommendations given in 5500 (section 4) which gives information regarding details and dangers for a deep drafted vessels bound for Europort. When eastbound, a deep drafted route is shown on the passage plan chart for Europort. Details regarding the squat that is likely to be encountered on different leg during the passage is shown. It also recommends the use of "deep draft" passage planning guide which is published by the Netherlands Hydrographic Service. The passage planning guide also gives details regarding ETA's to be sent by deep drafted vessels before passing the Dover Straits and ascertaining that normal conditions exists. Also that deep draft vessels should not transit Dover Straits without an operational radar and Decca. (Section 2) gives details regarding pilot boarding points for deep sea pilots when bound for Europort. Information regarding Tidal ranges and Co-Tidal lines are given in this section to ascertain the state of tide. In addition, all reporting points (MAREP) are depicted on the chart including stations for reporting and the information to be reported.
Meteorological Routeing Information :Surface Synoptic Analysis Chart provides illustration of the existing conditions at the proceeding synoptic hour, and shows position of isobars and other synoptic detail such as fronts, trough, etc. It may also include ship and land reports. Surface Prognostic Charts provide a projection of synoptic conditions ahead in time and cover periods of 12, 18, 36 and 72 hours. Change of pressure charts show isobaric lines i.e. lines joining places of equal pressure. These charts help to forecast movement of depressions. Wave Charts show sea analysis and isopleuths of constant wave height together with the direction of wave groups indicated by arrow. Prognosis charts can be produced from this information. Ice Charts show the amount and boundaries of icebergs, pack ice and leads for selected areas eg. NW Atlantic and Gulf of Lawrence. Upper Air Charts are use by shorebased meteorologists to obtain information on the movement of depressions and other expected weather conditions. They include factual charts of :(a). constant pressures providing analysis and prognostic detail; (b). cloud thickness charts; (c). wind force and direction for upper levels. Nephanalysis Charts are satellite information charts providing information on cloud patten and cloud thickness, thereby, assisting in the identification of meteorological features like TRS. Hindcast Charts (refer page 43)
What all is included in a "chart outfit" ?
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A chart should include the following publications :• Standard Admiralty chart folios or selected charts made up into folios as required. • Chart correction log and Folio index. • Weekly Notices to Mariners. • Annual Summary of Admiralty Notices to Mariners. • Chart Catalogue. • Chart 5011; Symbols and abbreviations used on Admiralty charts. • Admiralty Sailing Directions. • Admiralty Lists of Lights and Fog Signals. • Admiralty Lists of Radio Signals. • Admiralty Tide tables. • Tidal Stream Atlases. • Mariners Hand Book. • The supplier of the outfit will state the number of the last notices to mariners to which it has been corrected. Correction to charts :• The Navigation Officer is responsible for correction to all charts. • Charts must be corrected under CHART MANAGEMENT SYSTEM. • Working charts to be corrected first and last correction noted by consecutive number. • No erasures or the use of tippex / snow paint is allowed on chart. • All new charts and new editions to be ordered and logged on board prior to the vessel sailing. • Any missing or damaged chart must be reported to the Master. • All corrections to be recorded in CHART CORRECTION LOG. • Corrections must be made in accordance with the weekly notices to mariners. • All blocks should be applied so as not to cause distortion (paste chart and not the correction block). • Corrections to be made in ink. • Temporary and Preliminary corrections to be made in pencil. • Cumulative list to be consulted and used in the correction of charts. • All navigation warnings from whatever source, relevant to the chart should be noted on the chart. • A folio system should be employed and maintained with respect to recommendations of the Mariners Handbook (NP100).
Correction to publications :-
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• The Navigation Officer is responsible for ordering and maintaining the ships statutory publications. • All new publications and new editions must be ordered and received on board prior to vessel's sailing. • Annual publications, eg. Nautical Almanac, must be ordered well in advance of their operational date so that the vessel is not left without current navigational information. • Sailing Directions must be corrected upto and inclusive of the latest supplement. • Admiralty List of Lights and Fog Signals must be corrected upto the latest weekly notices by the junior navigation officer. • Admiralty List of radio Signals must be corrected upto the latest weekly notices by the communication officer. • No erasures or tippex / snow paint should be made in all official publications. • An upto date list of publications is to be maintained on board together with a correction log of all corrections applied. • Any missing or damaged publications must be reported to the Master. • Weekly notices to mariners to be retained on board for a minimum period of two years. • Publications should be retained on Bridge and not removed without the express permission of the Master.
State the sources of information to ascertain chart reliability and lesser depth. (1). Local navigational warnings. (2). Port authorities. (3). Pilots for local knowledge. (4). Ship's echo soundrer. (5). Weekly notices (T & P). (6). Annual Summary Notices 1, 15, 15a. (7). Old log books. (8). Outward bound shipping. (9). Port plans on small scale charts. (10). Sailing directions and supplements. (11). Charted cautions and special notes. (12). Local agents. (13). Admiralty Tide Tables. (14). Co-tidal / Co-range charts. (15). Navtex. Charts are not infallible, and the scale cannot cover every depth in total. Depth contours will also be affected by topographic changes.
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Discuss in general terms the reliability of navigation charts. • May be incomplete, either through imperfect surveys or alterations in topography. • Date and methods of survey not being as dependable because the measuring instruments previously employed were not as accurate eg. lead line compared with electronics. • Alterations occur subsequent to the time of survey. • Sea bottom may also be unstable and not present a correct representation as per old surveys. • Paper of chart may have some distortion when being printed from various causes. • Magnetic variation will change with the passing of time. • Extreme caution should be exercised with the use of small scale charts and mariners are continually advised to use the largest scale chart available.
Discuss in general terms the activity of the navigator when constructing an Ocean Passage Plan. • Collate all information following a comprehensive appraisal of relevant publications and charts for the effective voyage. • Obtain all meteorological data which could effect the respective routes for the season and the areas. • Note recommendations from the Ocean Passages of the World and the Routeing Charts. • Lay of recommended routes and tracks on consecutive charts (use chart catalogue for order and scale). • Check safety features on routes and that the vessel's characteristics are applicable ie. ice class, deep water, etc. • Assess ETA and voyage economics, fuel consumptions, etc. • Include contingencies in planning.
Explain the Electronic Chart System. Types of Electronic Chart Systems (ECS) :ECS equipment which displays electronic charts but does not and will not satisfy the SOLAS requirements to carry a full set of Navigational Charts (includes all systems using Non Official Data). Raster Chart Display System (RCDS) is a system capable of displaying Official Raster Charts and meets the minimum standards on performance. Electronic Chart Display and Information System (ECDIS) is a navigation information system that employs Official Vector Charts, displaying software and hardware that complies with ECDIS performance standards . ECDIS will satisfy the SOLAS requirements on the carriage of charts. Two categories of Electronic Charts :• Official - one which is kept fully updated by or on the authority of a national Hydrographic Office. • Non Official - describes an electronic chart which has been derived by a commercial company from the data owned by NHO's. They are not endorsed by the Hydrographic Office nor are they in any way guaranteed in quality. Construction :• Raster Data - is produced by the scanning of the paper chart.
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• Vector Data - is obtained by digital capture of individual charted objects, based on geographical positions. These objects can then be stored in a data base and customized to navigate needs.
List the main considerations taken into account by Ship Routeing Services when routeing ships in the North Atlantic. • The safety of the ship, passenger, crew and cargo. • The dangers of ice, fog and storm regularity. • Speed and past performance of the vessel. • Classification of the vessel (eg. ice strengthened). • Master / company / charteres preferences. • Projected weather for the time of the voyage. • Proximity of the hazards. • Endurance and bunker capacity. • Prognosis charts of wave heights. • Recommendations from Ocean Passages, Routeing charts and other publications. • Economics from cargo - sensitive or special requirements eg. for coal, surface ventilation.
Radar Plotting Analysis. • Complete the plot and prepare a radar report. (course, speed, CPA, TCPA, aspect). • Observe all options and alternatives (stop, reduce / increase speed, altering course port / stbd, astern or combination and long range scanning). • Is the action legal as per COLREGS. • Is the action safe and substantial to produce an adequate CPA. • Why was the action taken and what will be new consequences ? • Will the action taken result in a new close quarters situation developing ?
State and explain what errors could be anticipated when radar plotting. Errors in Bearing :• When taken on Relative Motion display, error can be upto +/- 2 degrees. • If the display is stabilised, a greater accuracy is obtained.
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• Time interval errors may be incurred with some electronic cursors which are difficult to align. Errors in Range :• Range errors depends on quality of equipment. • Maximum value of error 2.5% of range scale in use; 5%, if set is old. • Larger percentage of error incured if target is slow moving, making the plot inaccurate. Own vessel data is incorrect :• Wrong input gives rise to large errors in course and speed of target estimates. • Maintain continued check on own vessel's performance for course and speed. • Increased plotting interval frequency would reduce errors in the CPA. Errors in the timing of plot interval :• Human error. • Plotting at irregular intervals through lack of concentration and interpretations. • Plot is unreliable. Increase number of plot intervals. Incorrect interpretation of target data :• Human error. Plot unreliable. Requires closer monitoring with increased plotting intervals. • Daytime / visual plotting and interpretation should be carried out as a means of onboard training. • Good weather plotting as well as foul weather.
State the contents of Summary of Annual Notices to Mariners. 1. Admiralty tide tables - Addenda and corrigenda. 2. Suppliers of Admiralty chart and publications. 3A. Official messages to British flagged Merchant ships - GBMS. 3B. Official radio messages to Merchant ships - The allied MERCOMMS System. 4. Distress and rescue at sea - Ships and Aircrafts. 4A. Distress and rescue - ships position and reporting system. 4B. AMVER 5. Firing practice and exercise areas. 6. Former Mine Danger areas, swept routes. 7. UK and USSR (former) - Mutual safety procedures for Military units.
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8. Submarine information. 10. Minelaying and mine counter measures exercises. 11. North Atlantic Ocean weather ships. 12. National claims to Maritime Jurisdiction. 13. World-Wide Navigation Warning Service and World Meteo Organisation. 14. Availability of Notices to Mariners. 15. UK allowance. 15A. Negative storm surge. 16. Protection of Historic and Dangerous wrecks. 17. Traffic Separation Schemes. 17A. Ship reporting system - (AIRS) Automatic Ship Identification and Reporting System. 18. Carriage of Nautical Publications. 19. Satellite Navigation system Position and BA charts. 20. Protection of Offshore installations. 21. Canadian Charts and publication regulations. 22. US Navigation safety regulations relating to Navigation charts and publications.
Type of crafts requiring "wide berth". • Convoys of warships or merchants ships; take early action. • Ships or aircrafts - courses are determined by wind. • Survey ships (may show IR); towing underwater; cables- 3 nm long. • Seismic survey vessels - may be encountered without warning alone or in company of other craft; often keep radio silence and may use morse. • Submarines and escorts signal - "NE2", pyrotecnics and smokes. • Mine clearence vessels or mine counter activity clearence atleast 1000 metres; may have small boat activity, balldiamond-ball, divers and controlled explosions. • Vessels undergoing speed trials signal - "SM". Sharp manouevres 180 degrees turn. • Vessels constrained by her draught; take account of available depth and width of channel. Definations of CBD vesssel width of panama canal. • Hovercraft / air cushion vessels; high speeds 80kts and high noise level, may not hear sound signals. • Flexible Oil Barges (dracones) nearly submerged are 20 - 60 mts in length. • Incinerator vessels; smoke and flames are from distress; pass to windward if possible, may be shown on chart.
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• Any other as per regulations eg. fishing vessels.
Small Vessel Engagement :• Establish and confirm communications. • Provisional rendezvous position established, clear of obstruction / traffic. • Confirm command authority (Master or Pilot) • Negotiate forward plan. • Manual steering. • Maintain visual contact. • Clarify engagement detail / method and operating speed. • Note charted areas for UKC and squat, and possible areas of interaction. • Inform engine room of progress. • Update operational details to all concerned parties concerned as appropriate. • Log all activities. • Maintain effective lookout. • Monitor ships position continually. • Allow for currents, interaction and weather. • Obtain revised weather information prior to engagement.
Hazards to Pilots :• Rough sea conditions. • Excessive speed of parent vessel and subsequent interaction. • No "lee" provided or bad station holding by parent vessel. • Physical faults : Ladder to high / low. Ladder in poor repair. No illumination. Badly secured ladder. • Strong currents need steerage way. • High freeboard additional facilities required; accomodation ladder or Pilot hoist and ladder. • Position of ladder - outfalls, obstructions, etc.
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• Poor supervision eg. hoists. • Small boat dangers - swamping, collision, unfended launch and interaction.
A vessel is about to approach a pilotage station. Describe the actions of the Bridge team to ensure that the pilot is embarked safely and the ship is not stood into danger. • Bridge Team : Master, OOW , lookouts, helmsman, radar navigator. • Approach : Communicate with the pilot station atleast 1 hour before embarkation of the pilot and obtain ladder details and local weather details. • SBE and Master alerted : Bridge placed on alert status, manual steering engaged, lookouts doubled and briefed, and ladder rigged correctly. • Passage plan and approach revised in the light of weather update, UKC, route outward considered prior to entry, once pilot embarked. • Land marks and position fixing criterior identified, navigation instruments checked, engines tested and speed reduced in plenty of time to operate safely. • Echo sounder 'ON', anchors cleared and position continually monitored by OOW. • Navigate fixing by altitude methods. Radar observer operating anti-collision mode at 6 nm. • Correct signals displayed (daylight) and illumination by night. • Log book and movement record book maintained. • Contingency plan adhered too and emergency anchorage position determined.
Navigation when towing :• Plan route in advance. • Contingency - bad weather. • Towline suitable and of adequate strength. • Designated Tow Master (To check towline and securing). • Secondary tow and /or tow recovery following loss of tow - buoy. • Correct navigational signals. • Watertight integrity of towed vessel confirmed prior to sailing. • Tow - deck securing confirmed. • LSA for tow, if manned. • Coastguard / Coast Radio Stations informed - "Urgency" signal, if tow is a hazard. • Prior to departure - Tow Master and another Master to inspect the towline arrangements. • Log all activities.
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• Check communications between tug and tow. • Obtain updated weather reports.
Calling the Master :• If restricted visibility is encountered or expected. • If traffic conditions or movements of other ships are causing concern. • If difficulty is experienced in maintaining course. • On failure to sight land, a navigation mark or obtain soundings by the expected time. • If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs. • On the breakdown of the engines, steering gear, or any essential navigational equipment. • In heavy weather, if in any doubt about the possibility of weather damage. • If the ship meets any hazard to navigation, such as ice or derelicts. • In any other emergency or situation in which the OOW is in any doubt.
List the problems encountered when transiting Straits of Megallan. The dangers and difficulties faced are the same as those experienced in narrow channels and harbours i.e. close proximity of shore and other traffic leading to interaction. These are aventuated by the prevalence of bad weather and by the generally foul rocky characters of the anchorages. Very strong cross tidal streams are not uncommon features and thus, vessel should have good manoeuvrability at all times. Many vessels use the straits and therefore, there is a risk of meeting another vessel simultaneously with one of the violent and unpredictable squalls which are very common in these areas. Since the straits are narrow in most parts, it is very difficult and mostly impossible to seek a shelter. In bad weather east bound vessels may find it difficult to make landfall which is very essential before a vessel enters the straits. Also, tidal streams in the east part of the straits are less favourable to a east bound ship.
Swell in the South Atlantic :Zone 1 : 0 ~ 20 Degrees :- Slight to moderate swell rarely heavy from SE in the east part of the zone, and from between SE & E in the west part. Zone 2 : 20 ~ 40 Degrees :- The swell is mainly moderate but heavy at times. In the east part, it is from S, and direction is variable in the west part. With high proportion from between NE and N, reports of confused swell are frequent.
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Zone 3 : 40 ~ 60 Degrees :- Mainly moderate but sometimes very heavy in the extreme South. Throughout the year, worst conditions between 40 ~ 50 degrees South. Heavy swell is present during 30% to 70% of the time between 50 ~ 60 degrees South. Most of the high seas and swell appear to be raised by the Westerlies.
Bridge Team Search Pattern Orders :Navigator : Note CSP, plot datum and search area limits (if known), plot alteration course points and monitor ship's position by alternative fixing method. Engine Room : Speed to be reduced during search period, according to visibility, sea state and weather conditions. O.O.W. : Double watchkeepers, radar operator, long range scanning, lookouts, reliefs, record and logs, traffic and VHF listening watch. Radio and Communications Officer : Standby, transmit search results progress reports and debriefs to OSC or CSS. Listening watch over operating frequencies.
Whilst proceeding to a distress what preparations as a Chief Officer would you make ? • Prepare hospital to receive casualties. • Plot rendezvous position and possible search pattern. • Standby Radio Officer to establish communications. • Pass own position and details with relevant SAR operation update to RCC. • Prepare rescue boat and emergency crew. • Obtain current and weather situation. • Highlight navigational dangers to own ship. • Maintain own ship at operational standard. • Navigate on manual steering. • Obtain update on target information. • Note activities in the log book. • Maintain internal and external communications. • Breif operation personnel, OOW, boat coxwain. • Rig guest warp. • Plot positions and prevailing currents and estimate drift. • Post lookouts high, when area is entered. • Provide information to engine room and advise standby and manoeuvring speed. • Radar operational at various ranges; long range scanning and plotting on-going. • Advise owners/agents and reschedule ETA. • Update RCC.
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SAR - Mission Co-Ordinator Duty :• Obtain all data on emergency. Ascertain type of emergency equipment carried by distress craft. • Obtain update on weather /sea conditions. Locate shipping in search areas. • Plot search areas and methods Maintain radio listening watch. • Allocate radio frequencies , Designate OSC and CSS. • Despatch delivery of survival supplies to survivors. • Maintain record of events. Record results of searched areas. • Monitor SAR units engaged eg. helicopter flying hours, etc.
Advantage of participating in a ship reporting system :• A continuous plot and record of vessel's movement is obtained. • Mutual assistance from other ships can be obtained quickly in the event of emergency. • More resourses from additional vessels in the areas are available. • AMVER is a voluntary organisation and is a "free "service from the USCG (charges now made by UK). • Locations and communications are regular and continually available.
Standing orders for checking / testing bridge and navigation equipments. • The duty officer shall test all bridge and navigational equipment atleast 1 hour before sailing. • The duty engineer should standby to sight the testing of the steering gear in the steering flat. • Steering gear must be seen to reach "hard over" positions to port and starboard with each test both at the bridge site and steering flat. • Any defects whatsoever, in any of the tested equipment should be reported to the Master. • Any entry to the fact that the gear has been tested, should be inserted in the log book, together with any defects experienced. • Once bridge equipment has been tested, the Master should be informed. • Prior to turning the propeller, the duty officer should visually sight that the water around the propellor area is clear of obstructions. • Once bridge equipments have been tested, it should be left in standby condition or operational mode and not switched off. • Special attention should be made to compare gyro and magnetic compasses during the testing of the bridge equipment. • Gyro and magnetic errors to be recorded in the Gyro log book.
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Standing orders by Master to the bridge team for passage through an ice region. • Call Master, if in any doubt or other emergency situation or Company's rule. • Continuos lookout by the OOW, and additional lookouts posted one on foc'sleand one at a high point (crows nest). • Two Radars operational and continuously monitored but not solely relied upon. • Weather conditions must be continuously monitored, and ice report updates followed up. • Advise Master if changes in sea state observed. • Observe sea temperature, atmsopheric pressure and ship's position. • Report all forms of ice sightings to Master. • In case of restricted visibility, inform Master immediately and observe Rule 19 of COLREGS. • Observations of any ice blink to be reported. Note ice signs and wild life. Engines down to manoeuvring speed. • Keep vessel on manual steering. Use search lights as necessary. • Update weather reports from Navtex and other sources. • Keep navigational lights "ON." Keep echo sounder "ON". Maintain VHF listening watch. • Log down all events.
Offshore Installations Working boat Operations Type and functions :Stand-by vessel : must be within 2 nm; primary function to save life. Offshore Supply vessel (OSV) : cargo carrying capacity for mud, cement and fresh water; anchor handling is optional. Diving support vessel (DSV) : specially equipped for safe diving operations as per 1983 guidelines; moon pool and decompression facility. Anchor handling : multipurpose safety boat, supply , firefighting, etc. Rapid Intervention vessel: (RIV) : safety of life, survivors have to be recovered from leeward side, and fire fighting from the windward side.
Offshore zone navigation (North Sea and Gulf of Mexico) :• Master conning the vessel. Manual steering. Recommended routeing followed.Safety zones observed (minimum 500 metres), practically 2 nm. • Radar set on anti-collision mode.• Lookouts briefed / traffic density.
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• Frequent position monitoring.• Safe speed for overall conditions; Rule 6 COLREGS adhered to. • Engine room manned, vessel ready in all respect. • VHF listening watch.• Continuous weather and visibility monitoring. • Anchors available.• Correct lights and shapes displayed. • Largest scale chart in operation. • Movement / Log book completed.
Navigation in proximity of rigs :• Master - con a vessel. Safety zones - 500 metres. • Anchors - moorings and slant drilling techniques, project wells into navigational areas. • Increased traffic density in the areas - DSV'S, storage tankers, transfer vessels, supply boats, drill ships, semi submersibles, anchor handling, etc. • Recognition of rigs - navigational lights normally all round (white), 15 metres apart, riglight (red) each corner (2 nm). All lights flash "U" fog signal, morse , 30 seconds for not less than 2 minutes interval. • Helicopter activity in the area. Fairway and seperation schemes in operation. - monitor position continuosly. • Echo sounder - must be kept "ON".
Preparation before entering an ICE :• An adequately powered ice strengthened ship should be able to make progress through 6/10 to 7/10 first year ice. • The engines and steering gear of any ship must be reliable and capable of quick response to manoeuvrability orders. • The navigational equipment should be reliable and maintain radar at peak performance. • The vessel should be ballasted and trimmed to keep propellor submerged; but care must be taken as excessive trim can spoil manoeuvrability. • Ballast and fresh water tanks should be kept not more than 90% full to avoid risk of damage due to freezing of water. • Good search lights must be available for night navigation. • The first principle of safe navigation through ice is to maintain freedom of manoeuvre. Once the ship becomes trapped, it starts drifting with the ice. • The three principles to be kept in mind during an ice transit are : Keep moving even if very slowly. Work with ice movement and not against it. Excessive speed leads to Ice damage. • Try to determine the type, thickness, hardness, floe size and concentration of the ice.
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• Ice should never be entered if an alternative route is available. • Consideration should be given to Time of the Year , Temperature and weather. • Area of operation. • Availability of Ice breakers. • Vessels Ice class in relation to the type of ice expected. • State of the hull, machinery and equipment, and quantity of bunkers and stores left. • Draft and depth of the water over the propellor tips and rudder. • Ice experience of persons incharge of bridge. • The ice should be entered from leeward, if possible, as wave actions are less on leeward side. • The ice edge often has bights seperated by projecting tongues. By entering at one of the bights the surge will be less. • Ice should be entered at very low speed and at right angles to the Ice edge to receive the initial impact and once into the ice, speed should be increased to maintain head way and control of the ship.
Ice information in South Atlantic :• ALRS vol. 5 (for facsimile charts and ice forecasts.) • Routeing charts. Climatic charts. • US marine Climate Atlas of the World. • US pilot charts - Monthly weather hazards. Instructions to OOW for Ice Convoy :Prepare the following details for communications to commander of Ice Breaker :• Length of own vessel. • Turning radius. • Loaded tonnage. • Draught. • Maximum speed. • Inform OOW of the ship's position in the convoy in relation to Ice Breaker command vessel. • State distance required between ships; may change on instructions from commander. Greatest benefits at 150 m from Ice Breaker. • Distance must be such as to allow vessel to stop without collision, if so ordered. • May receive orders to go astern; if so respond immediately and adjust speed to suit that of the convoy throughout. • Check towing arrangements prior to commencement of convoy. • Use full communications including International Code of Signals.
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• Monitor position and progress; lookout maintained and a man standing by.
State the actions of the OOW on sighting fast ice, first year ice and ice cakes ahead. • All ice is dangerous to navigation and should be reported to Master. • The OOW should alter the course away from the immediate danger in accordance with SI No.534. Subsequent actions :• Plot the position of the Ice, observe and note description. - Estimate size of the ice cake. - Take care when position fixing with fast ice. - Avoid totally if possible - unlike brash ice. • Engine room on immediate standby, if not already on this position. • Post extra lookouts and breif them regarding ice sightings and recognition. • Revert to manual steering. • Obtain latest Ice reports and compare with chart limits. • Reduce speed and approach with extreme caution, if unavoidable. • Keep Master informed of the progress.
What actions would you take if 7/10 pack ice was sighted ahead of your own vessel ? • 7/10 pack ice is considered that level where drift ice becomes known as pack ice or more. • Upto this level, navigation is still an available (practical) option. Investigation must include radio information concerning limits and open water considered navigable. • Go for an alternative route, if possible. • Navigation must be considered only if the vessel is ice strengthened Class 1A*. Navigate with extreme caution; use any leads if proceeding, and keep moving. • Convoy or Ice breaker assistance would be useful.
ICE BREAKERS AND REPORTING SYSTEM :Baltic sea : • Baltic ice code used - given in ALRS vol 3. • Ice breaker signals used by Danish, Norweigian, or Swedish Ice breakers.
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• Daily Ice reports in Baltic is given by KIEL COAST RADIO STATION. • Danish Ice Breaker service - Kobenholm. • Swedish Ice Breaker service - Stockholm. • Swedish Ice breakers broadcast their position daily (ALRS 3). • Vessel to get into contact with Ice breaker as soon as possible and also report to nearest CRS or signal station. • Wait in open water for Ice breakers. • Daily Ice reports also state where compulsory reporting of ship is necessary. • In case of ice accretion being experienced, vessel to contact Swedish CRS immediately. • Ice reports broadcasted by Swedish, Danish, German, USSR CRS. • The Ice breaker decides if a vessel has to be taken into a tow. Ice breaker's give a rendezvous position, route and order a convoy . • Maintain a continuous radio watch.• Air craft may be used to assist in Ice services. • Request for an Ice breaker should include the following :-. Name, nationality and call sign.Tonnage, draft, engine power and year built. Ice Class, cargo quantity, destination, ETA of Ice waters, signals from Ice breakers on to be immediately repeated by each assisted vessel in turn begining with the one nearest the Ice breaker on vessel making the signal. Position fixing in Baltic :• Decca reliable • Loran only skywave recption.• Radio beacon are numerous; Direction Radio beacon also available. • Radar beacon (racon) on, fitted to light houses, light structures and landfall buoys in approach to ports (ALRS volume 3).
Weather routeing has been classified into 3 types :Climatological Routeing : is following the standard route recommended for a particular season. Such routes are described in the Ocean Passages of the World, Admiralty Sailing Directions and Routeing Charts. For this type of routeing the best value obtained is some trade wind areas and in the Indian Ocean and South China sea when the occurence and behaviour of the monsoon are very regular. For most other regions, weather over short periods does not always confirm to the seasonal pattern which afterall is only an average. Strategic Routeing : is planned for one particular voyage.It is based on the latest weather analysis; 3 to 5 day forecast chart. Some idea of the furhter outlook and seasonal probabilities are also taken into consideration. An important consideration in route selection is the location of the track along which the storm tracks, rather than the displacement of the storm along the track. Tactical Routeing : is described as making temporary departure from the route planned and is made according to developments in the synoptic situation. It is based on weather maps, wave height analysis and prognosis, 12 to 24 hours forecast, gale warnings etc.
State the contents of the Chart 5500 (Mariners Routeing Guide to English Channel and North Sea). Passage Planning : Advice is given on the aspects of appraisal, planning, execution and monitoring of the vessels progress with particular attention to use of a 'sea pilot'.
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Routeing : General Recommendations regarding extensive TSS in operation through the Dover Strait and prominent focal points. Masters are advised of their legal obligations under COLREGS rule 10(b) in section (2) of the chart. Routeing : Specific Regulations such as ships over 300 GRT should be fitted with electronic position fixing equipment. Passage Planning : Special classes of vessels such as tankers and ships carrying dangerous cargo, and deep draught vessels and those bound for Europort. Oil and dangerous cargo : This section contains a list of oil and noxious substances that require to be reported under EC Regulations. Radio Reporting System (through traffic) : Detailed information is given regarding MAREP ship movement and reporting method adopted in the Channel. Radio Reporting Procedure to a port of destination : Describes the requirement of reporting under UK and French Regulations, and the contents of the report. Maritime Radio Services : Details of stations, frequencies and the times of transmission of specific messages including navigation warnings, weather reports and storm warnings. Details of Navtex service is also included. Radio Beacon Service : Includes illustration of radio beacons and their groupings, together with effective range, frequency, service being offered and station identification. Tidal information : Offshore tidal data with an illustration / example of the use of co-tidal and co-range lines. Pilotage service : Boarding information and details of request for deep sea pilots for respective ports and the relevant communications required.
Monthly Routeing Chart :• The title of the chart reflecting the coverage area, specific monthly period that the chart refers to, together with the scale for a given latitude for which the chart potrays. • The date and number with the monthly consecutive number, and the last correction found in the lower border. • Main shipping routes and distances between principal ports are indicated as black track lines. • Limits of Loadline Zones indicated with specific date and latitudes, and are presented in pastal colours :Tropical Zone - light green; Summer Zone - light pink; Winter Zone - light blue. • The extreme iceberg limit is presented by a broken line in a pale red colour : ----+----+----+---Maximum limits of pack ice are shown in the same colour but with a distinctive broken line pattern :-
.. ___..____..____
• Ocean currents are presented in 'green' and reflect the predominant direction of sea-surface currents for the quarter year prior to the monthly date of the chart. Constancy being indicated by presentation of lines : 25% - 50% - - - - - -> 51% - 74% ---------> 75% - 100% ======>
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Where insufficient observations are made, the probable direction is shown as following : ..... • Baile wind rose (refer page 108) • Meteorological Information is also presented by a number of smaller insets into the chart and include information on : (a). Percentage frequency of winds, beaufort force 7 and higher. (b). Mean air temperature degree F and mean air pressure in millibars. (c). Mean sea temperature degree F and dew point temperature degree F. (d). Percentage frequency of low visibility of less than 5 miles and percentage frequency of fog, where visibility is less than 0.5 mile. • Prominent geographic places and landmarks are indicated with sea passages and respective course alteration points.
What are the items cover by (1) Safety Construction (2) Safety Equipment (3) Load Line Certificate ? A:
Safety Constructions:
Structural Strength Machinery and electrical installations Fire Protection Windlass and Mooring equipment Steering gears & requirements for UMS Communications Bridge / ER and Bridge / Alternative steering position Safety Equipment:
1) 2) 3) 4) 5) 6)
LSA & FFA Equipment, Navigating Lights, Shapes & Sound Signals Pilot Ladders & Hoist Gyro Compass, Echo sounder, Nautical Publications, Emergency lighting. OLB, Damage Control appliance. Fire plan.
Load Line:
1) 2) 3) 4)
Assignment of freeboard and marking of Load Line Ship’s structure and fittings for water-tight integrity ( i.e. hatch way’s, Ship side openings, Non-return valve, Sounding pipe, Opening in ends of Superstructures, Vents, Air pipes, Freeing ports) Crew Protection ( i.e. Crew access and guard-rails, life line). Loadicator, Stability book.
Certificate validity? Name of Certificate
validity
Safety equipment International Load line
1 year 5 year
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Certificate of registry Safety Construction Certificate of Fitness IOPPC Safety Radio De-rat Certificate Safe Manning Certificate. Life raft servicing Certificate GMDSS Certificate ISM / SMS / DOC/SMC Tonnage Certificate Certificate of Class
5 year 5 year 5 year 5 Year 1 year 6 months 5 years 1 Years 5 Years 5 Years
What is a safe manning certificate? What would you find on it? What is its Validity? Safe manning certificate: DETERMINES the minimum number of persons to be carried on board in order to have smooth and safe operations. The certificate would be issued on the basis of minimum person required to operate:
1. 2. 3. 4. 5. 6. 7. 8. 9.
V/L to alongside, V/L to cust off,
Port operation including cargo watch, gangway watch, At Sea: a) Safe Navigation watch on Bridge. Engine room Watch. Radio watch. Safety maintenance work in E/R.
Safety maintenance work on Deck.
Safe handle the operation in an emergency Environmental protection. Cleanness for Fire safety.
Validity:
nil.
What is Note of Protest ? When to Note of Protest ? NOTING PROTEST: Noting protest may help resist cargo loss or damage claims on the owner. A protest is a solemn declaration made on oath by Shipmaster that circumstances beyond his control have, or may have, given rise to loss and / or damage to his ship or its cargo, or have caused him to take action (such as leaving an unsafe port ) which may render his owners liable to legal action by another party. A protest ( without an extension ) is a simple statement of fact, without added details. WHEN NOTE OF PROTEST:
After every case of General average After wind and / or sea conditions have been encountered which may have damaged cargo or caused failure to make a cancelling date. After Cargo is shipped in a condition likely to deteriorate during the forthcoming voyage. After the ship has been damage from any cause. After a serious breach of the C/P by the charterer or his agent ( e.g. Undue delay, refusal to load, cargo not of a sort) After the consignee fails to discharge or take delivery of the cargo or fails to pay freight. Protest should be noted as soon as possible after arrival and always with in 24h of arrival. If in connection with cargo, it should b noted before breaking bulk.
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Search and Rescue What is Master obligations on having a distress message? a) While in a position to able to provide assistance on receiving a signal from any source, acknowledge receipt of message and is bound to proceed with all speed to their assistance. If possible informing them or the search and rescue service that the ship is doing so, & enter in the OLB. b) The Master of ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the master of ship which answer the distress alert, has the right to requisition one or more of those ships such as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the masters of the ship or ships so requisitioned to comply with the requisition by continuing to proceed with all speed to assistance of persons in distress. c) Master of ships shall be released from the obligation imposed by paragraph (a) of this regulation on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible, be communicated to the other requisitioned ships and to the search and rescue service. d) The master of a ship shall be released from the obligation imposed by paragraph (a) of this regulation, and, if the ship has been requisitioned, from the obligation imposed by paragraph (b) of this regulation, on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary. e) The provisions of this regulation do not prejudice the convention for the Unification of Certain of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention.
What preparation you will make whilst proceeding for distress? Establish a traffic co-ordination system among v/l’s proceeding to same area of distress. Radar plots on v/l’s in the vicinity. Estimate ETA’s of own and other v/l assisting. Asses distress situation to prepare for operation on scene. On-Board Preparation : Life Saving and Rescue equipment’s:
1) Life boat. 2) Inflatable life raft 3) Life jackets 4) Survival suits for crew. 5) Life buoys 6) Breeches buoys 7) Line throwing apparatus 8) Portable VHF radios for communications with the ship and boats deployed. 9) Buoyant lifelines. 10) Heaving lines 11) Non-sparkling boat hooks or graping hooks. 12) Hatches. 13) Rescue baskets 14) Litters 15) Pilot ladders 16) Scrambling nets
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17) International Cod of Signals. 18) On board radio ( MF/HF ) equipment’s 19) Fire fighting equipment’s 20) Portable ejector pumps 21) Binoculars 22) Cameras 23) Bailers and 24) Oars. Signalling Equipment’s:
1) Signalling lamps 2) Search light 3) Torches 4) Flare pistol with colour coded signal flares. 5) Buoyant VHF/UHF marker beacons. 6) Floating lights 7) Smoke generators 8) Flame and smoke floats 9) Dye markers 10) Loud hailers. Preparation for Medical assistance, including:
1) 2) 3) 4) 5) 6)
Stretchers. Blankets.
Medical supplies and medicines. Clothing. Food.
Shelter.
Miscellaneous:
1) 2) 3) 4) 5) 6)
If fitted crane for hoisting on each side of ship with cargo net for recovering of survivors.
Line running from bow to stern at the water’s edge on both side for boats and craft to secure alongside. On the lowest weather deck, pilot ladders and man rope to assist survivors boarding the vessel. Lifeboat ready for use as a boarding station.
Line throwing apparatus ready for making connection with either ship in distress or survival craft. Flooding light set in appropriate locations, if recovery at night.
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When vessel not Assisting? The master deciding not to proceed to the scene of a distress due to sailing time involved and in the knowledge that a rescue operation is under way should:
Make an appropriate entry in the ship’s log book. If the master had previously acknowledged and respond to the alert, report the decision not to proceed to the SAR service concerned. Consider reports unnecessary if no contact has been made with the SAR service. Reconsider the decision not to proceed nor report to the SAR service when vessel in distress is far from land or in an area where density of shipping is low.
Q:
What information you will gather from the survivors?
A:
What was the time and date of the incident?
Did you bail out or was the aircraft ditched ? If you bail out, at what altitude ? How many others you see leave air craft by parachute ? How many ditched with the air craft ? How many survivors did you see in the water ? What floating gears had they ? What was the total number of persons on board ? What caused the emergency ? What was the last known position ? Were any of persons able to leave by life boat or raft ? How long was the survivor in the water Were search craft seen before, if so dates and times of sighting ? Were any signals or devices used to try to attract the attention of search craft ? if so what were they and when were they used ? About their medical history All information should be noted. Q:
What is the purpose of questioning ?
A:
To ensure that all survivors are rescued.
To attend to the physical welfare of each survivor. To obtain information which may assist and improve SAR service. Care must be taken to avoid worsening a survivors condition by excessive interrogation. If the survivors is frightened or excited, the questioner should assess these statements carefully. Note: Questions should be asked avoid suggesting answers to the survivor. Explain that the information required is for the success of the SAR operation and may be of great value for future SAR operations.
Q: On-Scene Co-ordination A:
# The types of facilities involved in the response and the region of the SAR incident affect on-scene co-ordination. # Available facilities may be include:
designated SRUs civil aircraft and vessels, military and naval or other facilities with SAR capability. # In remote regions, SAR aircraft may not always be available, to participate. # In most oceanic region, ships will normally be available, depending on shipping density. # Ships may receive information from land-based SAR authorities or by monitoring distress traffic. # No advice received from these authorities can set aside the duties of any master as set forth in regulation V/10 of SOLAS 1974 (see appendix A).
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Q:
Who will be On-Scene Co-ordinator (OSC)?
A:
1. When two or more SAR facilities conduct operations together, the SMC should designated an OSC.
2. If this is not practicable, facilities involved should designate, by mutual agreement, an OSC.
3. This should be done as early as practicable and preferably before arrival within the search area.
4. Until an OSC has been designated, the first facility arriving at the scene should assume the duties of an OSC.
5. When deciding how much responsibility to delegate to the OSC, the SMC normally considers the communications and personnel capabilities of the facilities involved.
Q:
What is duties of OSC?
A:
# Co-ordinate operations of all SAR facilities on-scene.
# Receive the search action plan from the SMC or plan the search or rescue operation, if no plan is otherwise available. (See Planning and Conducting the Search in this section.) # Modify the search action or rescue action plan as the situation on- scene dictates, keeping the SMC advised ( do in consultation with the SMC when practicable.) # Co-ordinate on-scene communications. # Monitor the performance of other participating facilities. # Ensure operations are conducted safely, paying particular attention to maintaining safe separations among all facilities, both surface and air. # Make periodic situation reports (SITREPs) to the SMC. The standard SITREP format may be found in appendix D. SITREPs should include but not be limited to: Weather and sea conditions the results of search to date any actions taken any future plans or recommendations. # Maintain a detailed record of the operation: on-scene arrival and departure times of SAR facilities, other vessels and aircraft engaged in operation areas searched track spacing used sightings and leads reported actions taken result obtained. # Advise the SMC to release facilities no longer required. # Report the number and names of survivors to the SMC.
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# Provide the SMC with the names and designations of facilities with survivors aboard. # Report which survivors are each facility. # Request additional SMC assistance when necessary (for example, medical evacuation of seriously injured survivors).
Q:
Planning and Conducting the Search
A:
General:
For surface and air facilities to search patterns and procedures must be pre-planned so ships and aircraft can cooperate in co-ordinated operations with the minimum risk and delay.
Standard search patterns have been established to meet varying circumstances. Responsibilities of OSC
The OSC should obtain a search action plan from the SMC via the RCC or RSC as soon as possible. Normally, search planning is performed using trained personnel, advanced search planning techniques, and information about the incident or distressed craft not normally available to the OSC. However, the OSC may still need to plan a search under some circumstances. Search operations should commence as soon as facilities are available at the scene. If a search plan has not been provided by the SMC, the OSC should do the planning until an SMC assumes the search planing function. Simplified techniques are presented below.
Modify search plans based on changes in the on-scene situation, such as: arrival of additional assisting facilities receipt of additional information changes in weather, visibility, lighting conditions etc.
In case of language difficulties, the International Code of Signals and Standard Marine Navigational Vocabulary should be used.
On assuming the duty, the OSC should inform the appropriate CRS or ATS unit and keep it informed of developments at regular intervals.
The OSC should keep the SMC informed at regular intervals and whenever the situation has changed.
Planning the Search
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Datum :
It will be necessary to establish a datum, or geographic reference, for the area to be searched. The
following factors should be considered:
reported position and time of the SAR incident any supplementary information such as DF bearing or sightings time interval between the incident and the arrival of SAR facilities estimated surface movements of the distress craft or survival craft, depending on drift ( The two figures following this discussion are used in calculating drift.) The datum position for the search is found as follows: - drift has two components: leeway and total water current - leeway direction is downwind / - leeway speed depends on wind speed - the observed wind speed when approaching the scene may be used for estimating leeway speed of liferafts by using the graph following this discussion ( Persons in the water (PIW) have no leeway while liferaft stability and speed vary with or without drogue or ballast.) - total water current may be estimated by computing set and drift when approaching the scene - drift direction and speed is the vector sum of leeway and total water current
drift distance is drift speed multiplied by the time interval between the incident time, or time of the last computed datum, and the commenced search time
datum position is found by moving from the incident position, or last computed datum position, the drift distance in the drift direction and plotting the resulting position on a suitable chart.
Total water current (kts) leeway (kts)
drift (kts) Computing drift speed and direction from total water current and leeway.
Datum 1
Drift distance (NM)
datum 2
determining a new datum ( drift distance = drift speed X drift time)
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Plot the Search area: draw a circle centred on datum with radius R. using tangents to the circle, from a square as shown below if several facilities will be searching at the same time, divided the square into sub-areas of the appropriate size and assign search facilities accordingly.
Most probable area
r
datum
Use r =10 miles for initial area Search Patterns
Expanding Square Search (SS)
Most effective when the location of the search object is known within relatively close limits. The commence search point is always the datum position. Often appropriate for vessels or small boats to use when searching for persons in the water or other search objects with little or no leeway. Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at similar altitudes or by multiple vessels. Accurate navigation is required; the first is usually oriented directly into the wind to minimize navigational errors. It is difficult for fixed-wing aircraft to fly legs close to datum if S is less than 2 NM.
4s
2s
3s
s s
2s
4s
3s
5s
Expanding squire search (SS)
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Sector Search (VS)
Most effective when the position of the search object is accurately known and the search area is small. Used to search a circular area centred on a datum point. Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at a similar altitudes or by multiple vessels. An aircraft and a vessel may be used together to perform independent sector searches of the same area. A suitable marker ( for example, a smoke float or a radio beacon ) may be dropped at the datum position and used as a reference or navigational aid marking the centre of the pattern. For aircraft, the search pattern radius is usually between 5 NM and 20 NM. For Vessel, the search pattern radius is usually between 2 NM and 5 NM, and each turn is 120º, normally turned to starboard.
FURTHER ACTION ON COMPLETION OF INITIAL PHASE
The OSC will normally consider the initial phase to have been completed when, in the absence of further information, searching ships have competed one search of the most probable area. If at that stage nothing has been located, it will be necessary for the OSC to consider the most effective method of continuing the search. Failure to locate the search object may be due to one or more of the following causing:
ž errors in position owing to navigational inaccuracies or inaccuracy in the distress communications reporting the position. This is especially likely to apply if the position of datum was based on an estimated position using incomplete information ž an error in drift estimation ž failure to the search object during the search although it was in the search area. This is most likely to occur if the search object is a small craft, or survivors in the water ž the craft having sunk without a trace. Other than the case of a small ship or craft in rough weather, experience has shown that there are usually some trace, even if only debris or oil patches.
Navigational inaccuracies of Searching Ships
This is most likely to apply when navigational fixes cannot be obtained. In this situation, the OSC may: ž re-search the same area, allowing for added drift during the time elapsed since calculating last datum; ž expand the most probable area, after allowing for added drift, and search the expanded area; or ž expand the area more in one direction than another, depending on circumstance and information available.
Determine a new probable area based upon any additional information received. Where information is received to indicate that the original datum was grossly inaccurate, determining an entirely new probable area would be advisable. A small search object, which is easily missed in the day time, may become visible at night time if it shows lights, flares, or other pyrotechnics. The OSC should, therefore, consider using surface craft at night to re-search areas covered by day. It is good practice when searching for survivors in small craft, in survival craft, or in the water, to stop the engines occasionally at night and in restricted visibility by day to listen for cries for help.
Evidence of Distressed Craft Found
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In some case, the search may provide evidence of the distressed craft without survivors being found. This evidence may provide information for a recalculation of datum and revision of the search area. A low-lying, half-sunken loaded ship or aircraft may drift more slowly than a floating survival craft, even if a drogue is used. A derelict may drift at a considerable angle off the prevailing wind direction. When wreckage is located it usually consists of debris, possibly with an oil slick. Should this have come from the distressed craft, survival craft will usually be found downwind from the debris.
EMERGENCIES
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V/L AGROUND : A:
Take the con & follow Emergency checklist procedure from International Chamber of Shipping
1) 2) 3)
Stop Engines
Sound general emergency alarm - head count, look for casualty, establish communication inform all department.
Close watertight doors, if fitted 4) Order chief officer for damage assessment.
- Water tight integrity of hull and subsequent breaches of same. - Obtain sounding form all tanks, bilge’s, hold - Condition of machinery space. - Details casualties. - Any fire risk - Any other information regarding associate problems. 5) Maintained VHF watch. 6) Exhibit light / shapes and any appropriate sound signals 7) switch on deck lighting at night 8) Check hull for damage 9) Sound bilge’s and tanks. 10) Visually inspect compartments where possible 11) Sound around the ship. 12) Determine which way deep water lies 13) Obtain information on local currents and tides, particularly details of the rise and fall of the tide. 14) Reduce draught of ship. 15) Make Ship’s position available to Radio / GMDSS room 16) Broadcast Urgency / Distress massage as required.
Inform local authorities / owner with position, extent of aground, weather, wind, sea, and swell, Condition of hull and machinery, any visible damage, and of the possibilities of re-floating. As well as available assistance, P & I, flag state control, Agent of last and next port of call, coast guard, classification society. As soon as possible report MAIB as stranded.
COLLISION
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Take the con.
Stop/manoeuvre the ship so as to minimise effects of collision. (leave one v/l embedded to other unless there is a fire risk, explosion or toxic escape from other v/l, which could endanger the safety of your v/l and crew. Sound general alarm.
Mustering all crew/head count. Establish communication. Close water tight door.
Inform engine room/ other department.
Order radio officer to standby radio room for obtaining v/l’s position Deck light on / not under command signal hoisted.
Order engine room to start pump out from damage compartment. Stand by life boat ready to embarkation dk.
Order chief officer for damage assessment. 1. 2. 3. 4. 5. 6.
If any compartment damaged and ingress of water exist : 1. 2. 3.
Water tight integrity of hull and subsequent breaches of same. Obtain sounding form all tanks, bilge’s, hold Condition of machinery space. Details casualties. Any fire risk Any other information regarding associate problems.
List the v/l over to raise damage area above water line Build and position collision patch. Co-ordinate pumping out on to effected area
Transmit URGENCY signal if appropriate
Transmit DISTRESS signal if appropriate
{{Investigate safe port operation, and/or beaching situation in order to save the v/l from being totally lost.
If delaying tactics are not holding the situation transmit the distress signal and order an abandonment to save life.}} Calculate damage stability
Inform owner, P & I, classification society, flag state control, Charterer, Agent of last & next port of call & coast guard.
IMMEDIATE STATUTORY DUTIES :
Standby for render assistant provided own v/l’s and crew safety,
Exchange information between both the v/l : Name of v/l., Port of registry, Last port call, Next port of call. Entry into the OLB. Inform MAIB.
GMDSS Q: What equipment do you have onboard for GMDSS?
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A:
1. SART.
2. 3. 4. 5. 6. 7. 8. 9.
EPIRB.
VHF with DSC ch 70. VHF with ch 16. NAVTEX.
INMARSAT. MF/HF. NBDP.
Two way Radio telephone.
Q:
What check would you carry out on GMDSS equipment?
A:
Daily-
Printer, Paper, Power on/off, Battery power supply, DSC internal, VHF, MF/HF without radiation.
Weekly- DSC external-UK 2187.5 khz MF/HF - routine - Channel assign on ALRS Vol-1 Log-entry. VHF- Hand Held Rx/Tx channel other than ch-16. Two-way Radio internal Emergency Generator.
Monthly-
EPIRB- Physical test, HRU, Battery date (max cont. opp. hour-48), Lanyard, readily excessable to life boat/survival craft. SART- Physical test in conjunction with 3cm radar, 9.4 Ghz., Battery date ( 96 hrs stby mode, 8 hrs Tx mode.) Emergence battery power supply.- s. gravity, E/lite level, terminal clean.
Q:
What is MAIB?
A:
MARINE ACCIDENT INVESTION BRANCH.
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Operates independently of MSA, investigates
1) 2)
Accident at sea and onboard ships Dangerous occurrences at sea,
Aim -Determining what caused an accident in order to prevent it from happening again. - Publishes reports on accidents with recommendations and lessons to be learned.
Duties - defined in the MS regulations 1994. - Employs a staff of professional and support staff (Inspectors)
The Inspectors Professional inspector are come from 3 Marine disciplines 1. Nautical. 2. Engineer. 3. Naval architecture. Others from recent seagoing or specialist knowledge. Inspectors are available to travel at short notice to wherever a ship has been involved in an accident.
Investigation:
Administrative Inquiry: without need for visits
for less serious cases where enquires are made by correspondence or telephone,
Inspector’s Investigation: feasible; and
for more serious case where witness are interviewed and ship is visited where that is
Inspector’s Inquiry: called by Chief Inspector of Marine Accidents in the cases of major accident. This is a very comprehensive investigations, usually carried out by a team of MAIB inspector.
Q: Define the Accident, Major and Serious Injury, Dangerous Occurrence, and Hazardous Incident?
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A: An accident is an undesired event results in personal injury, damage or loss. Accidents include: - Loss of life or major injury to a person on board or when a person is lost from a vessel; - The actual or presumed loss of a vessel, its abandonment or material damage to it; - Stranding or collision; - disablement and also material damage caused by a vessel.
A major injury means:
- any fracture, other than to the fingers or toes; - any loss of limb or part of a limb; - dislocation of the shoulder, hip, knee or spine; - loss of sight; - penetrating injury to the eye; - any other injury leading to hypothermia or to unconsciousness, or requiring resuscitation, or requiring admittance to hospital or to an off-shore sick-bay for more then 24 hours, or if at sea requiring confinement to bed for more than 24 hours.
A serious injury means:
- any injury, other than a major injury, to a person employed or carried in a UK vessel which occurs on board or during access which results in incapacity for more than three consecutive days of the accident; or - as a result of which the person concerned is put ashore and the vessel sails without him or her, unless the incapacity is known or advised to be of three consecutive days or less, excluding the day of the accident.
A dangerous occurrence is an incident which might have been liable, taking into account the circumstance, to cause serious injury or to cause damage to the health of any person, and includes:
- any person falling overboard; - any fire or explosion; - the collapse or bursting of any pressure vessel, pipeline or valve or the accidental ignition of anything in a pipeline; -the collapse or failure of any lifting equipment, access equipment, hatch-cover, staging or bosun’s chair or any associated load bearing parts; - the uncontrolled release or escape of any harmful substance or agent; - any collapse of cargo, unintended movement of cargo sufficient to cause a list, or loss of cargo overboard; - any snagging of fishing gear which results in the vessel heeling to a dangerous angle; - the parting of tow-rope; - any contact by a person with loose asbestos fibre except when full protective clothing is worn.
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A hazardous incident is any incident or event, not being an accident or a dangerous occurrence, by which the safety of ship or any person is imperilled, or as a result of which serious damage to any ship or structure or damage to the environment might be caused.
Q:
Reporting of Accidents
A: Accidents must be reported as soon as possible, by the quickest means available. This can be direct to the MAIB by telephone, fax, telex or e-mail, or to any Maritime Safety Agency (MSA) Marine Office or by VHF to HM Coastguard.
Serious injuries and dangerous occurrences must be reported within 14 days, or within 14 days after arrival at the next port if the vessel is at sea at the time of the occurrence.
These reporting requirements apply to merchant and fishing vessels, and sport or pleasure vessels when used commercially. However, other leisure craft skippers or crews may report accidents to the MAIB if they so wish.
SALVAGE
Q: Engine break down in mid-Atlantic. TRS expected, One Ship offers assistance but not on LOF. Demands its own condition, What will you do ?
A: As the safety of my crew is prime, I will took his terms and condition under protest which will be monitored by coast radio station and make a OLB entry, This was to protest owner’s interest.
Q:
What is the general rule, when v/l in danger, about seeking advice instructions from owners ?
A: Always to seek the advice and instructions of the owners, but only if time allows. I should immediately call for assistance from any available source if I think it necessary for the safety of my ship, crew, passengers and cargo.
Q:
When several ships of different types and size offer their services, What assistance would you accept?
A: The assistance that seems the most reasonable, taking into account the value of the assisting ships, their ability to perform the salvage services and the amount of their deviation from their intended routes.
Q: Under salvage condition, What consideration should be uppermost in your mind, in addition to any threat to life, your ship or the cargo ?
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A:
The necessity to avoid or reduce the risk of pollution, i.e. harm to the environment.
Q:
In deciding weather to accept salvage assistance, what circumstances would you take account of ?
A:1) Safety of personnel.
2) Proximity to the shore or shoal water
3) Weather and sea conditions
4) Current and tide
5) Nature of sea bed and shore line
6) Potential for safe anchoring
7) Availability of assistance.
8) Damage already sustained by ship.
9) Risk of further damage to ship. 10) Prospect of maintaining communications.
11) Threat of pollution and 12) 12) Manpower and material requirements. Q:
If a v/l is in danger, are you, as Master of a nearby ship, under any obligation to save the v/l itself ?
A: No. Shipmasters are under a statutory obligation to save human life only, and to prevent harm to marine environment. The first priority is to decide how to save lives onboard, and then think about protecting the marine environment and finally about saving the ship if circumstances permit.
Q:
What would be you considerations as Master before offering a tow ?
A:
A v/l requiring a tow is not necessarily in distress. I would therefore carefully consider:
1) 2) 3) 4) 5) 6)
Weather the contract of carriage gives my vessel liberty to tow.
Weather I have sufficient reserve ( fuel, water, provision ) throughout and after tow. Weather there is a possibility of missing a cancelling date under the charter party. Weather the nature of my cargo permit.
Machinery is of adequate power and in good enough condition for towing.
Weather the value of v/l requesting tow, plus her cargo, is likely to be sufficient value to merit a salvage service by my ship.
Q:
Having agreed in principal to giving another v/l a tow, What would be your considerations as Master?
A:
1) Has an agreed to salvage under LOF 95 terms bee made ?
Q:
2) 3) 4)
Has a port of destination / place of safety been agreed ?
Have I notified by owners and charter’s so that additional hull insurance can be arranged if necessary ? Are proper records of all events and circumstances to date being kept.
What are the difference between the old OLF and LOF 95
102
A:
On new LOF, the claming percentage for salvage have changed from 30% to 100%.
MASTER AND CREW
Q:
Two hour before sailing you found 3/E is not on board, as Master what action would you take ?
A: As Master, must ensure that the ship does not proceed to sea unless there is on board a valid Safe manning document and manning of the ship complies with it. There is no provisions for sailing short-handed.
If a 3/E is listed on the SMD, I would not sail until a replacement was found. I would sign the 3/E off is his absence and leave his gear with the agent.
Notify local proper officer, owner and make an OLB entry.
Q:
What is the most serious offences under the Merchant Navy Code of Conduct? Or dismissal offence?
A:
Dismissal offence: There are: 1) assault
2) Wilful damage to the ship or Property on board. 3) Theft, or possession of stolen property 4) Possession of offensive weapons 5) Persistent or wilful failure to perform duty 6) Unlawful possession or distribution on drugs 7) Conduct endangering the ship or person on board 8) Combination with others to impede the progress of the voyage or the navigation of the ship 9) Disobedience of orders relating to the safety of the ship or of any person on board 10) Being asleep on duty or failing to remain on duty if this prejudiced the of the ship or any person on board 11) Incapacity through drink or drug to carry out duty to the prejudice of safety of the ship or of any person on board
12) To smoke, use a naked light or unapproved
electric torch in any part of a ship carrying dangerous cargo or stores where smoking or the use of naked light or unapproved troches is prohibited
13) Intimidation, Coercion and / or interference with the work of other employees 14) Behaviour seriously detracting from the safe and/or efficient working of the ship 15) Conduct of a sexual nature, or other conduct based on sex affecting the dignity of women and men at work which is unwanted, unreasonable and offensive to the recipient
16) Behaviour seriously detracting from the social well-being of any other person on board 17) Causing or allowing unauthorised persons to be on board whilst at sea 18) Repeated commission of lesser breaches after warnings have been given. Q:
What are the lesser offences?
A:
1) Not justifying dismissal in the particular case
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2) 3) 4) 5) 6) 7) 8) Q:
Minor act of negligence, neglect of duty, disobedience and assault Unsatisfactory work performance Poor time keeping
Stopping work before the authorised time
Failure to report to work without satisfactory reason
Absence from the place of duty or from the ship without leave
Offensive or disorderly behaviour. Some companies add breaches related to special trading patterns, etc.
How would you deal with an alleged serious breach of the code of conduct that was referred to you?
A: I would deal with it as soon as possible , and in person. I would first convene a formal hearing in my office, with accuser and accused present. I would tell the seafarer that he may be accompanied by a friend who can advise him and speak on his behalf (like a solicitor or counsel in court), and that he (or his fiend) may call any witnesses he chooses and question them on their evidence. When ready to start, I would inform the seafarer of the alleged breach (referring to the particular paragraph and sub-paragraph of the Code of Conduct) and ask him if he admits or denies the allegation. (If he admitted it, there would be no need for any evidence to be called, except in mitigation, or for cross-examination.) I would tell the seafarer he may make any statement he wishes in answer to the alleged breach, including comments on evidence produce against him. I would hear all the evidence (against and for the seafarer) and any cross-examination of the evidence. Then, after considering the evidence, I would orally inform the seafarer whether or not I found that he had committed the alleged breach. If I did so find, I would impose a sanction with I considered reasonable in all the circumstances, taking in to account his record on the ship and any other relevant factors.
Q: What sanctions may you (as master) impose under the Code of Conduct, if you find a seafarer guilty of a breach of the Code?
A:
1) A formal (oral) warning record in the OLB
2) 3)
A written reprimand, also recorded in the OLB, or
Dismissal from the ship, either immediately (if in a UK or overseas port), or at the next port.
Q: In what circumstances could you arrange for the dismissal of a seafarer and his repatriation to the UK from an overseas port of call?
A: If I found (after a properly conducted hearing) that he had breached of code conduct and I decided that his continued presence on board would be detrimental to the efficient and safe running of the ship or to the maintenance of the ship or to the maintenance of harmonious personal relations on board.
Q: What precautions would you take when holding a hearing of a disciplinary case, to protect the employer’s legal position ?
A: I would ensure, especially where dismissal was my chosen sanction, that the hearing was conducted exactly as laid down in the in the code of conduct, i.e. in accordance with the principles of natural justice. I would ensure that I made a formally-announced finding that the seafarer had committed a serious breach of code of conduct and that the man was given copies of all the statements made in the OLB, and that he signed acknowledging receipt of them.
Q:
What would you write in the official log book concerning a disciplinary case ?
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A:
Full detail of alleged breach and the action taken by me in response to it.
Q:
What document(s) should an accused seafarer be given
A:
A copy of every OLB entry relating to his case and it has to be acknowledge receipt by signing.
Q: What action would you take if a seaman, who appeared to be drunk, complained to you about the food at 2100hrs, while you were watching a video?
A: Ensure the safety of ship, personnel and the seaman himself, if necessary. Find out when he is next on watch (at 2400h). Sober him up - until then he’s potential liability to others. Discipline him he’s sober, if necessary. His complain may be genuine, but I have no duties to investigate unless there are 3 or more complainants. Make OLB entry.
Q:
What action would you take regarding a seaman who was drunk onboard while on duty ?
A: Ensure safety of the ship, personnel and the seaman himself. Remove him from duty and substitute another. Sober him up. Discipline him in accordance with the code of conduct, if practicable . (was he drunk enough to jeopardise safety and personnel ?) The offence may justify dismissal.
Q:
What action would you take regarding a seaman who was drunk onboard while off duty ?
A: Ensure safety of the ship, personnel and the seaman himself. If no threat to the safety, take no action beyond an informal caution unless company’s, charterer’s or ship’s rules prohibit alcohol. Perhaps give a D & A tests before he starts work again.
Q:
Why should a seaman not be drunk when off duty ? Why caution the man in the above case ?
A:
Every person on the muster list should be able to perform his or her duties at any time, whether in port or at sea.
Q:
What entries should you make concerning a seaman left behind ?
A:
1. An entry recording any provision made on the employer’s behalf to been informed of the seaman’s leaving behind.
ensure that the proper officer has
2 .An entry recording the date and place of leaving the seaman behind and the reason for leaving behind.
Q:
What matter may seaman complain about that are specially provided for in merchant shipping legislation ?
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A:
Provision and water supplies.
Q: Under what conditions do seaman in a ship have a statutory right to complain to the master, and what is the master required to do about any rightful complain ?
A: If three or more seaman in a ship consider that the provisions or water supplied are not in accordance with regulation (because of bad quality, unfitness for use or deficiency in quantity), they may complain to the master. The master must investigate the complaint.
Q:
Inspection for crew accommodation?
A:
At least every 7 days, by master or an officer appointed by him accompanied by.
The master must cause an entry to be made in the OLB, regarding
1) 2) 3)
The time and date of the inspection
The name and ranks of the inspectors and
Particulars of any respect in which the accommodation or any part of it was found by either inspector not to comply with the regulations.
To be inspect for:
1) 2) 3) 4) 5)
Crew accommodation is maintained in a clean and habitable condition.
All equipment and installation required by the regulations is maintained in good working order.
All crew accommodation, except store room, is kept free from stores and other property not belonging to or provided for the use of the crew. Cargo is not kept in any part of the crew accommodation and
Accommodation provided under the regulations is not used by passengers.
ARRIVAL AND DEPARTURE.
Q:
Under what circumstances would you decide to make for a port of refuges?
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A: When it becomes unsafe to continue the voyage for any reason, e.g. a dangerous shift off cargo; an unextinguishable fire; after suffering serious hull damage (e.g. from grounding, collusion, heavy weather, loss painting); a main machinery failure not repairable at sea; loss of propeller or rudder.
Q: Who would you inform that you are making for a port of refuge, and what requests would you make to these parties?
A: Owners; Charterers; agent at original destination port. I would request owners to nominate an agent for me to contact at the port of refuge, and the P&I club correspondent. Owners would contact the classification society surveyor. On contacting nominated port agent, request him to notify relevant official (port state administration, harbour authority, customs, immigration, port health, etc).
Q:
Your ship is 2 hours from the pilot station. What general preparations would you make for arrival in port?
A: Pre-arrival checks (anchors cleared, test engines astern, E/S running, navigational gear all working, parallel indexing). Make pilot boarding preparations. Send pre-arrival massages. Check port entry publications. Close the bonded store. Have all customs declaration forms (if on board) and stores list, crew lists, etc. completed. Have proper courtesy ensign ready.
Q:
A:
What messages would you send before arriving at a port on a large ship?
1. 2. 3. 4. 5. 6. 7.
ETA to the agent, with a request for berth details, crew relief arrangement, etc. and giving requirements for cash, provisions, bunker, FW, etc. request for boatmen/linesmen, also to agent
request for a pilot-sometimes made direct to a pilot station or harbour authority, or via agent (check admiralty sailing directions for appropriate method)
notification to Port health authority of any circumstances requiring the attention of the Port Medical Officer. (At a UK port the message must arrive 4-12 hours before the ship.) I would also show health clearance signals.
confirmation to port authority that all equipment is in good working order before entering port limits (usually made by VHF when near fairway)
if carrying dangerous goods or polluting goods, a check list for vessels carrying dangerous or polluting goods I would check the charterparty for any special instructions about messages to be sent. Request for tug(s) might be in conjunction with pilot request.
BUNKERING
Q:
If your vessel was on a time charter for 6 months, which party would be responsible for purchasing bunker fuel ?
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A:
The time Charterer.
Q:
What precautions would you take where the time charterer is buying bunkers?
A: I would check that he was ordering fuel of the correct specification. The specification should have been agreed between the owners and charterers and should be listed in the C/P.
Q: What precautions would you take when ordering bunkers to protect the owners’ interests as far as bunker quality was concerned?
A: In consultation with Chief Engineer, I would check the engine operation manuals, and if on time charter, the bunker clause. I would order the bunkers specifying an approval fuel standard, e.g. ‘BSMA 100’ rather then specifying only a type and viscosity, e.g. ‘IFO 180’ I would have the C/E check that bunkers presented for loading mach the ship’s requirements and specification ordered. I would have the C/E make accurate tank sounding before commencing bunkering in order to verify the amount delivered. I would have the C/E make a compatibility test to confirm that bunker presented are compatible with fuel already on board and see that bunker are loaded into empty tanks if possible, and kept separate from the other bunkers until any analysis had been completed. I would also see that the vessel is, so far as possible, maintained upright and on even keel throughout the bunkering operation, and that samples of oil loaded were taken at regular intervals at the manifold.
Q:
What other precautions would you take when bunkering?
A: I would that local and international regulations are complied with throughout the operation; that scupper are fitted before commencing bunkering; that drain plug in manifold and fuel tank air pipe containment save-alls are in place before commencing bunkering; that the communication are established with the supply control position and signal to be used are understood by both side; that a maximum pumping rate and pressure are agreed with the supplier; that the condition of hoses and couplings is checked before (and after) bunker; that blanks and number of required nuts and bolts, etc. are checked before bunkering; that the required hose lengths ( allowing for ranging of vessel ) are checked before bunkering; that valves are in the required positions before bunkering and that tank vent pipe are free from obstruction; that barge or shore tank soundings and/or meter reading are checked before (and after) bunkering to help avert any problems concerning quantity; that frequent soundings are taken during the bunkering operation; that the rate of delivery is slowed down while topping off; that ample warning is given to the supplier to reduce the delivery rate and final shutting off; that accurate sounding of tanks are taken after bunkering and compared with pre-loading soundings to determine the quantity delivered; and that the Oil Record Book, and deck and engine room log book are completed immediately bunkering with accurate details of the operation.
Q:
What are the possible consequences of not having proper procedures for bunkering operation?
A:
1. Harbour pollution
2. 3. 4. 5. 6.
a fine on the owners/operators a fine on me as master detention of my ship
an adverse effect on owner’s deductibles and standing with their P & I club. loss of ISM certification.
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Q:
What action would you take if a spillage occurred during bunkering?
A:
I would take immediate steps to: 1. 2. 3. 4. 5. 6. 7. 8.
Q:
Stop the bunkering operation minimize the spread of the oil in the harbour, taking all possible action to contain the spillage until shore assistance arrives, but without using any dispersants for which approval had not previously been obtain stop any hot work on board or nearby vessels and quays contact harbour authorities (on VHF if possible); ship’s agent; P & I club correspondent; owners/managers; make statutory report to MAIB and coastal state administration obtain samples of the oil from which the spillage came establish the facts and (before investigators arrive, if possible) write a full report of the occurrence, stating all efforts taken by the ships crew to deal with the spillage attempt to establish the quantity of oil spilled. Together with my officers and crew I would work closely with the local authorities in the clean-up operation.
What arrangements would you expect the Chief Engineer to make for taking bunker sample?
A: I would expect the C/E to take at least two samples during the bunkering. If the vessel carries onboard fuel test kit, the C/E should carryout a sport analysis and , if this indicate the fuel is unsuitable, a full analysis should be carried out at an approved shore laboratory before the bunker are used. In any event, one sample should be retained on board until all bunkers loaded have been burn without problem, while other should forwarded to an independent fuel analysis service. Sample of oil loaded during bunkering should be sealed, dated and signed by the Chief Engineer and supplier.
ISM.
Q:
International Safety Management Code.
A:
Definition:
ISM means the International Safety Management Code for the safe operation of Ships and Pollution Prevention.
Objective:
1) 2) 3)
To ensure safety at sea, prevention of human injury or loss of life and avoidance of damage to the environment. Provide for safe practices in ship operation and safe working environment. Establish safeguards against all identified risks.
Elements:
1)
Policy: company have to develop a policy for safety and environment protection policy.
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2)
Procedure: Company to establish procedure to ensure safe operation of ships and protection.
3)
Designated person: Person ashore having direct access to the highest level of management.
4)
5)
6) 7) 8) 9)
Master Responsibility and Authority: Implementing the safety and environmental protection policy of the company. Motivating the crew in the observation of that policy. Issuing appropriate order and instruction in a clear and simple manner. Verifying specific requirements are observed and Receiving the SMS and reporting its deficiencies to the shore based management. Resource and Personnel: Company should ensure master properly qualified and fully conversant with company’s SMS. Company should ensure each ship is manned with qualified, Certificated and medically fit seafarers and given proper familiarisation with their duties. Shipboard operations: Company should established procedures for the preparation of plans and instructions for key shipboard operations concerning the safety of the ship and prevention of pollution. Emergency preparedness: Company should established procedures to identify, describe and respond to potential emergency shipboard situations, and programmes for drills and exercises. Non-Conformities & Reportings: When any work goes out of plan. Company should establish procedures for the implementation of corrective action. Maintenance of the ship and equipment: Company should ensure inspection held, any Non-Conformity is reported, appropriate corrective action taken and all activities recorded.
10) Documentation’s: Company should establish and maintain procedures to control all documents and data which are relevant to SMS.
11) Internal audit: Company should carryout internal audit to verify all policy implemented. 12) External audit: To verify company and ship are working as per SMS. 13) Certification: Safety Management Certificate to be given to a ship after audit.
LSA
Q:
Life saving appliances for all ship.
A:
1) 3 two-way VHF radio telephone.
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2) 3) 4) 5) 6)
Radar Transponder-1.
12 rocket parachute flare.
On board communication (Fixed or portable) between emergency control station, muster and embarkation station, and alarm system and public address system on passenger ship. Muster List-Operating instructions. Life buoys:
Length of the ship in meters
Minimum no. of life buoys
Under 100
8
100 and under 150
10
150 and under 200
12
200 and over
7)
8)
14
at least 2 with buoyant life line at least ½ with self-igniting lights at least 2 with self-activating smoke signals Life jacket For adult-100% + 5% extra For Children-10% of the number of passenger on board Life Jacket for persons on watch and remotely located survival craft. Life Jacket shall be fitted with light. Immersion Suit and thermal protective aids: At least three immersion suit, and thermal protective aids for person onboard not provided with immersion suit for each life boat. But it is not required if has totally enclose life boats on each side. constantly engage on a voyage in warm climates.
9)
Survival craft. Totally enclose life boat both side 100%. Life raft aggregated 100% when easily transferable from one side to another or 100% each side. Horizontal distance if more than 100m from nearest survival craft then another life raft to be place fwd or aft.
10) Rescue boat: one. 11) Training manual. 12) Line throwing appliances: 4 nos.
FFA
Q:
Fire protection regulation
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A:
For Class 7 vessels
Fire Main: Vessel to be fitted with a fire main, water service pipes and hydrants with no other connection other then for washing down.
Appliances: Sufficient appliances to ensure at least two jets of water to any point from separate hydrants.
Hoses: One hoses for every 30m of ship’s length (minimum 5). Total length of at least 60% ship’s length, Plus one spare hose. (Engine Room extra)
Hydrant:
Sufficient to produce two jets of water at any point. Each machinery / boiler space to have at least 2 hydrant, one each side,plus,one,in,the,shaft,tunnel.
Fire Pumps: Two fire pumps + one other pumps (general service, ballast or bilge’s pump) each capable of producing two jets of water from separate hydrants. If all pumps are in same compartment (usually E. R.) an independently driven emergency fire pumps is required out side that compartment.
Portable fire extinguishers: Sufficient extinguisher so that at least one is readily available in any part of the accommodation or service space. Not less then 5 ( 3 if under 1000t) , spare charges for 50% of each type unless not readily recharged in which case an additional extinguisher of the same type must be provided.
Fixed Smothering System: Ships 2000t or over to be provided with fixed gas smothering system for every cargo space. An exemption may be granted if ship only carries bulk cargoes of low fire hazard and the v/l is fitted with steel hatches and all openings to that compartment can be sealed. Ro/Ro cargo space not capable of being sealed to be protected by a fixed water spraying system instead.
Boiler room: A fixed smothering system-pressure water, gas or foam. In each boiler space a large foam extinguisher (min.135 litres) or CO2 equivalent (min. 45 kg). Plus one portable extinguishers plus 0.3m³ sand and a scoop.
Engine room-diesel A fixed smothering system-pressure water, gas or foam, and a 45 litre foam extinguisher or a 16 kg CO2 extinguisher, plus a portable foam applicator unit. Sufficient portable extinguishers (min 2) so that at least one is not more than 10m walking distance from any point.
Engine room-steam Sufficient 45 litre foam or 16 kg CO2 extinguisher to reach any part or a fixed system - water spraying or gas smothering. Sufficient portable extinguishers (min 2) so that at least one is not more then 10m walking distance from any point. Where such space are periodically unmanned, a fixed system - water spraying or gas smothering.
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Unmanned E.R. (UMS): Automatic fire detection and alarm system
Fireman’s Outfits: Over 4000t: 4.
2500t-4000t:3
under 2500t:2
One outfit to be of the air hose type, remainder self contained type.
Ship/Shore Connection. For class 7 (T)
In addition to the above: Inert Gas system: Required if tanker over 20,000t and carrying volatile oil; also required if engaged in crude Oil washing. Fixed deck foam System: To provide 50mm foam on deck in no than 15mins. (150mm in machinery spaces / boiler rooms) Pump room: Fixed fire extinguishing system operable from outside compartment. Fireman’s Outfits: At least 4. One air hose type, remainder self contained.
For class 1 In addition to class 7 requirements: fire detection Fire patrol system plus manual fire alarm in passenger/crew spaces. Fire detection and alarm system for inaccessible spaces. Fire pumps At least 3 if over 4000t. Fire hoses One for each hydrant. Fire Main Permanently pressurised or readily accessible remote control for pumps.
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Public address System For all accommodation, public and service space. Special crew alarm system (may from part of general alarm system). Portable Extinguishers On each deck: 2 portable extinguishers within floodable zone below the bulkhead deck. Above that, One portable extinguisher each. One portable extinguisher and asbestos blanket per galley (two of each if galley area more then 45m²). One portable extinguisher per control room (radio room, navigating space, central fire recording space, emergency generator space). In spaces carrying motor vehicles: two extinguishers suitable for oil fires for each 40m of deck space, at least one each side & at least one each access point. In addition, two foam applicators for use in these spaces.
Fireman’s Outfits: Two fireman’s outfits plus two extra outfits for each 80 metres of length of passenger / service space. One to be of air hose type, remainder self contained.
FFA General Regs Explosives: Fire / smoke detection system. No steam smothering.
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Hoses: Max. length 18m unless breadth of ship exceeds 27m in which case max. length 27m. Nozzles: All nozzles to be dual purpose type. Portable fire extinguishers: liquid : between 9 and 13.2 litters., Dry powder: min 4.5 kg., CO2: min 3 kg. Max. weight 25.6 kg., Not more then 50% of extinguishers of dry powder. Fixed CO2 Flooding: Quantity : 30% of largest cargo compartment (45 % if Ro-Ro deck) and 40% Engine room, Min. Rate of flooding (E.R. ) 85% of total volume in two minutes ( if Ro-Ro deck must provide two thirds of CO2 within 10 minuets. Means of stopping machinery: To be provide with means of stopping fans, machinery, pumps, etc. from outside of space. Also means of closing skylight, doorway, vents, and other openings from outside the space. Fireman’s outfit Outfit to widely separated, and to consist of :
B.A. Sets
Portable battery operated safety lamp (3 hrs duration). Fireman’s axe
Protective clothing
Boots and gloves of non conducting material (e.g. rubber). Rigid helmet
Helicopter facilities Adjacent to landing area:
Dry powder extinguisher 45 kg Foam application system CO2 extinguisher 16 kg
Ro-Ro Cargo Spaces: Mechanical ventilation system (at least 6 changes / hours). At least 2 portable extinguishers for every 40m length of deck spaces (1 at each access point). Fixed water spraying system ( water curtains ). Plus 3 water fog application units.
General Arrangement Plans:
Displayed in public place for guidance of Master and officers. A duplicate set to be stored in a prominently marked watertight enclosure outside the deck house for the assistance of shore fire fighting personnel.
Q: What is requirements for CO2 that you must have to have on board for cargo hold and Machinery space separately?
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A: For cargo hold- 30 % vol. of largest cargo hold if carried. 45 % vol. if cargo hold carry vehicles and vehicles are fitted with F. O. tanks and tanks are full of F. O. For machinery space-40 % vol. of Machinery spaces excluding Engine casing. 35 % vol. of machinery spaces including Engine casing.
Q:
Squat?
A: Squat is an increase in draught caused by a vessel travelling through the water at a significant speed with a limited under keel clearance.
Whilst it can occur in relating deep water, it is more pronounced when the depth of the water is less than twice the draft in other words, the under keel clearance is less than the v/l’s draught.
There is also likely to be a change in trim since the LCB is likely to change with change of draught, thereby creating a trimming moment.
Factors increasing squat
1) 2) 3) 4) 5) 6) 7) 8)
High speed ( squat α speed²) High propeller speed Deep draught
Shallow depth of water High block co-efficient Broad beam
Narrow channel Large trim
Sign that v/l is experiencing shallow water effect
1) 2) 3) 4) 5) 6) Q:
Speed decrease
R.P.M. decrease
vibration may occur
Steering may affected v/l becomes sluggish to manoeuvre. Ship made waves increase in amplitude.
Ship wake changes colour / become muddy.
Reduce speed if squat is suspected. Interaction - Action over taking?
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A:
Establish Communication between Vessels.
Agreed overtaking procedure. Lead vessel to slow down to reduce interactive forces. Overtaking vessel to speed up so as to reduce the period the vessels are in close proximity to a minimum. Select wide and straight section of the channel.
Select deeper stretch of channel in order to reduce squat and interactive forces. Ensure no other traffic in the vicinity.
Ensure experienced and competent helmsman on wheel who is aware of sudden swings possible due to interaction. Both steering motors on. Warn Engine room.
Ensure maximum distance between vessels whilst overtaking manoeuvre is taking place.
SAFETY OFFICIAL
SAFETY OFFICER :
On sea-going ship on which more than five workers are employed the company required to appoint a safety officer. The master must record the appointment of a safety officer - this should be in the official log book.
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Although not prohibited by regulations the appointment of master as the safety officer is not generally advisable. Appointment as safety officer should be avoided to whom the master has delegated the task of giving medical treatment. This is because one of the duties of the safety officer is to investigate incidents, and he would not be able to give proper attention to this function while providing medical treatment for casualties.
DUTIES OF SAFETY OFFICER :
* Safety officer will carry statutory responsibilities for health and safety as per code of safe working practices and as per company’s policy. * The safety officer’s role should be a positive one, seeking to initiate or develop safety measures before an incident occurs rather afterwards. * To improve safety consciousness among the crew. * The safety officer has a duty to investigate notifiable accidents or dangerous occurrences affecting persons on board ship or during access, as well as potential hazards to health and safety and any reasonable complaints made by any personnel. * The regulation require safety officer to carry out health and safety inspections of each accessible part of the ship at least once every three months, or more frequently if there have been substantial changes in the condition of work. * The safety officer has a duty to stop any work which he reasonably believes may cause a serious accident and immediately to inform master except when emergency action to safeguard life or the ship is being taken. * To make representations and recommendations to the master and employer about deficiencies relating to health and safety * To keep a record of all accidents and dangerous occurrences. SAFETY REPRESENTATIVES :
On every ship on which more than five workers are employed , the company must make arrangements for the election of safety representatives. The regulation specify that no safety representative may have less than 2 years consecutive sea service since attaining the age of 18 The number of safety rep. Who should be elected will vary to the size of a crew. The following ratios are recommended 6 - 15 crew
1 elected by off. and ratings together
16 + crew
1 elected by the off. and 1 by ratings
over 30 1 elected by the off and 3 by the ratings (i.e. 1 from each from deck, eng. and catering departments, general purpose ratings being included in the deck department) The master must record the election or appointment of every safety representative in writing - this should be either in the official log book or in the minutes of safety committee meeting. Safety reps should :
put forward their views and recommendations in a firm but reasonable and helpful manner be sure of the fact be aware of the legal position be conscious of what is reasonably practicable
SAFETY COMMITTEE :
Once safety rep. have been elected, the company must appoint a safety committee. The committee must be chaired by master. It is desirable that there should be a safety committee on every ship more than five workers, although the statutory requirement only exists on those ships where safety rep. are elected.
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The master must record the appointment of a safety committee in writing - this should be in the OLB or minutes of the committee meetings. It is preferable to appointment as secretary someone other than a safety official, as officials need to concentrate on the discussion rather than on recording it.
Safety committee have a meeting generally on every 4-6 weeks.
PURPOSES :
1. 2. 3.
make the ship a batter working place
finding of the risk assessment and measures for protection in place
any other factors affecting the health and safety of those working on ship 4. details of fire fighting, first aid and other emergency procedures.
DUTIES OF SAFETY COMMITTEE :
to use its best endeavours to ensure the COSWP is complied with to improve the standard of safety consciousness among the crew to make representations/recommendations on the crew’s behalf on health and safety matters to inspect SO’s record to ensure observance and take appropriate action concerning any occupational health and safety matters.
OIL RECORD BOOK (ORB)
Every non tanker of 400 GRT and above , and every tanker of 150 GRT and above must have ORB part I ( Machinery space Operation ). All tankers of 150 GRT and above must have ORB part II ( Cargo/Ballast operation )
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The ORB must be preserved for 3 years after last entry has been made. The ORB must be completed on each occasion, on tanks to tank basis if appropriate, Entries must be fully recorded without delay and each completed entries must be sign by the officer in charge of the operations concerned. Each completed page must be sign by the Master.
Entries include- any movement of oil in to ship, within ship and out of ship.
Entries in ORB- Part I - Machinery space Operation- All Ship:
Ballasting or cleaning of fuel oil tanks Discharging of dirty Ballast or clean water from fuel oil tanks Collection and disposal of oil residue (sludge) Non-automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. Automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. Condition of oil discharge monitoring and control system. Accidental or other exceptional discharge. Bunkering fuel or bulk in lubricating oil. Additional operational procedure or general remarks.
Entries in ORB- Part II- Cargo/Ballast Operation-Tankers:
Loading of oil cargo unloading of oil cargo Internal transfer of oil during the voyage Crude oil washing ( COW tankers only) Cleaning of cargo tanks Ballasting of cargo tanks. Discharging Dirty ballast. Discharging of Clean ballast contained in the Cargo tanks Ballasting of dedicated clean ballast tank. ( CBT tankers only) Discharging of ballast from clean ballast tank. (CBT tankers only) Discharge of water from slop tanks in to sea. Disposal of residual and oily mixtures no otherwise required Condition of oil discharge monitoring and control system. Accidental or other exceptional discharge. Additional operational procedure or general remarks.
For vessel engaged in specific trade
Loading of ballast water. Re-allocation of ballast water within the ship Ballast water discharged to reception facility.
REGULATIONS GOVERNING DISCHARGE OF OIL. Machinery space:
The ship not within a special area. The ship is proceeding enroute The oil content of the effluent without dilution does no exceed 15 ppm. The ship has in operational: 400 to 10,000GRT -an oil filtering equipment.
Above 10,000 GRT - an oil filtering equipment and with arrangement for alarm and automatic stopping any discharge of oily mixture when the oil content of effluent exceed 15ppm.
Tankers:
The tankers is proceeding on a voyage
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The tanker is not within a special area. The tanker is more than 50 miles from nearest land The instantaneous rate of discharge of oil content is not more then 30 litres per nautical mile. The total quantity of discharge is not greater then 1/30,000 of the total quantity of the particular cargo of which the residue formed a part, or in case of existing tankers (before 1980), the total quantity of discharge is not greater then 1/15,000 of the total quantity of the particular cargo of which the residue formed a part The tanker has in operation an oil discharge monitoring and control system and slop tank arrangement.
(Clean ballast and processed bilge water (Max 15 ppm) can be discharged within a special area) Certificate:
International Oil pollution prevention Certificate (IOPP).
Required by non-tankers of 400 GRT or more and tankers of 150 GRT or more Validity 5 years. Can be extended 5 months. Issued by MCA (flag state admin.) or Classification society. Surveys may be carried out by classification society on behalf of MCA. Initial survey must be done by MCA.
Surveys required:
Initial Annual Intermediate Periodic/Renewal.
Must be accompanied by “Record of construction and equipment”.
UKOPP: As above for UK ship on domestic voyages between ports and terminals in the UK.
Oil pollution Insurance Certificate (OPIC)
Issued by MCA. Valid for 1 year and cannot be extended. Required by ships carrying more then 2000 tonnes of persistent oil in bulk as cargo. No surveys required (only proof of insurance cover).
SHIPBOARD OIL POLLUTION EMERGENCY PLAN (SOPEP): Every non-tanker of 400 GRT and above and every tanker of 150 GRT and above must have a SOPEP in the form a manual.
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SOPEP is the summarise flow of chart or checklist to guide the master through the various actions and decisions required in responding to an incident. It should assist the ships crew when dealing with an accidental discharge of oil into the sea. Its primary purpose is to set in motion the necessary actions to stop or minimise the discharge and to reduce its effects on the marine environment. SOPEP is required by regulation 26 of annex 1 of International regulation for prevention of pollution from ship, 1973. Plan must be approved in accordance with this regulation.
The guidelines are comprised of three primary section:
1. 2. 3.
Introduction.
Mandatory provision.
Non Mandatory Provision.
1.
Introduction: Provide general over view of the subject matter and introduce the reader to the basic concept of the guidelines. The plan are expected to be develop by them.
2.
Mandatory provision: To ensure that regulation 26 of annex 1 are met.
3. Non mandatory provision: Provide other information of the plan. Not required by the regulation. May be required by the local port visited by the ship. It provide additional assistant to the Master when responding in an emergency situation. Also provides on guideline on updating and exercising of the plan. Plan must be:
1. 2. 3.
Realistic, practical and easy to use.
Understood by ship personnel and shore personnel. Evaluated, reviewed updated regularly.
Mandatory provision:
1. 2. 3. 4.
Procedure to be followed by the master or other person having the charge of the v/l to report an oil pollution incident. List of authorities person to be contacted in the event of an oil pollution incident.
A details description of action to be taken immediately by persons onboard to reduce or control the discharge of oil following the incident.
Procedure and point of contact on the ship for co-ordinating ship board activities with national and local authorities in combating the pollution.
Coastal state report: convention require that the nearest coastal state should be notified of actual or probable discharge. This required to ensure that coastal states are informed without delay of any incident giving rising of pollution, or threat of pollution of marine environment, as well as of assistance and salvage measures, so that appropriate action may be taken.
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Actual discharge:
1.
Or
2.
A discharge of oil due to damage to the ship or its equipment or for purpose of securing the safety of a ship or salving life at sea. Discharge during operation of the quantity or instantaneous rate permitted under the present convention.
Probable discharge Plan should give the master, guidance to evaluate a situation which, not involving actual discharge, would qualify as a probable discharge and thus report. Report should be made in the following factors:
1. 2. 3. 4.
Nature of damage, failure or breakdown of ship, machinery equipment. Ship location and proximity of land or other navigational hazards. Weather, tide, current and sea state. Traffic density.
List of person to be contact:
1. 2. 3.
Coastal state control. Port state control.
Ship interest contacts.
Guideline to steps to control discharge:
1. 2. 3. 4.
Operational spells Pipe line leakage. Hull leakage.
Tank overflow.
SOPEP-SUMMARY FLOW CHART: DISCHARGE OF OIL Probable or actual
ASSESSMENT OF THE NATURE OF INCIDENT
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ACTION REQUIRED *Alert crew members *Identify spill source *spill assessment
REPORTING
ACTION TO CONTROL DISCHARGE
By Master and / or designated crew member
Measure to minimise the escape of oil threat to the marine environment
WHEN TO REPORT
NAVIGATIONAL SEAMANSHIP
All probable and actual spills
MEASURES
MEASURES
*By quickest means to coastal radio station
*Alter course/position
*Safety assessment
*Designated ship movement reporting
and / or speed
and precaution
station or
*Change of list and/or
*Advice on priority
*Rescue Co-ordination (at sea)
trim
countermeasures/
*By quickest available means to local
*Anchoring
HOW TO REPORT
authorities
*Setting aground Initiate towage
WHO TO CONTACT
preventative measures *Damage stability & stress considerations
Assess safe Haven
*Nearest coastal State
requirements
*Harbour and terminal operators (in port)
Weather/tide/swell
*Ballasting / deballasting *Internal cargo
*Shipowner’s manager/P & I insurer
forecasting
transfer operations
*Head charterer; cargo owner
*Slick monitoring
*Emergency ship to
*Refer to contact lists
*Record of events and
Communications taken
ship transfer of cargo
and / or bunker
WHAT TO REPORT
*Set up shipboard
*Initial report
response for:
*Follow-up reports
-leak sealing
*Characteristics of oil spilled
-Fire fighting
*Cargo/ballast/bunker dispositions
-Handling of
*Weather and sea conditions
shipboard response
*Slick movement
equipment (if avail)
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*Assistance required
-etc.
-salvage -Lightening capacity -Mechanical equipment
STEPS TO INITIATE EXTERNAL RESPONSE
-External strike team
* Refer to coastal Port State listings for local
-Chemical dispersant / degreasant
assistance * Refer to ship interest contact list External clean-up resources required
Q:
GARBAGE MANAGEMENT PLAN.
Every ship of 400GRT or more, and every ship certified to carry 15 persons or more shall carry a GMP. It should be written in working language of crew and must be in accordance with IMO guidelines. Each GMP will be individual to a particular ship.
It must include written procedure for:
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Designated person in charge of carrying out the plan Procedure for collecting garbage
Procedure for separating garbage
Procedure for processing garbage Procedure for disposing garbage
GARBAGE RECORD BOOK
Every ship of 400GRT or above, every ship certified to carry 15 persons or more engaged in voyage to port or offshore terminals under jurisdiction of other parties to the convention must maintain a GRB.
Entries can be made both in the official language of the flag state administration and English or French. Each entries shall be signed by the officer authorising the operation. Each completed page signed by the Master. It must be preserved for 2 years after the date of last entry.
Master shall obtain receipt from the operator or the port reception facilities, or from the master of the ship receiving the garbage. The receipts or certificates must be kept onboard the ship with GRB for 2 years.
Columns in the GRB include:
Date / time Position of the ship Estimated amount discharge into sea Estimated amount discharge to reception facilities Estimated amount incinerated Certification/Signature.
For the purpose of the GRB, garbage is grouped into categories, e.g.
1. 2. 3. 4. 5. 6.
Plastics Floating dunnage, lining or packing material Ground down paper products, rags. Metal, bottles, crockery, etc. Unground paper products, rags, metal, bottles, crockery, etc. Food waste Incinerated ash.
PLACARDS (GARBAGE)
Every ship of 12m or more in length overall shall display placards which notify the crew and passengers of the disposal requirements. These should be official language of the flag state administration.
GARBAGE DISPOPASL REGULATIONS
Outside special area
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No plastic may be disposed off anywhere Dunnage, lining and packing materials which will float may be disposed off 25 nautical miles or more from the nearest land Unground or uncomminuted food waste and all other unground or uncomminuted garbage including paper products, rags, glass, metal, bottles, crockery and similar refuse may be disposed off 12 nautical miles or more from the nearest land. Ground or comminuted food waste and all other ground or comminuted garbage including paper products, rags, metal, bottles, crockery and similar refuse may be disposed off 3 nautical miles or more from the nearest land.
Inside special areas:
No garbage other than food waste may be disposed off food waste may be disposed off, without grinding or comminution, only where disposed is as far as practicable, and no case less than 12 nautical miles from the nearest land In wider Caribbean Region, food waste comminuted or ground may be disposed off 3 nautical miles or more from the nearest land.
Within 500m of fixed or floating Platforms:
The disposed into the sea of any garbage from a ship which is a fixed or floating platform engaged in exploration, exploration and associated offshore processing of seabed mineral resource, or from any ships alongside or within 500m of such a platform, is prohibited provided that food waste which have been comminuted or ground may be disposed off into sea from such platform or ship if the platform in the question is more then 12 nautical miles from the nearest land.
(comminuted means able to pass through 25mm opening of a screen.)
COMPASS Q: Why do you correct a compass?
A: As because the compass is most reliable equipment, which need not any power. In case of gyro failure compass can be used to steer the vessel for reach the next port.
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Q: Order of placing correctors?
A: The correct order of placing the correctors is as follows.
1.
Flinder’s Bar The Flinder’s Bar acts a bit like a sphere forward of the compass bowl. It also affects heeling error, and can be magnetised with the fore and aft and the athwartships magnets. The heeling error magnets often induce poles in the top of the flinder’s bar, causing coefficient Permanent B. It is important that the Flinder’s Bar is positioned before the spheres, and all the permanent magnets.
2.
Spheres The spheres cause (and help to correct) heeling error and are affected by the permanent magnets. It is important that the spheres are positioned before the permanent corrector magnets are finally placed.
All soft iron correctors should be in position before final adjustment of the permanent corrector magnets. 3. Heeling error magnets. The heeling error magnet causes Coefficient Permanent B by inducing the Flinder’s Bar, so it is important that the heeling error magnet is positioned before the horizontal fore and aft corrector magnets.
4 & 5. The fore and aft magnets and the athwartship magnets are done last and can in any order. It is probably best to correct the larger of the two coefficients first which steadies the card and makes the other correction easier to do. Coefficient B is usually the larger so the fore and aft magnet is usually positioned before the athwartship corrector magnet.
Q: When will you adjust compass?
A: Magnetic compasses should be adjusted when:
a) b) c) d) e)
they are first installed;
they become unreliable;
the ship undergoes structural repairs or alterations that could affect its permanent and induced magnetism. electrical or magnetic equipment close to the compass is added, removed or altered; or
a period of two years has elapsed since the last adjustment and a record of compass deviations has not been maintained, or the recorded deviations are excessive or when the compass shows physical defects.
Q: Ship laid up for what will you check before a swing?
A: Before swing the v/l I will check:
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1. 2. 3. 4. 5. 6. 7.
The vessel must be upright and all derrick, cranes, boats, etc. should be in their seagoing position.
Test the compass for friction by deflecting it slightly with a magnet and see that it returns to its original position, without sticking. This is best done by taking the bowl ashore. Check the lubber line for fore and aft accuracy Check the accuracy of the azimuth mirror
All movable gear near the compass must be in the seagoing position. No loose metal should be near the compass. If spare corrector magnets are being used, they must be placed as far away from the compass as is reasonably possible. No ship within the 3 cables
Soft iron correctors should be tested for retained magnetism by rotating the spheres and end for ending the top piece of flinders bar. Residual magnetism may be removed by annealing ( heating to 700° and cooling slowly).
Q: What happened to compass once it is corrected?
A: It becomes more reliable.
Q: You have join a ship, where you will get information regarding compass and correctors?
A: Deviation card.
Q: Why wooden pieces under flinders bar?
A: To keep the top of the flinders bar above the level of the compass magnet.
Q: What is VFI? How to use it?
A:
Q: What would you expect the compass adjuster to check?
A:
Q: When flinder’s bar up set?
A:
Q: How will you checked flinder’s bar and kelvins ball become a semi permanent magnets?
A:
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Q: What is the normal position of kelvin’s balls?
A: In the centre of the track, equidistant from the compass bowl on either side.
Q: What is directive force?
A:
Q: When to lower and rise the heeling error bucket?
A:
Q: What is ship multiplier? A: Difference between directional force at ship with spheres and directional force ashore is called ships multiplier ( 2 ).
Q: Your Company is going to take over a new ship, there are lot of electronic equipment to be fitted in the bridge, how you make sure this equipment are correctly positioned?
A: Check the compass safe distance on each equipment, place as far away but not less than the quoted safe distance by maker’s.
Q: How these equipment are going to influence the compass?
A: By creating a magnetic field.
Q: Which Certificate covers compass?
A: Safety Equipment Certificate. ( Makers name, Serial no. etc.)
Q: How do you find magnetic heading after taking bearing from 8 heading?
A: Take the bearing from 8 different heading (N, NE, E, SE, S, SW, W, NW) add them together then divided 8.
Q: How do you put corrector for adjusting coeff. B and C
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A:
For Coefficient +B, Corrector red to the Fwd. For Coefficient
-B, Corrector blue to the Fwd.
For Coefficient +C, Corrector red to the starboard. For Coefficient
Q.1 :
-C, Corrector blue to the starboard.
What ship certificate would you expect to find on:
a) b) c) d)
a 1590 GRT mini-bulker?
a 900 GRT oil-rig supply vessel carrying bulk brine? a 15000 DWT chemical tanker?
a 200000 DWT crude oil tanker built in 1980? c) a large cruise liner?
A:
Common : COR, SCC, SEC, SRC, IOPPC, ILLC, ITC, DOC, SMC, SMD.
a) b) c) d) e) Q.2 :
Same as common
International pollution prevention cert. for the carriage of noxious liquid substance in bulk COF
OPIC
COR, PSSC, IOPPC, ILLC, ITC, DOC, SMC, SMD
a) In what circumstances must you send a navigating warning? b) Who must you to address to?
c) A:
a) 1. Dangerous Ice
b) c) Q.3:
By what means must you transmit it?
2. 3. 4. 5.
Dangerous derelict or other direct danger to navigation. Tropical storm.
Subfreezing air temperature plus gale force winds causing severe ice accretion. Wind > force 10 for which have no warning.
To ships in the vicinity and nearest CRS.
By every means of ship communication system.
What is the different between an IMO-adopted an unadopted Traffic Separation Scheme?
A: IMO-approved schemes are adopted. They come into force 6 months after adoption. Rules for navigation in these schemes are as per COLREG rule 10. Unapproved schemes may lie totally in national waters and are unadopted. Rules for navigation in these schemes may differ from rule 10.
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Q.4:
a) Where do you find a list of all TSS, both adopted and unadopted? b)How can you ensure that this list is up-to-date? c)In what other publications is information published about TSS?
A:
a)
b) c) Q.5: take?
Annual Notice NO. 17 in the annual summery of Notice to Mariners. Unadopted scheme are marked in the list within asterisk. By correcting it from Weekly notice to Mariners
Rule 10; Mariner’s Handbook; Ship’ routing; Routing chart (e.g. 5500); Annual Summery of Notice to Mariners; Pilot Books; Weekly Notice to Mariners.
After abandoning your ship during a major fire, and having been rescued by another ship, what action you would
A: I would request the rescuing ship’s master to cancel the May day and send a navigational warning (e.g. if my ship was still burning and NUC). I would make a tally of survivors and report to the coastguard. I would report to owners and MAIB a.s.a.p. (through the coastguard if necessary.) I would request owners to notify the agent at the original port of destination, as well as charterers and receivers. I would inform the P & I club’s correspondent at the port where the rescuing ship takes the survivors. I would prepare reports for owners and MAIB. (The P & I club and charterers may also want copies.)
Q.6: What action would you take if, on joining a ship that was not due for its Safety Equipment survey for another six months, you found that some aspect of the lifesaving or fire fighting appliance were not in good order?
A: Either make good the defects before sailing or apply to MCA for a general inspection and get MCA’s written approval to sail. Unless defects are serious enough to warrant detention, MCA will probably issue a letter of compliance.
Q.7:
When you must steering gear be tested?
A: The Master must, within 12 hours before departure of the ship, cause the steering gear to be checked and tested so as to ensure that it is working satisfactorily. In the case of ship regularly making more then one voyage a week to or from the same port a check and test of the steering gear need only be made once in that week unless a part of the steering gear or its control system has been eliminated or changed since the last test. Emergency steering gear must be tested at least every 3 months.
Q.8: While on a 1-year Time Charter, running between the Persian Gulf and Japan, your Safety Equipment Certificate becomes due for renewal in one month’s time. What action would you take?
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A:
Q.9:
1. Inform owner to arrange surveyor.
2. 3.
Keep everything presentable to the surveyor. Inform agent.
a) What purpose of an OPIC certificate?
b) c)
When it is to be produced by a master? How is an OPIC certificate obtain?
A: a) To certify that there is in force in respect of the ship a policy of insurance or other financial security satisfying the requirements of Article VII of the international Convention on Civil liability for Oil Pollution Damage 1969 (the CLC).
b) c)
Q.10:
On arrival at and departure from any port or terminal, to Customs (in UK) or any state or harbour official requesting it.
By application of the owners to MCA London Regional Marine Office (Orpington, Kent), enclosing documentary proof that an insurance policy exists. Proof is normally shown by a blue certificate issued by the owners P&I club.
What OLB entry must be made on the change of Master?
A: 1. The off-going Master should make an entry (Entry no. 4) in the narrative section to the effect that he has delivered to me (in coming master) all documents relating to the ship and the crew, and both he and I would sign this entry. 2. I would add my name and certificate number to the list on the front cover.
Q.11:
Who would you inform after:
a)
spilling bunkers in a foreign port? b) sustaining collision damage at sea in way of a bunker fuel tank?
A:
a) Coastguard ; Agent ; owner ; P & I club ; MAIB ; Port authority.
b)
Coastguard : Owner ; P & I club ; MAIB ; Classification society ; Charterer.
Q.12:
What are the contents of an International Tonnage Certificate?
A:
Ship’s particulars; Length; breadth and Moulded depth; Gross tonnage and net tonnage.
Q.13:
What survey or inspections are required by Load line legislation?
A:
1. Initial
2. 3. 4.
Annual
Intermediate periodic
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Q.14:
What items come into the scope of the load line periodic inspection?
A:
1. Load line mark
Q.15:
2. 3.
Ship’s structures and fitting for water tight integrity (hatch way, side opening, vents, air pipe, freeing ports) Crew protection.
What is a classification Society?
A: An international Classification society has been defined as an independent, non-profit distributing organisation which develops and updates adequate publish rules, regulations and standards for the safe design, construction and periodical maintenance of ship which are capable of trading internationally, and implements these on a world wide basis using its own exclusive staff.
Q.16:
What is the purpose of ship classification?
A: It is a requirements of hull and machinery insurance, P & I clubs, ships financiers and cargo insurers. It also useful in sale and purchase
Q.17: What are you legal obligations on receiving a May Day signal from a nearby ship?
A: SMC.
Acknowledge received of message and proceed with all speed for assistance, and if possible inform parties and
Q.18:
a) When are you released from SAR/distress obligation? b) What OLB entries must be made concerning distress signal?
A: a) 1. On learning that my vessel is not requisitioned and or more ship have been requisitioned and are complying with the requisition. 2. Being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary.
Q.19:
What SOLAS certificate would you expect to find on your next ship?
A:
1. PSSC.
2. 3. 4.
SCC. SEC.
SRC.
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Q.20:
What action would you take regarding a seaman who was drunk:
a)
On duty? b) Off duty?
A: a) Ensure the safety of the ship, personnel and the seaman himself. Remove him from the duty and substitute another. Sober him up. Discipline him in accordance with the MN Code Conduct, if applicable.(was he drunk enough to jeopardise safety of ship and personnel?) The offence may justify dismissal. b) Ensure safety of the ship, personnel and seaman himself. If no threat to safety, take no action beyond an informal caution unless company’s, charterer’s or ship’s rules prohibit alcohol. Perhaps give a D & A test before he starts work again.
Q.21:
a) Under what circumstances would you note of protest?
b)
How would you note of protest? c) What is meant by ‘extending Protest?
A: a) After every case of General Average; after wind and/or sea conditions have been encountered which may have damaged cargo; after wind and/or sea conditions have been encountered which caused failure to make a cancelling date; after cargo is shipped in a condition likely to deteriorate during the forthcoming voyage (also, Bs/L should be appropriately claused after consultation of with the shipper and P & I correspondent); after the ship has been damaged from any cause; after a serious breach of the C/P by the charterer or his agent (e.g. undue delay, refusal to load, cargo not a sort allowed by the C/P, refusal to pay demurrage, refusal to accept Bs/L after signing because of clausing by master, sending vessel to an unsafe port, etc.); after the consignee fails to discharge or take delivery of the cargo or fails to pay freight. b) Go to notary public, or other appropriate person with one or more witnesses from the crew who have knowledge of the facts. Take Official log book, deck log and all other relevant information surrounding the event being protested. Make sworn statement before notary, who entries it register of protests. Obtain at least 3 certified copies of protest ( owners, adjuster and ship’s file). Pay fee (master’ disbursement) and obtain receipt. c) * Since it is often impossible to ascertain the full extent of loss or damage at the time of noting of protest, an extended protest should be made when the relevant facts have come to light, which may be, for example, when a surveyor’s report has been received. It therefore necessary at the time making original protest to ‘reserved the right to extend the protest at the time and place convenient’. * The extended protest document will always be required by an average adjuster when prepare a general average statement. * Although it is good practice to always extended protest, in the UK it is not legally necessary in order to safeguard owners’ interest.
Q.22:
Under what circumstances would you write a letter of protest?
A: When cargo is being loaded too fast or too slow; when stevedores are damaging ship or mishandling ship’s equipment; when wash from harbour craft is causing problems for ship; when cargo specification is ‘wrong’. When there is discrepancy between ship’s and shore cargo figures; when berth or fendering arrangements are inadequate; when longshoremen/dockers are misusing ship’s equipment and ignoring duty officers’ advice; when passing vessels cause ranging, wash damage, etc. whilst loading / discharging; in any other sitution where the master wishes to formally record his dissatisfaction with arrangement over which the other party has some control.
Q23:
What are the offence for which a UK master could be fine up to £ 50,000 on summary conviction?
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A:
1. Concealing British Nationality.
2. 3. 4. 5. 6. 7. 8. 9.
Causing a ship to appear to be British
Failing to render assistance to other vessel following a collision. Ship dangerously unsafe in UK port
Disobeying “Section 137” government directions following a shipping casualty. Entering or leaving UK port or terminal without a valid OPIC Leaving UK port in contravention of a Detention Order
Carrying passengers in excess of the number of permitted by the passenger certificate Proceeding against the traffic flow in a traffic separation scheme.
Q.24: What is the difference between summary conviction and conviction on indictment?
A: Summary of convection is a convection by magistrates in England or Wales, or a sheriff in Scotland, following a trial in which summary procedure is used. There is no jury, and the judge(s) decide questions of fact and law; their sentencing power are limited. It is used mainly for minor offences. Convection on indictment is for more serious offence. The convection is by a jury ( of 12 in England or Wales, or 15 in Scotland) who decide questions of fact, while the judge decides question of law only. Fines may be unlimited but prison terms are limited.
Q.25 : What reports would make if you lost a container-load of chemical in drums overside in bad weather ?
A:
Navigational warning
Q.26:
What is the procedure for reporting to custom on arrival in a UK port from aboard ?
A:
1. Form c.13 to submit - Master’s declaration-at least 2 copies
2. 3. 4. 5.
c.142 - crew declaration-2 copies
submit a cargo declaration, either on the c.13 or by a cargo manifest, IMO form or computer disk (with custom approval) attach form PAS 15(arr) passenger return if any passengers on board have several copies of the current crew list ready.
Q.27:
When are light dues paid, and on what basis are they calculated ?
A:
for outward clearance and on the basis of net tonnage.
Q.28 : Before offering to tow a disable ship, what factors would you consider ?
A:
A vessel requiring a tow is not necessarily in distress. I would therefore carefully consider
1. 2.
whether the contract of carriage (as contained in c/p or b/l) gives me liberty to tow
whether I have sufficient bunkers and/or fresh water on board for the tow, and whether sufficient reserves can be maintained, throughout and after the tow
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3. 4. 5. 6. Q.29:
whether there is a possibility of missing a cancelling date under the c/p
whether the nature of my cargo permits a lengthening of the voyage (which is especially relevant aboard a refer) whether my v/l’s machinery is of adequate power and in good enough condition for towing
whether the value of the v/l requesting the tow, plus her cargo, is likely to be of sufficient value to merit a salvage service by my ship
a) In what circumstances might an Interim Certificate of Class be issued?
b)
What are the contents of an Interim Certificate of Class?
A: a) When a Classification society surveyor can confirm to his society’s committed that repairs or surveys have been carried out to his satisfaction, and that he consider the ship to be in a fit and efficient condition to continue her voyage.
b) A summery of class and statutory surveys held or work carried out, with status (e.g. complete); the date of completion of the survey or work (for the class record); a list of any items credited for the hull and/or machinery special survey; the survey’s recommendation to his society for continuance of class; any condition of class imposed; any condition of class deleted; surveyor’s signature, port and date.
Q.30:
What action would you take if a consignee failed to produce an original bill of lading at the discharge port?
A: Where the party claming to be the rightful receiver request delivery of his goods but can not produce an original bill of lading ( perhaps because of a delay in the mail, or because of a theft of documents from his office) I would instruct the agent to inform the receiver so that no cargo can be discharge until either; 1) an original bill of lading can be presented; or 2) an acceptable letter of indemnity (LOI) is given by the receiver.
Q.31:
What must a shipper make available before you load dangerous goods:
a) b)
in bulk liquid form? in package form?
A: A dangerous goods Declaration or a marine pollutants declaration as appropriate. A combined declaration is allowed. The declaration can be made on a dangerous goods/Marine Pollutants note.
Q.32:
a) What are difference between dangerous goods and marine pollutant?
b)
Where would you find a list of all recognised ‘marine pollutants’?
A: b) In the IMDG code. They are indicate by the words ‘Marine Pollutant’ and a symbol of a triangle containing a fish, with an overlaid cross.
Q:.33:
a) There is no section in the ORB specifically for recording bunkering operation. where would you record these?
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b) c) A:
Q.34:
Where must Master’s signature appear in the ORB? For how long must an ORB be kept on board?
a) Part-1, Section-H. concern additional operations procedures and general remarks.
b) c)
At the end of each page.
3 years from last entry made.
a) who can demand to see your Official Log Book? b) How would you correct an erroneous entry in the OLB?
A a) To the RSS; an MCA Superintend ; a proper officer; an MCA Surveyor; or a custom officer. In practice I would show it also to any foreign state or harbour official who demanded to see it, because local law may require this. b) With a further entry. I would leave the incorrect entry as it is and make a new entry referring to the mistake, e.g. “ In previous entry , for smith read Jones”
BUOYS and ROR.
Q:
Your vessels Heading south and you see a south cardinal buoy on your right a head what is your action?
A:
1. Stop Engine.
Q:
2. 3. 4. 5. 6. 7.
Take her all way off. Echo sounder on
Check the position of buoy on chart. Check your position.
Make a full appraisal of the situation. Decide the best course of action.
How a new danger marked?
A: One or more cardinal or lateral buoy. If the danger is gravid one of the buoy will be duplicated. One of those will have rackon with mores “D” with the signal length 1 (one) NM (at least) on radar PPI. Light on the buoys must be quick or very quick.
Q:
If you see a white light on night time what it could be?
A:
1. Astern light of a vessel.
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2. 3. 4. 5.
Life raft light.
Vessel less then 7 meter long and whose maximum speed should not exceed more then 7 kts. Vessel less then 50 meter long at anchor. Vessel under ores.
Q:
Where is special mark buoy used?
A:
1. Channel within the channel.
2. 3. 4. 5. 6. 7.
Recreation zone.
Ocean data accusation system. Firing area.
Traffic separation scheme. Spoil ground.
Cable and pipe line area.
Q:
What is the other name of a safe water buoy ?
A:
1. Mid channel buoy.
2. 3.
Fairway buoy.
Landfall buoy.
Q:
Fog bank ahead-Action?
A:
General:
1. 2. 3. 4. 5. 6. 7.
Inform engine room and SBE. Reduce speed to safe speed. Check navigation light. Post extra lookout. Start fog signal.
Start radar plotting. Man on the wheel.
Operational:
1. 2. 3.
Close water tight door.
Order silence on Deck.
Open bridge wings door.
Navigational:
1. 2. 3.
Check the position of last visual object.
Increase the fog signal frequency in near coastal water. If shallow water put echo-sounder on.
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Q:
On the fog you just switch on the Radar, you found a target on the PPI just 3 miles right ahead, action?
A:
1. Stop Engine
2. 3. 4. 5.
Take her all way off.
Start radar plotting.
Complete radar plotting.
Find out best course of action.
Do not alter course before competing radar plotting as because this is a scanty radar information.
Dry docking.
Q:
What is Dry dock procedure?
A:
Before Docking
Make a repair list. Contact with dry dock authorities
agreed draught and trim. (upright with small trim)
supply ships plan, including shell expansion plan showing position of appendages, inlet, discharge, echo sounders, projecting logs, bilge keels, propellers, etc., Cargo plan if any cargo on board, Any available plans from previous dry dock which might be useful. confirm whether the dock is graving or floating dock, whether side shores or bilge block will be used. Confirm the facilities are supplied - toilets, fire main, telephone etc. Rig fenders as necessary.
Calculate stability condition (particularly for critical instant). Minimise free surface and secure moveable weights. P= (COT X MCTC) / LCF, {P = Reduction of TMD X TPC} Virtual loss of GM = ( P X KM ) / W COT= ( W X D ) / MCTC.
If possible empty fore and aft peak tanks ( unsupported weights increase hogging stress) Lower derricks and cranes and ensure hatches closed.
After Docking
Secure two means of access/escape ( eg. Gangway port forward and starboard aft) Takes sounding of all spaces and record result. Establish shore connection for telephone, fire line, domestic water, electric power. Secure earth return line.
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Clarify responsibilities between ship and shore (eg. Watchman, fire patrols) Arrange sanitation/toilets/waste disposal. Close/plug scuppers, overboard discharge, etc. Safety store (chief mate office) any bottom plug removed.
Before Flooding Dock Q:
Take sounding of all spaces and compare with soundings on entry ( if any difference, re-work stability condition for critical instant). Check all plugs back in place. Ensure all staging removed. Disconnect all utilities. Remove gangways. What is critical instant?
A: As the water is pumped out the vessel’s trim will reduce until the ship lands fore and aft on the blocks. The instant before this happens is known as the CRITICAL INSTANT.
Q:
What is critical period?
A: The interval of time between the vessel touching the blocks aft and landing fore and aft is known as the CRITICAL PERIOD since the vessel is losing stability throughout this period.
Q:
What precaution you would take while Docking with Cargo?
A: 1. Leave some water in the dock so that the vessel is still displacing water, thereby reducing the upthrust from the blocks. 2. Increase the number of lines of blocks supporting the vessel so as to spread the load. ( N.B. Blocks should always be laid in line with longitudinal bottom giders).
Q:
What is Declivity?
A: The declivity of the drydock is the slop of the bottom of the dock towards the entrance ( this assist in the drainage of the dock).
Lifeboat Launching Procedure
Launching of Lifeboats:
Launching of lifeboats must be carried out in accordance with the launching procedure trained during boat drills: 1.
Check harbour pins removed.
3.
Pass out toggle painter and make fast forward on the ship.
2. 4.
Insert drain plugs.
Lower embarkation ladder.
141
5.
Ensure winch handle is not engaged.
7.
Release gripes, ensure lashing wires are clear.
6.
Check tricing pendants secure and bowsing tackles ready.
8.
With great care lower life-boats to embarkation deck by manually lifting the brake operating lever. Do not let the falls over-run. Tricing pendants are not strong enough to carry the weight of the boat.
9.
Rig bowsing tackles; ensure fee ends are secured inside the boat.
10.
Release tricing pendants together.
11.
Inform the bridge that life-boat ready.
12.
Passengers and crew to embark. Ensure everyone is sitting down. Hands and arms must be kept inboard.
13.
Ease the life boat out from the ship’s side with the bowsing gear, and then release bowsing gear.
14.
When ordered, lower away. Brake to be fully open.
15.
When the lifeboat is afloat, release fall blocks, take care to avoid the swinging blocks.
16.
Embark the launching party and let go the toggle painter.
17.
Get the lifeboat away from the ship; keep a good look out for any survivors in the water.
In motor lifeboats the engine is started on order from the boat Incharge.
1
2
3
4
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5
6
Some of the additional precautions that have to be taken when lowering/embarking on to the lifeboat:
All crew should be wearing life-jackets.
No one should stand between the falls and the boat ends.
If available fenders should be rigged on the outboard side of the lifeboat. Persons in the boat should grasp the lifelines, in addition to working the painters or boat-rope if necessary.
The painters or the boat rope should be kept taut when lowering the boat to the water line, to prevent the boat from surging.
The after block should be cast off first in a tideway to prevent the boat from broaching to. ‘Broaching-to’ is the term used for turning violently, heeling over and getting flooded.
The forward block is then cast off as the boat is making a slight headway.
When lowering the boat in heavy weather/ heavy sea – the boat should be lowered on the crest of the wave. When the boat slides to the succeeding trough, her falls are automatically slackened by the boat’s weight. On rising to the next crest they are amply slack for rapid unhooking.
Note when performing all the three points above, the painters should always be kept taut so that the boat does not get swamped away and remains alongside directly under the boat davits.
Boat hooks/ oars are kept ready to shear away the boat from the shipside the moment it is cast off. The boat is then manoeuvred to safety away from the sinking vessel.
Though when practising drills, the ship is stopped and not moving it must be kept in mind that the boats could also be
lowered and launched when the vessel is underway. The maximum speed of the ship should not exceed 5 knots and the launching crew should be suitably trained for the same.
Lifeboat Recovery Procedure
Recovering of the rescue boat and life boat
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1.
The boat is manoeuvred under the hooks/blocks. Two men must be ready to catch the hooks and prevent anybody
2.
The boat is connected to the falls, fore and aft, simultaneously.
3. 4. 5. 6. 7. 8. 9.
from being hurt by the blocks.
Hoisting of the boat is started immediately after the boat has been connected. The engine is stopped.
Once partial weight of the boat is taken by the floating blocks, hoisting is stopped. The swivels are turned to remove any twists in the falls.
Once the crew is properly seated in the boat holding on to the lifeline, hoisting is resumed. The boat is hoisted to the yard arm of the davits and the tricing pendants are fastened. The boat is lowered until it levels with and is pulled tight to the boat deck. The crew and possible passengers leave the boat.
10. The boat is hoisted into its stowed position and secured. The boat must rest on the chocks and the weight to be taken up by the hooks on the davit head.
11. The drain plugs are removed and the equipment is cleared up and properly stowed.
12. It may not be possible to hoist a fully laden life boat other than a rescue boat as the hoisting winch may not be designed for this purpose.
(Normally the Life boat recovery appliance winch motor is designed to raise the boat from the water with its complement.
For the Rescue boat this is the weight of boat + weight of 6 persons but for a Life boat this is the weight of boat + weight of 2 persons. Refer to davit manufacturer's manual for exact details on winch motor)
144
Following is another example for ships where lifeboats are fitted with recovery arrangements. LIFEBOATS: LAUNCHING AND RECOVERY Launching procedure: 1
Stowed position. Gripes on, recovery pennants lightly lashed up and hanging off strops secured out of way.
After embarking all boat occupants, the gripes are released and the boat swung out and lowered.
Before any further action the painter must be passed out and adjusted so as to be tight (but not taking weight from the falls) by the time the boat reaches the water’s edge.
2
Lowering: the boat is lowered, with occupants, to the water. In enclosed boats, control of the lowering can also be by
3
Release: once waterborne, the boat is released from the falls.
the remote arrangements rigged to the boat.
Once the hooks have cleared, the falls should be raised by staff on deck to a position where the recovery pennants make a bight at a height suitable for engaging in the lifting hooks. As the falls are pulled clear each stopping parts and the pennants will fall clear to their full extent.
After disconnection the painter is released and the boat can be taken away.
Immediately on clearing the ship the release gear on the boat must be reset at both ends of the boat and checked for correct positioning.
Recovery procedure: 4
5
Connection. On return of the boat to the falls the boat is positioned beneath the falls.
A seaman should be detailed to connect to pennants at each end of the boat. This operation is carried out by
In the case of releasing types of hook, these must be thoroughly checked prior to this operation to ensure that
grasping the bight on either side and placing it in the hook.
they are correctly set in readiness for taking weight. Persons making this check must be fully conversant with the settings of the releasing gear.
Hoisting: when the boat has been connected preparations are made for hoisting.
When the coxswain is assured that both ends of the boat are satisfactorily connected the signal should be passed to the responsible person on deck to commence hoisting. During the hoisting operation, all occupants should be seated in the boat and, where provided, seat belts should be fastened.
2
Boats which are fitted with on-load release gear will suspend the hoisting operation as soon as the boat comes clear of the water. A thorough check of all hooks and associated gear will be conducted to ensure the boat is properly connected. Once verified the hoisting can continue.
It may not be possible to hoist a fully laden life boat other than a rescue boat, as the hoisting winch may not be designed for this purpose.
(Normally the Life boat recovery appliance winch motor is designed to raise the boat from the water with its
complement. For the Rescue boat this is the weight of boat + weight of 6 persons but for a Life boat this is the weight of boat + weight of 2 persons. Refer to davit manufacturer's manual for exact details on winch motor).
Once the falls are hoisted “two blocks” to the davits the effect on continued hoisting will be to luff the davits inboard. This swings the boat alongside the deck where occupants can be disembarked.
Re-stowing procedure 6
Hanging-off. After disembarking all occupants the boat is ready for hanging off.
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7
The boat is lowered back to a position where the hanging-off hanging off wires can be attached. The wires, having been released from their stowage, are connected to the hanging-off hanging off lugs at each end of the boat. The weight of the boat is then transferred from the he falls to the wires.
Re-stowing. The nylon recovery pennants are taken off the lifting hooks. The falls are lowered back and the chains
connected. Care must be taken when lowering or overhauling falls without load to avoid riding turns on the stowage drum. m. When taking up on the wires care must be taken to ensure they are correctly aligned on the drum for even
positioning between forward and after falls. This operation is best done by manual winding.
After re-connecting connecting and transferring the weight of the boat back to the falls, the hanging-off off wires should be disconnected from the boat and re-secured secured in their stowage positions.
The boat is re-stowed stowed in the davits and the gripes applied and tightened. Care should be taken to ensure that the boat is correctly ly stowed against any chocks designed to prevent movement in a seaway and that the hull of the boat is not likely to sustain damage from incorrect alignment of gripes.
146
1. Boat
stowed
embarkation position. Recovery
pennant
tightly lashed up.
Hanging-off
in 2.
Boat loaded, swung out and lowered to water
strop
3.
Boat released Falls heaved up
to place recovery pennants
in
position for boat’s return.
147
4.
Boat returns. Connects to recovery pennants (in hook)
148
Boat hauled up to “Two Blocks”. Davits luffed inboard to place boat alongside deck for disembarkation
5.
Hanging off strops connected, boat lowered back so as to transfer weight from falls
6.
7.
Recovery pennants disconnected, falls lowered to re-engage chains. Boat re-housed on embarkation / stowage position
149
150
Example of Launching a Free-fall Lifeboat: Freefall Lifeboat OUTLINE 1.
The davit and the winch are equipped at the stern of the depot ship. In the event of an emergency occurred, the crew members on the depot ship board from the boat storage position and the boat can be lowered for their escape. In addition, it is possible to launch the boat using the boat fall as an auxiliary launch device.
2.
The davit consists of accessories included a slide track, davit arm, step, a suspension, a hydraulic cylinder a lashing
3.
The winch consists of reduction gears, a hydraulic brake device, and a hydraulic motor.
4.
device.
concerning boat lowering and launching, the boat is designed to allow a free fall by operation from the boat, as well
as launching by hydraulic actuation by operation from the depot ship. The boat launching by free fall allows the crew members to escape fro the depot ship quickly. In addition, launching by hydraulic actuation allows the boat to stop at
5.
any position.
The boat is hoisted by the hydraulic winch and the boat to the specified position and the boat is stored by the hydraulic cylinders.
151
PREPARATION BEFORE LAUNCHING 1.
LAUNCHING OPERATION
Check to ensure that there is no obstacle in the boat fall path.
152
Caution At all times maintain a condition in which
there
If any obstacle exists, it may cause an
accident.
obstacles so as to launch the boat
2.
Remove the lashing line
3.
Check to ensure that the lashing plate has been released.
quickly.
are
no
The lashing plate will automatically be released if you release the lashing lines. If the lashing plate is not released, release rele it manually using a nylon rope.
153
4.
Check to ensure that the drain of the boat is closed.
(Operate in accordance with the boat operation manual.
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LAUNCH BY FREE FALL 1.
The operator check to ensure that preparation of the boat launching has been made without fault.
3.
The operator boards the boat last, and will close the hatch from within.
2.
The crew members board the boat from the rear hatch.
4.
The operator checks to ensure that crew members are wearing seat belt securely. The operator takes a seat in the
5.
The operator starts the engine in accordance with the boat operation manual.
6. 7. 8.
control compartment and wears a seat belt. (The crew members hold on to the rear handrail of the seat in front.) The procedures to start the engine are described on the side of the the control compartment. The operator releases a pin with which the release
lever has been secured.
The operator operates the release lever up and
down several times (about 7 times) to release the
main lashings.
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9.
10.
Releasing of the main lashing allows the boat to be launched by a free fall.
After the boat is launched, (immediately move away from the ship.)
156
LAUNCH BY HYDRAULIC DRIVEN 1.
The operators checks that launching is prepared correctly in accordance with item – “Preparation before
2.
Check to ensure that the power cable has been led inside the boat.
3.
Turn the main power “ON” (the lamp well light)
4.
“ON” – Push the “ON” button switch (Green)
launching”
157
5.
Operate the control lever to lower the traverse.
6.
If the hook lashing lines come fully loose, stop the lowering to release the suspension.
158
7.
Set the wire rope for handling boat to the suspension
8.
Operate the control lever to move the davit arms to the boat lifting position. Hoisting (lowering) the suspension to make the condition of the wire rope for hanging boat balanced with the applied load.
159
9.
10.
11.
The crew members board the boat from the rear hatch.
The operator boards the boat last, and will close the hatch from within.
The operator checks that crew members are wearing seat belt securely.
12.
The operator takes a seat in the control compartment and wears a
13.
The operator releases a pin with which the release lever has been
14.
The operator operates the release lever up and down s several
seat belt.
secured.
times (about 7 times) to release the main lashings.
160
15.
The operator ensures by visual check that the main lashing has been released.
17.
Operate the control lever to lower the boat.
16.
Operate the control lever to move the davit arm outboard to the boat lowering position.
161
18. 19.
The operator starts the engine in accordance with the boat operation manual.
The procedures to start the engine are described on the side of the control compartment.
162
20.
The operator lowering the suspension until the boat is placed in the water and the wire rope for hanging boat comes
fully loose.
After the boat has been placed in the water and it is in a horizontal position, the operation in the boat gives a signal from outboard to the operator on the ship.
Caution: Ensure that work has been executed by a visual check.
21.
Release the wire rope for hanging boat from the suspension.
163
22.
Set the plate to the suspension
23.
The operator operates the boat and moves away from the ship in accordance with the boat operation manual.
164
RECOVERY BY HYDRAULIC DRIVEN
RECOVERY OPERATION
1.
Check to ensure that the power cable has been led inside the boat.
2.
Turn the main power “ON”. (The lamp will light.)
3.
Push the “ON” button switch (Green)
4.
The operator operates the control lever to move the davit arms outboard to the boat lowering position.
165
5.
The operator operates the control lever to lower the suspension to a position which allows the wire rope for hanging boat to be set.
Caution: when hoisting the suspension, follow the signal given by the operator in the boat.
6.
The operator in the boat sets the wire rope for hanging boat to the suspension. After giving a signal to the operator on
the depot ship, the operator in the boat ta takes kes a seat in the control compartment and wears a seat belt. Stop the engine in accordance with the boat operation manual.
7.
The operation hoist he boat after ensuring that the engine of the boat has come to a stop. Stop the hoisting 100MM before the position tion where the traverse will hit against the hinge block and the wire rope supporter.
166
8.
The operator operates the control lever to store the davit arms in the boat set position.
9.
The operator operates the control lever to lower the boat
Assign the operator to the platform and stop the boat in a position where the boat will not touch the davit rear span.
until it mounts the roller. Assign the operator to the platform so that the wire rope is not let out more than necessary.
10.
The operator operate the control ntrol lever to repeat
operation of storing and hoisting. The boat will be moved
167
to a position which allows the boat to be set to the main lashing.
Caution: Assign the operator to the platform and operate the boat slowly in accordance with the signal. Never operate the boat abruptly.
11.
Set the main lashing in accordance with the boat operation manual. The operator checks to ensure that the main lashing have been set.
168
12.
The crew members board from the boat to the depot ship from the rear hatch.
14.
Release the wire rope for hanging boat to set it to the set plate.
15.
The operator operates the control lever to move the davit arm to the stowed position. The davit arms will hit against
13.
Lower the suspension until the wire rope for hanging boat comes fully loose.
the arm support and stop automatically, but ensure to operate the lever by visual check.
169
16.
Set the hook lashing line to the suspension.
17.
Set the lashing line.
170
18.
Set of the lashing plate to the lashing lines allows the automatic setting.
171
19.
The main power of the power pack is turned “OFF” (The lamp is turned off.)
Freefall Lifeboat
Typical Simulated Launching Sequence 1. 2. 3. 4. 5. 6.
Check equipment and documentation to ensure that all components of the lifeboat and launching appliances are in good operational condition.
Ensure that the restraining device(s) provided by the manufacturer for simulated launching are installed and secure and that the free-fall fall release mechanism is fully and correctly engaged. Establish and maintain good communication between the assigned operating crew and the responsible person.
Disengage lashings, gripes, etc. installed to secure the lifeboat for sea or for maintenance, except those required for simulated free-fall. Participating crew board the lifeboat and fasten their seatbelts under the supervision of the responsible person.
All crew, except the assigned operating crew, disembark the lifeboat. The assigned operating crew fully prepares the lifeboat for free-fall fall launch and secures themselves in their seats for the release operation.
172
7. 8. 9.
The assigned operating crew activates the release mechanism when instructed by the responsible person. Ensure that the release mechanism operates satisfactorily and the lifeboat travels down the ramp to the distance specified in the manufacturer’s instructions. Recover the lifeboat to its stowed position, using the means provided by the manufacturer and ensure that the free-fall release mechanism is fully and correctly engaged. Repeat procedures from ‘7’ above, using the back-up release mechanism when applicable.
10. The assigned operating crew disembarks the lifeboat.
11. Ensure that the lifeboat is returned to its normal stowed condition. Remove any restraining and/or recovery devices used only for the simulated launch procedure.
173
Launching / Recovery of Rescue Boat
Vessel is fitted with one Fast rescue boat on the port side boat deck.
A specially designed Davit for quick launching and recovery of the rescue boat is installed. 1.
Remove portable stanchions from shipside.
Lowering – 1. 2. 3. 4. 5. 6. 7.
Draw out the toggle pin on the break lever of the winch. Release the boat lashing line by means of the slip hook. CAUTION: DRAW OUT THE STOPPER PIN.
Slightly hoist the boat by means of manual crank handle. Operating crew can now board the boat.
Open the line of the stored power (accumulated) and slew the davit by means of the control valve to launching position.
To lower, pull the remote control wire which is suspended from the break lever or lift directly the break lever at
the control located on deck.
When the rescue boat or liferaft reaches water level remove safety pin and release by pulling the chain upwards
Hoisting – 1.
Adjust the boat falls height by means of the winch break lever.
3.
Set the position of the MCB at the control panel to ‘ON’ and push the ‘Hoisting’ button of R.P.B. (Remote Push
2.
4. 5. 6. 7.
Hang up the sling block on the boat hook. Button) switch so as to hoist the boat.
When the upper limit switch is in action, slew the davit by means of the control valve with main power to disembarkation position.
Disembarkation. .. Personnel can now disembark.
Lash and fasten the boat by turnbuckle of the lashing line after final stowage. Disconnect R.P.B. switch from the receptacle. Secure the RPB inside the protection box and set the MCB on the control panel to ‘OFF’. Lock the stopper Pin.
174
To release the hook 1.
pull out safety pin and pull ( chain connects lever to safety pin)
upwards.
175
ON BOARD SAFETY
THE DUTIES OF A SAFETY OFFICER 1. Endeavour to ensure that the provisions of the Code of Safe Working Practices are complied with. 2. Endeavour to ensure that the employer’s occupational health and safety policies are complied with. 3. investigate (1) every accident required to be notified by the Merchant Shipping Act (2) every dangerous occurrence (3) all potential hazards to occupational health and safety, and make recommendations to the master to prevent the recurrence of an accident or to remove the hazard. 4. Investigate all complaints by crew members concerning occupational health and safety. 5. Carry out occupational health and safety inspections of each accessible part of the ship at least once every three months. 6. Make representations and, where appropriate, recommendations to the master (and through him to the company) about any deficiency in the ship with regard to (1) any legislative requirement relating to occupational health and safety (2) any relevant M notices (3) any provision of the Code of Safe Working Practices 7. Ensure so far as possible that safety instructions, rules, and guidance are complied with. 8. Maintain a record book describing all the circumstances and details of all accidents and dangerous occurrences, and of all other procedures required by his duties, and to make the records available for inspection by appropriate personnel. 9. Stop any work which he reasonably believes may case a serious accident and inform the appropriate personnel. 10. Carry out the requirements of the safety committee.
INSPECTIONS TO BE CARRIED OUT BY A SAFETY OFFICER 1. Are means of access to the are under inspection in a safe condition, well lit, and unobstructed? 2. Are fixtures and fittings over which seamen might trip or which project particularly overhead, thereby causing potential hazards, suitably painted or marked? 3. Are all guard-rails in place, secure, and in good condition? 4. Are lighting levels adequate? 5. Is ventilation adequate? 6. Is machinery adequately guarded where necessary? 7. Are permits to work used when necessary? 8. Is the level of supervision adequate, particularly for inexperienced crew? The investigation of accidents and dangerous occurrences will be an important part of the safety officer’s duties. The actual reporting of an accident will be carried out by the master but it is the statutory duty of the Safety officer to investigate the incident and to assist the master to complete the accident report form. Crew < 16 : one safety representative may be elected by the officers and ratings; Crew > 15 : one safety representative may be elected by the officers and one safety representative may be elected by the ratings.
ROLE OF THE SAFETY REPRESENTATIVE
The safety representative has powers but no duties 1. Participate in any of the inspection or investigations conducted by the Safety Officer, provided that the latter agrees to such participation. 2. Undertake similar inspections or investigations himself, providing that notification of such activities has been given to the master. 3. On behalf of the crew on matters affecting occupational health and safety (1) consult with the master and the Safety Officer and make recommendations to them, including recommendations to the master, ‘that any work which the safety rep believes may cause an accident should be suspended’ (2) make representation through the master to the employer (3) request through the safety committee an investigation by the Safety Officer of any such matter.
176
4. Inspect any of the Safety Officer’s records. Employer appoints a Safety Committee Safety Committees are mandatory on any ship which has elected safety representatives. The membership of the committee must include the master as chairman, the Safety Officer, and every safety representative.
THE DUTIES OF SAFETY COMMITTEE 1. 2. 3. 4. 5. 6. crew. 7.
Ensure that the provision of the Code of Safe Working Practices are complied with. Improve the standard of safety consciousness among the crew. Make representations and recommendations on behalf of the crew to the employer. Inspect any of the Safety Officer’s records. Ensure the observance of the employer’s occupational health and safety policies. Consider and take any appropriate action in respect of any occupational health and safety matters affecting the Keep a record of all proceedings.
METHODS FOR IMPROVING & MAINTAINING SAFETY AWARENESS 1. Films:- screening of safety movies 2. Posters:- bringing particular dangers to the attention of the crew members 3. Publications:- safety publications, safety on ships, personal survival at sea, etc. 4. Informal talks:- talking to sections of the crew to bring awareness 5. Maintenance of safety equipment:- involving as many people as possible in the maintenance of safety equipment’s. 6. Fire patrols:- particular attention to be paid to patrolling the accommodations between 2300 hours and 0600 hours. 7. Marine safety cards:- these cards highlight particular dangers on board ship. 8. Accident records:- details of accidents should be posted on notice boards as an accident prevention aid. 9. Days without accident board:- post notices stating the number of days since the occurrence of the last accident. 10. Safety quiz:- open to individual with a suitable prize being awarded. 11. ‘Permit to work’ system:- importance of strict compliance with the permit should be emphasised.
177
FIRE FIRE FIGHTING IN PORT: All ships should have an updated fire wallet containing 1.
A general arrangement plan
2.
A ventilation plan
3.
A shell expansion plan in case it will be necessary to cut through the ships side
4.
A plan of the fire fighting equipment
5.
Electrical data
6.
Stability data due to the dangers of free surface another effects
7.
A cargo plan with any dangerous cargo being specifically mentioned
8.
Location of watertight doors and fire resistant partitions
9.
Any drilling machines and special equipment that the vessel carries The senior fire officer should be presented with the wallet and may also require the following information
1.
The exact location of the fire and the chances of it spreading to other compartments
2.
Contents of db’s or deeptanks in the vicinity
3.
What the ship’s staff are doing and how many pumps and hoses are in operation
4.
If any fixed firefighting installation is in operation
5.
The state of cargo operation
6.
The condition of fuel oil, ballast and fresh water tanks
7.
The ship’s communication systems
8.
The number of people on board
9.
Any peculiarities of the ship’s design FIRE IN PORT (ACTION)
1. 2. 3. 4. 5. 6. 7. 8. 9.
Raise the alarm Tackle fire by convention means immediately Master on bridge (informed) Head count taken for casualties Stop cargo work All non essential persons off ship (head count with foreman/stevedore) I will bring in the brigade Open communication by vhf On tankers use of fire wires/tugs for casting off ****** if u.k.c less than 1/9th of the draught then cannot flood hold for fire fighting ****** man on gangway stationed with fire plan and international shore coupling ****** pulling out man with b.a set 1) if run out of air 2) if run out of fire fighting medium
178
FIRE AT SEA (TYPICAL E/ROOM FIRE) 1.
Raise the alarm
2.
Master on the bridge and take the con
3.
Engine room standby
4.
A/co to reduce draft in vessel (or) slow ship down
5.
Weather reports, position, open up communication urgency signal (**passenger vessel distress signal)
6.
Isolate electrical unit, commence boundary cooling
7.
Tackle fire by conventional means immediately
8.
B.A set in pairs (c/o not to enter as he monitors progress and communication with the bridge)
FIRE OUT OF CONTROL 1.
Mate recommends withdraw and go to co2
2.
Master - accepts (c/eng, c/o to co2 room and inject co2)
3.
Evacuate e/room, head count
4.
Shut down fuel, boiler, fans ***** emc’y stop box in alleyway main deck
5.
If any person missing
6.
Hold co2 order for search carry out
7.
Once search carried out inject co2
OPERATIONAL PROCEDURE 1.
Evacuate all personnel
2.
Batten down and seal ventilation
3.
Stop all fans, fuel supply and boilers
4.
Sound audible and visual alarm
LIMITATION OF SYSTEM 1.
Once used no replenishment at sea
2.
Isolation necessary (asphyxiation)
179
3.
No inspection to observe results
AFTER FLOODING 1.
Boundary cooling always on
2.
Monitor temperature and graph it
3.
When temperature starts dipping
4.
Pair search for assessing situation (3/0, 2 eng)
5.
Delay situation for second opinion (2/0, c/eng)
6.
Wait (incase eminent to leave sight) open up ventilation, go in with fire fighting equipment
7.
Tug (for extensive damage) : salvage
ENCLOSED SPACES (PERMIT TO WORK) Permit to work form must be used for any jobs which might be hazardous. It states work to be done and safety precautions. Safety instructions are written down and given to persons associated with the job. The permit should contain a checklist to identify and eliminate hazards plus arrangements for emergency procedures in case of any accidents. The permit should be issued by a responsible officer and must ensure that all checks have been properly carried out and signed only when he is satisfied that it is safe to work. An enclosed space will include cargo tank, ballast tank, cofferdam, bunker tank, fresh water tank, duct keel etc., which may contain toxic vapours or insufficient oxygen to support life. No one must enter an enclosed space without first obtaining permission from the Proper Officer. Before making entry the following to be checked and approved by the Master. 1.
Spaces to be visited.
2.
Names of all personnel entering.
3.
Details of communication system.
4.
Anticipated time of completion of entry.
5. A proper communication system using portable VHF sets. ( communications to be effective between the OOW on the bridge and the person immediately outside the space). O2 Analyser - oxygen deficiency Explosimeter - measures explosive limits Tank Scope - measures oxygen in inert atmosphere Dragger Tubes - measures oxygen if correct tube fitted (also measures the presence of various toxic gases). VENTILATION’S Ventilation (either forced or natural) to be carried out before entry is permitted. If forced ventilation is used then minimum of two air changes must take place. If potentially dangerous spaces allow for between 10-20 air changes per hour. If natural ventilation is only available space must be allowed to “breathe” for atleast 24 hours prior entry. Full ventilation may be ensured by filling the tank with clean sea water and pumping out to ensure fresh air enters the space. (This should be coupled by forced ventilation). No one must enter a cargo pumproom without the permission of the Proper Officer.
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REQUIREMENT FOR ENTRY INTO PUMPROOM A permanently rigged rescue line and harness should be at the top of all cargo and transfer pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANY OTHER PURPOSE). No fixed equipment fitted in the pumproom should be operated if the gas LEL is in excess of 40%. Gas generation caused by oil in bilge’s may be reduced/minimised by spreading a layer of foam over the pumproom bilge’s. Permission has been obtained from a Senior Officer. Ventilation should be provided for at least 15 minutes and remains in use throughout the period of entry. Means of communication must be established. Lifeline and Harness is ready for immediate use. A competent person is standby on top of the pumproom to call for assistance. Advice the officer of entry and exit. Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours along with regular checks (incase of maintenance works) At least one compressed B.A set is ready for immediate use on top. (in case of maintenance works) Additional B.A set is ready for use close at work. (incase of maintenance works) Have resuscitation equipment ready for immediate use close at work. (incase of maintenance works). Chief Officer should personally supervise incase of an emergency. THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO APPROXIMATELY 17% THE ATMOSPHERE IS UNSAFE.
SAMPLE OF AN ENTRY PERMIT FORM 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.
Has the permission been obtained from the Chief Officer? Is the tank clean? Is the tank pressurised? Has the tank been inert, then gas-freed? Does the tank atmosphere contain at least 21% oxygen? Is the hydraulic cargo system shut down? Is the tank isolated from the inert gas main? Have notices been placed at tank hatches? Have notices been placed at the inert gas isolating valves? Have notices been placed on the cargo control? Is fresh air being supplied to the tank? Is one man stationed at the cargo tank hatch? Is breathing apparatus and a lifeline available?
MEANS OF ACCESS gG Every ship of 30 metres or more registered length - there is carried on board the ship a GANGWAY which is appropriate to the deck layout, size, shape and maximum freeboard of the ship. In every ship of 120 metres or more registered length there is carried on board the ship a ACCOMMODATION LADDER which is appropriate to the deck layout, size, shape and maximum freeboard of the ship.
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CHECKS FOR SAFE MEANS OF ACCESS 1. Accommodation Ladder is capable of being operated safely in a horizontal position and does not exceed an angle of 55 with the steps horizontal. (Except where specifically designed for greater angles). 2. In case of a Gangway is capable of being operated safely in a horizontal position and does not exceed an angle of 30 with the steps horizontal. (Except where specifically designed for greater angles). 3.
The access equipment which is used is properly rigged, secured and safe to use.
4.
Access equipment and immediate access thereto are adequately illuminated.
5.
Equipment used is of good construction, sound material, free from defects and properly maintained.
6.
Safety nets in place and properly secured.
7. Life buoy with self activating light and also a separate safety line attached to a quoit or some similar device is provided ready for use at the point of access aboard the ship. 8.
The bottom platform is horizontal to the key and the roller is free to move.
9.
All the sheaves and running parts of the gangway are rust free and properly greased.
10. Gangway and other access equipment should not be rigged on ship’s rails unless the rail has been reinforced for that purpose
PLANNED MAINTENANCE SCHEDULE
FACTORS DETERMINING PMS 1.
The plan must be adaptable to various weather conditions.
2.
The plan must be flexible so that changes of orders or cargoes do not upset it unduly
3.
The length of voyages, routes and trades that the vessel is involved in must be considered.
4. The maintenance of safety equipment and emergency team training should be integrated with the overall maintenance plan. 5. The plan should be constructed so that the appropriate equipment is bought up to optimum condition for statutory and classifications surveys. 6.
Dry-docking and repair period should be integrated with the plan.
7.
Manufactures advice should be complied with and all manufactures maintenance logs should be completed.
8. The plan should include the availability of appropriate equipment for breakdown maintenance due to unforeseen circumstances. 9. Provisions should be made for spare part replacements due to wear and tear maintenance. There should also be a method for ordering spares as soon as replacement items are used. 10.
The plan must be carefully thought out, well controlled, and an efficient recording system must be kept up to date.
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PLANNED MAINTENANCE SCHEDULE (a) short term maintenance
weekly inspection and greasing (when possible) winches and windlasses oil baths, if any, in winches and windlasses wheels on steel hatch covers door hinges on mast houses ventilation system flaps and ventilators cleats on external weathertight doors anchor securing arrangements booby hatches to cargo holds sounding and air pipes fairleads, rollers derrick heels
fortnightly inspection and greasing
accommodation ladder and gangway lifeboat falls and blocks davit pivot points fire hydrants and monitors fire hose box hinges quick release gear on bridge wing life buoys all life buoys liferaft securing arrangements securing bolts on international shore connection steel hatch cross joints and quick acting cleats hatch gypsy drive wheels and followers hatch contractor panel fuses, electric cables and connections, motor heaters all external butterfly nuts all external electric cables and deck lighting arrangements
monthly inspection and greasing where necessary
life boat falls for broken strands co2 cylinders in gang release system fire detection systems breathing apparatus and associated equipment ladders on masts and ventilation posts radar mast rigging fire gauze freeing ports scuppers hatchway non return valves ship side guard rails (b) long term maintenance
three monthly inspection and/or overhaul
all cargo gear navigation light connections hold ventilation systems
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six monthly inspection and/or overhaul
cargo winches strip all mooring rollers fresh water tanks all running gear, strip blocks and derricks cofferdams and void spaces forepeak and afterpeak remove ventilator cowls and grease the coaming test dampers flaps and locking screws hold equipment such as spar ceiling, limberboards, double bottoms, manholes, wells bilge’s strum boxes
derust and repaint derricks end for end lifeboat falls watertight seals on hatchways loosen spare anchor securing bolts, lubricate all anchor parts and re-secure rotational cleaning and painting of store rooms, alleyways, cabins and mess rooms strip the windlass and aft mooring winch standing rigging
yearly
(c) operational maintenance
to be carried out when necessary
anchor cable marking check mooring ropes and wires before and after use all gantlines before being used on stages pilot ladder and hoists, gangways, accommodation ladders and associated equipment before and after use check anchor and cables stowed properly test fire fighting appliance before entering port test manual and emergency steering arrangements before entering coastal waters cargo securing arrangemets all cargo gears and hatch closing arrangements before and after use check hydraulic oil in any system fumigate and spray holds as necessary
CARGO HANDLING GEAR TESTING OF LIFTING PLANT Lifting gear should be tested by a ‘competent person’ 1. 2. 3.
After installation After any major repairs Every 5 years Lifting appliance are usually given a static test using a proof load or dynamometer (static test) Proof load always exceeds the SWL (safe working load) by a given percentage or weight. Code Of Safe Working Practices states that ‘a mass in excess of SWL should not be lifted unless’:
1. A test is required 2. The weight of the load is known and is the appropriate proof load 3. The lift is a straight lift by a single appliance 4. The lift is supervised by the competent person who would normally supervise a test and carry out a thorough examination
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5. The competent person specifies in writing that the lift is appropriate in weight and other respects to act as a test of the plant, and agrees to the detailed plan for the lift 6.
No person is exposed to danger. Lifting plant must be ‘thoroughly examined’ by a competent person (Chief Officer)
1. 2.
After testing At least once every 12 months A ‘through examination’ means a detailed examination by a competent person, supplemented by stripping the gear down for inspection if this is judged necessary
CERTIFICATES AND REPORTS inspection.
A ‘REGISTER OF SHIP’S LIFTING APPLIANCE AND CARGO HANDLING GEAR’ should be kept on board for This register should contain:
1. 2. a
The certificates of test together with reports of thorough examination. Items of loose gear such as blocks, schakles, bridles, etc., should be identifiable by number stamped on the item and recorded on the certificate.
3. Where a lifting appliance is tested, the SWL and proof load are recorded together with the identity and status of the ‘competent person’. 4. Details of regular inspections of loose gear by a suitable person should also be reocrded as well as details of defects found and repairs effected.
CONDEM A WIRE - IN ANY 8 DIAMETER WHEN 10% OF THE WIRES ARE BROKEN FOR STANDING RIGGING - STEEL WIRE ROPE (6 x 6 WPS) FOR RUNNING RIGGING - FLEXIBLE STEEL WIRE ROPE (6 x 12/18/24 WPS) EXTRA FLEXIBLE STEEL WIRE ROPE (6 x 36 WPS)
{EXTRA FLEXIBLE STEEL WIRE ROPE HAS A FIBRE CORE FOR LUBRICATION AND FLEXIBILITY} [WPS - WIRES PER STRANDS]
BREAKING STRESS (BS) = 20 D2/500
SWL = BS/6
UNION PURCHASE SWL = 1/3 SWL OF SINGLE DERRICK SAFE ANGLE BETWEEN RUNNERS = 90 (120 OCCASIONAL LIFTING)
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RIGGING PLANS 1.
Position and size of deck eye plates
2.
Position of inboard and outboard booms
3.
Maximum head room (i.e. permissible height of cargo hook above hatch coaming)
4.
Maximum angle between runners
5.
Position, size and SWL of blocks
6.
Length size and SWL of runners, topping lifts, guys and preventers
7.
SWL of shackles
8.
Position of derricks producing maximum forces
9.
Optimum position for guys and preventers to resist such maximum forces
10.
Combined diagram showing forces for a load of 1 tonne or the SWL
11.
Guidance on the maintenance of the derrick rig.
OVERHAULING THE DERRICK HEEL GOOSE NECK If possible this operation should be carried out when the vessel is at anchor. Before starting the job a temporary secure crutch for the derrick heel should be made so that the derrick is not left suspended on the lifting tackle. 1.
Securely lash the derrick head in its crutch
2.
Remove and overhaul the derrick heel block
3. Secure a purchase of appropriate SWL to a suitable position on the mast or Samson post and the derrick. A direct lift can often be obtained over the derrick heel by unshipping the derrick topping lift block and securing the purchase by a strap to the heel of the derrick 4.
Lubricate and remove the vertical and horizontal pivot bolt nuts
5.
Heave tight on the lifting purchase and take the weight of the derrick.
6. bolts
Lubricate, free and remove the pivot bolts. (A gentle tapping with the hammer may be necessary to dislodge the
7.
Unship the derrick heel and secure it in the temporary crutch
8. Clean all surfaces thoroughly and check all parts for signs of wear or hair cracks. Particular attention should be paid to the bolts. 9.
Thoroughly lubricate all areas and re-assemble the goose neck are to its operational condition.
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PRECAUTION WHEN LOADING A HEAVY LIFT 1. Ensure stability of vessel is adequate and maximum heel is acceptable. (Eliminate free surface) (large GM small Heel)(monitor practically during operation via inclinometer) 2.
Rig extra mast stays as necessary.
3. Carefully check condition of derrick and gear before use. (Ensure free rotation of sheaves. Oil and grease as necessary. Ensure SWL of all gear adequate and have valid test certificates) 4.
Rig fenders as necessary
5.
Ensure all moorings taut and have men standby to tend as necessary
6.
Put winches in double gear (for slow operation)
7.
Clear area of the deck where the weight is to be landed of all obstructions and lay heavy dunnage to spread load.
8.
Check ship’s data to ensure deck is strong enough to support load. (Deck load capacity plan)
9.
Clear are of all but essential personnel
10.
Ensure winch drivers competent and fully aware of who is to give directions.
11.
Secure steadying lines to corners of loads
12.
Remove rails if possible
13.
Cast off any barges alongside
14.
Inform all relevant personnel before lift begins
15.
Raise gangway before lift commences
16.
Use lifting points - otherwise sling it, using dunnage for sharp corners
17.
Set tight steam guys before lifting
18.
When all ready take weight slowly then stop and inspect all around before lifting further.
VESSEL LAID-UP JOIN AS C/O HAVE TO USE LIFTING GEAR PROCEDURE 1.
Consult rigging plan
2.
Or manufactures instruction
3.
Rig derrick accordingly
4.
Bring in a surveyor.
LATERAL DRAG (LOADING A HEAVY LIFT ON TO A TRUCK) SIMULTANEOUSLY COME BACK ON THE TOPPING LIFTS AND LIFTING PURCHASE TO KEEP THE PLUMBLINE INTACT.
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DRY DOCKING CHIEF OFFICER DUTIES 1.
All hatches and beams stowed (to give continuity of strength)
2.
Derrick and cranes down (to counteract roll)
3.
Eliminate free surface
4.
Adequate stability check (adequate GM to counteract the rise in ‘G’ due to ‘P’ force)
5.
Consultation of draft and trim (on advice of the drydock manager)
6.
Sound round all tanks
7.
Security lock-up spaces
8.
Lock-up toilets
9.
Rig fenders
10.
Dry-dock plan and shell expansion plans for shore positions
11.
Obtain facilities:- water, power, bonding, access and garbage disposal
12.
Sound round on the blocks
13.
Prepare a repair list (to allow cost/time estimates. Allows officer to monitor and protect owners interest
****DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels, stabilisers and condensers. ****SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel upward, remove shores/keel blocks in way of damaged areas.
REPAIR AND DRY-DOCK LISTS (a)
standard items
1.
Hull cleaning, surface preparation, painting
2.
Inspection and overhaul of anchors and cables, including ranging and marking
3.
Inspection cleaning and painting of cable lockers
4. Pugs to be taken from all bottom and peak tanks (the plugs to be labelled and retained by the chiefofficer and replaced before the dock is flooded) 5.
All sea valves and sea chests to be inspected overhauled and painted
6.
Inspection and overhaul and load test of all lifting appliances
7.
All tanks holds compartments and their closing appliance to be inspected and overhauled
8.
Inspection overhaul and load test of all lifting appliances
9.
All anodes to be inspected the location and weight or size to be ascertained
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10.
Survey of ship’s bottom (known as sighting the bottom) to be conducted. (b)
repair items
1.
Renewal of piping
2.
Cargo-handling equipment
3.
Hatch-closing arrangements
4.
Bulkhead leaks
5.
Hull structure damage
6.
Replacement of ships side rails
7.
Instrumentation and control equipment refurbishing
8.
Electric cables
9.
Heavy weather damage
10.
Overhaul of fire fighting and life saving appliance
(c)
modification items
1.
Fire fighting systems such as foam or carbon dioxide
2.
Fire detection system
3.
New piping and structural arrangements (e.g. Segregated ballast system)
4.
Inert gas systems
5.
Life-saving appliances arrangements
6.
Conversions or restructuring in order to comply with any new mandatory equipment requirements
LOG BOOK ENTRIES entering 1.
Time stern clears gates (gates closed)
2.
Pumping commenced
3.
Lines ashore forward and aft
4.
Time of touching the blocks
5.
Time all SEWN on blocks
6.
Time gangway walkable
7.
Vessel certified gas free
8.
Dock draining completed
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9.
Note details of special shores/blocks
10.
Utilities connected coming out
1.
Time flooding commenced (to be after the time of signing the “Authority to Flood” DRY-DOCK PERIOD :- NORMALLY DOCKED EVERY 2 YEARS
certificate)
DOCKING WITH CARGO ON BOARD :- CARGO PLAN REQUIRED, ADDITIONAL SHORES/BLOCKS PLACED UNDER UNSUPPORTED CARGO HOLDS
INSPECTING THE FOREPEAK TANKS ON NEW BUILDING OR BEFORE LEAVING THE DRY DOCK ‘Dangerous Space’ procedures should be observed 1.
Check that no rungs are missing from any ladders
2.
As many welds as possible should be checked
3.
Inspect any protective coating and ensure that areas which are difficult to reach have been adequately covered
4. If sacrificial anodes have been fitted check the position of anodes agree with the plans and that the anodes are secure 5. Ensure that the sounding pipe is correctly located and that the striker plate has been fitted (have a sounding rod lowered through the pipe and view it touches the striker plate) 6.
Check that the drain is correctly located and in the position indicated on the plan
7.
Check that the air pipes and filling pipes have been fitted with appropriate plugs
8.
Make sure that all loose equipment and shipyard rubbish has been removed
9.
The pumping arrangement should be given a thorough inspection
10. The chief officer should be present with the surveyor at the ‘Tank Test’. (extension pieces are fitted to the filling pipes and the tank slowly filled until a head of 8 feet or 2.45 m above the top of the tank is obtained. Bulkheads cofferdams watertight seals on the manhole covers and all areas adjacent to the forepeak should be checked for leaks. The water in the tank then should be dropped to the operational level.) DANGEROUS GOODS No dangerous good shall be loaded unless the shipper has provided a dangerous good declaration. The declarations must give 1) 2) 3) 4)
the correct technical name of the goods the identity of the goods the UN number if applicable the class in which the goods belong In addition the shipper must supply the following written information where appropriate:
1) 2) 3) 4)
the number and type of packages the gross weight of the consignment the net weight of the explosive content of class 1 goods the flash point if 61 C or below. If goods are packed into a container or vehicle the vessel must be given a packing certificate for the container or vehicle. are stowed.
A stowage plan must be made which gives information noted above and also the location of where the goods
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CLASSES OF IMDG CLASS 1
Explosives
CLASS 2
Gases compressed, liquefied or dissolved under pressure 2.1 Flammable gases
2.2 Non flammable gases, being compresses, liquefied or dissolved but neither flammable nor poisonous 2.3 Poisonous gases CLASS 3
Flammable liquids 3.1 Low flash point 3.2 Intermediate flash point 3.3 High flash point
CLASS 4.1 Flammable solids CLASS 4.2 Substances liable to spontaneous combustion CLASS 4.3 Substances which in contact with water emit flammable gases CLASS 5.1 Oxidising substances CLASS 5.2 Organic peroxides CLASS 6.1 Poisonous (toxic) substances CLASS 6.2 Infectious substances CLASS 7
Radioactive substances
CLASS 8
Corrosives
CLASS 9 classes
Miscellaneous dangerous substances which presto a danger not covered by other
Goods must be packed in accordance with the IMDG code. MARKING The following requirement shall be complied with 1. The package must be clearly marked with the correct technical name of the goods and an indication must be given as to the dangers which could arise during the transportation of the goods 2. The markings must comply with the IMDG code 3. If the outer material of the package will survive three months immersion the marking must be durable 4. If the outer material will not survive three months any inner receptacles which will survive three months must be durably marked 5. If the goods are carried in a container or similar unit, then that unit must have distinctive labels on the exterior which comply with the IMDG code class label system CARRIAGE OF DANGEROUS GOODS ON BOARD A PASSENGER VESSEL No explosive can be transported on a ship carrying more than 12 passengers except: 1. 2. 3. 4.
Safety explosives Any explosive the net weight of which is 10 kg or under Distress signals up to a total weight of 1000 kg Fireworks which are unlikely to explode violently. No dangerous goods should be allowed on board any vessel carrying more than 25 passengers
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IMDG CODE The International Maritime Dangerous Goods Code is published by the IMO in five volumes. The code lays down certain basic principles concerning the transportation of dangerous goods
EMERGENCY PROCEDURES FOR SHIP CARRYING DANGEROUS GOODS This is an IMO publication which gives information concerning the safety, first aid, and emergency procedures to be followed and action to be taken in the event of an incident involving certain dangerous goods. The Emergency Schedules (EmS) are divided into five sections 1. 2. 3. 4. 5.
Group title with the emergency schedule number (EmS No) Special equipment required Emergency procedures Emergency action First aid
GENERAL FIRE PRECAUTIONS WHEN CARRYING DANGEROUS GOODS 1. Reject any damaged or leaking packages 2. Packages should be stowed in a location which ensures protection from accidental damage or heating 3. Combustible material should be kept away from ignition sources 4. Goods must be segregated from substances liable to start or to spread fires 5. It may be necessary to ensure accessibility of dangerous goods so that packages in the vicinity of a fire may be protected or moved to safety 6. Enforce prohibition of smoking in dangerous areas 7. Post ‘No Smoking’ signs or symbols 8. All electrical fittings and cables must be in good condition and safe guarded against short circuits and sparking 9. All ventilators must have spark arrestors of suitable wire mesh.
PREPARATION WHEN PROCEEDING TO A DISTRESS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Prepare hospital to receive casualties Plot rendezvous position and possible search pattern Stand by communication officer and establish communication Pass own position and details with relevant search and rescue operation update to RCC Prepare rescue boat and emergency crew Obtain current weather situation Highlight navigational dangers to own ship Maintain own ship at operational status Navigate on manual steering Obtain update on target information Note activities in log book Maintain internal and external communication Brief operational personnel’s. (OOW, boat coxswain) Rig ‘Guest Wrap’ Plot position and prevailing currents estimate drift Post look-outs high as area is entered Provide information to engine room advice on standby manoeuvring speed Radar operational at various ranges, long range scanning and plotting on going Advise owners agents and reschedule ETA Update RCC/MRCC
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ANCHOR PLAN 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Position of anchoring defined Depth of water and amount of cable State of tide HW/LW, rise of tide Type of holding ground Prevailing weather and shelter Underwater obstructions Rate of current Swinging room from surface objects Length of time vessel intend to stay Ships draft and UKC Use of 1 or 2 anchors Proximity of other shipping Local hazards outfalls etc. Current weather and expected Position fixing method Distance from shore by launch Types of anchors and holding power Wind direction Speed of approach Night or day signals
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.
Verify vessels position and consider re routeing Update weather report and plot storm movement STABILITY:- avoid slack tanks and eliminate free surface Rig life lines Fwd and Aft Warn all departments of heavy weather Close up deck vents, remove cowls Check cargo lashing:- heavy lifts, deck cargo, hazardous cargo Check deck securing, anchors, life-boats, water-tight doors Secure all derricks and cranes Batten down all dead lights (steering flat) Clear all deck of surplus gear Slacken of signal and whistle halyards Remove all awnings Drain swimming pools Establish heavy weather work routine Check securing on accommodation ladder Secure bridge against heavy rolling/pitching Reduce speed in ample time to avoid pounding Organise meal relief’s and watches Update position and pass to shore station (AMVER) Free board deck seal check - hatches and tank lids Reduce manpower on deck work Final checks on LSA gears - bridge rockets etc. Note all preparation in the Log Book Obtain weather predictions and update reports Engage manual steering in ample time Revise ETA if appropriate Adjust ballast tanks to provide optimum trim
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HELICOPTER OPERATIONS
HELICOPTER WORKING (PRECAUTIONS) 1. 2. 3. 4. 5.
Do not secure any lines passed down Do not touch the winch man, stretcher hook/wire until earthed Do not fire Rockets or line throwing apparatus in the vicinity of the air craft Do not transmit on radio when engaged in winching operations Do not direct strong light towards the helicopter at night ******(AVOID WASTING TIME AS AVIATION FUEL CAPACITY IS LIMITED)******
HELICOPTER OPERATION (NAVIGATIONAL REQUIREMENT) 1. 2. 3. 4. 5.
Alter course towards rendezvous position Prepare deck reception Establish communication with aircraft Display correct navigational sign (RAM) Continually monitor own ships position and other traffic ENGAGEMENTS
1. 2. 3. 4. 5. 6.
Course altered to pilots instruction Maintain maximum manoeuvring speed Clear navigational obstructions and obtain sea room Display wind indicator Engage manual steering Log all activities HIGH LINE OPERATION Employed when
1. 2. 3.
Exposed rigging Rough seas Numerous persons
1. 2. 3. 4. 5. 6.
The aircraft will establish a high hover position clear of all obstruction The weighted heaving line is passed down and trailed towards the surface vessel The hoist wire will be lowered once the deck crew have obtained hold of the heaving line The aircraft will then transverse back to establish visual contact (stbd side air craft - port side vessel) Air crew man descends and deck crew party should heave in on the high line Aircraft maintains station, air crew men organises double hoist transfer from surface craft PRECAUTIONS FOR SAFE HELICOPTER OPERATIONS
1. 2. blades 3. 4. 5. 6. 7. 8. 9.
Ensure that all riggings and obstructions about the helicopter landing/transfer area are cleared away Secure and stow away any loose items which may become caught with the down draught from helicopter rotor Check and ensure communication with the deck controlling officer and between the bridge and helicopter Muster damage control/fire party close enough to the are of operations as to be available in an emergency See that the static hook handler is properly equipped Display wind sock or smoke signal Observe helicopter operations procedures If operating at night ensure adequate lighting without blinding the helicopter pilot Display proper lights and shapes throughout operations
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EMERGENCIES
SUGGESTED ACTION FOLLOWING COLLISIO N 1. Stop engines and obtain an assessment of the situation. (It may be prudent to maintain a few revolutions on the engines to avoid the other vessel from total flooding and possible sinking when the two vessels separate) 2. Sound the emergency signal and carry out a head count (To check complements for casualties) 3. Shut all watertight doors and fire doors 4. Inform the master as soon as possible 5. Communication officer to standby and obtain weather report and position from chart 6. Inform engine room and all departments 7. Order bilge pumps/ballast pumps to commence pumping if damage is below the waterline 8. Switch on deck lights and not under command (NUC) lights and shapes 9. Muster damage control parties and detail duties 10. Prepare survival crafts and make ready for immediate launch if the situation demands
HIEF OFFICERS DUTIES FOLLOWING COLLISION 1. 2. 3. 4.
CHECK THE WATER TIGHT INTEGRITY OF THE SHIP MACHINERY SPACE WET OR DRY HEAD COUNT (FOR CASUALTIES) INVESTIGATE POLLUTION POSSIBILITY
MASTERS LEGAL OBLIGATIO N 1. STANDBY TO RENDER ASSISTANCE 2. EXCHANGE INFORMATION WITH MASTER/OFFICER INCHARGE OF THE OTHER VESSEL (GENERAL PARTICULARS AND PORT OF DEPARTURE AND DESTINATION) 3. REPORT ACCIDENT TO THE MARINE ACCIDENT INVESTIGATION BUREAU (MAIB) 4.
MAKE AND ENTRY IN THE OFFICIAL LOG BOOK EXTERNAL COMMUNICATIONS FOLLOWING EMERGENCY
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Distress/Urgency signal Exchange information with other vessel MAIB Company, Owners, Charterers AMVER Coast Gaurd / MRCC Agents (port of refuge) Tugs/Towing Dry Docking Weather reports.
BEACHING is defined as taking the ground intentionally
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Carried out for TWO reasons 1. 2.
To prevent loss of the vessel when damaged below the waterline When it is the intention to refloat after watertight integrity is restored IDEAL choice for BEACHING
1. 2. 3. 4.
Operation should be carried out in daylight Gentle slopping beach Free of rock preferably, sheltered with little or no current No surf action BEACHING PROCEDURE
1. Take on full ballast before beaching (as this will make the operation of refloating easier) 2. Approach bow first (unless damage is aft, then stern first) at about 90 to the tide 3. Consider letting go the weather anchor first (this would tend to prevent the vessel slewing parallel to the beach) 4. Should the vessel have sustained damage aft then a stern first approach would be desirable. In that case it should be made in the form of a Mediterranean moor, letting go both anchors which may be used to heave the vessel off when the time comes 5. Antislew wires should be used in conjunction with the anchor 6. On taking the ground take on more ballast prevent pounding by driving the vessel on 7. Make a complete sound round all tanks together with a complete sound round the vessels hull to find out depth of water ANTI POLLUTION MEASURES FOLLOWING EMERGENCY 1. 2. 3. 4. 5. 6. 7.
Plug all scuppers Repair damage / leaking areas Pump out/discharge surplus to barges or other vessels Transfer internally to other tanks Organise dispersant chemicals (prior permission to be obtained from local authorities) Organise an antipollution barrier List/trim vessel to bring damage over water line.
RECOVERY OF A LIFE BOAT IN HEAVY WEATHER Preparation 1. Secure a wire pendant to an accessible point on the davit arm 2. Care to be taken and ensure that all the materials used are of sufficient strength to accept the weight of a fully laden boat 3.
The boat falls should be retrieved at deck level and the nylon strop schakled to the linkage of the floating block Hoisting
1. Lower the falls to the boat 2. Attach the nylon strop to the lifting hook on the fore and aft of the boat 3. Lift the boat off the water and attach the hanging off pendant on top of the nylon strop on the lifting hook 4.
This will transfer the weight off the nylon stop on to the hanging off wire pendant Transferring of weight
1. This can be only achieved if the hanging off pendant is long enough to reach the lifting hook when the floating blocks are hard up at the davit head 2.
Once this is achieved either cut the strop at the hook or unshackle at the other end Stowage
1. 2. 3. 4.
Continue to walk back on the falls Connect the falls on to the lifting hook Detach the wire pendant at the davit arm and secure boat When lowering the boat next time detach the wire pendant from the lifting hook.
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CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MAKING WAY 1. 2. 3. 4. 5. 6.
Once the boat falls has been released and the boat is held on the painter push the tiller toward the ships side This action effectively gives the boat a SHEER Keep the painter taut until the boat reaches a point of maximum sheer Then briefly alter the position of the tiller so that the bow cants inwards towards the parent vessel The result of this action will be for the painter to become temporarily slack which will permit its easy slipping Push tiller towards the ship side again and gain sea room
PREPARATION FOR A LOAD LINE SURVEY 1. Check that all access openings at ends of enclosed structures are in good conditions. All dogs, clamps and hinges to be free and well greased. All gaskets and water-tight seals should be crack free. Ensure that the doors open from both sides 2. Check all cargo hatches and access to holds for weather tightness 3. Check the efficiency and securing of portable beams 4. If portable wooden hatch covers are used check that they are in good condition 5. If tarpaulins are used at least two should be provided for each hatch and in good condition 6. Inspect all machinery space opening on exposed deck 7. Check that any manholes and flush scuttles are capable of being made watertight 8. Check that all ventilator openings are provided with efficient weathertight closing appliance 9. All airpipe should be provided with satisfactory means for closing and opening 10. Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight 11. Ensure that non return valves on overboard valves are operating in a satisfactory manner 12. Side scuttles and openings below the freeboard deck must have efficient internal watertight deadlights 13. Check that all freeing ports are in satisfactory conditions 14. All guard-rails and bulwarks should be satisfactory condition 15. Derust and paint the deck line, loadline marks, load line and the draught marks
PREPARATION FOR A CARGO SHIP SAFETY EQUIPMENT SURVEY 1. Inspect all the lifeboat stores and equipment. Overhaul and renew as necessary 2. Inspect the lifeboats pay particular attention to buoyancy material and check that the bottom boards and thwarts are not cracked. Repaint the ship’s name and port of registry 3. Thoroughly over haul davits, winches and blocks and grease all moving parts. Renew or ‘end for end’ the falls 4. When the boats are in water run any lifeboat engines both ahead and astern 5. Check that the inflatable liferafts have been serviced within the last 12 months 6. Inspect the survival craft portable radio equipment 7. Over haul the lifebuoys especially the self ignighting lights and check that they are correctly located 8. Examine the life jackets and check they are correctly distributed 9. Check expiry dates of pyrotechnics 10. Test the emergency lighting system 11. Check fire control plans are posted and still legible 12. Test the fire/smoke detection system 13. Test and try out the fire pump including the emergency fire pump 14. Check fire hoses, nozzles and applicators are in good conditions 15. Test and overhaul the fixed firefighting system 16. Overhaul portable and non portable fire extinguishers 17. Confirm that all remote controls are operable 18. Overhaul any applicable closing arrangement for ventilators, skylits, doors, funnel spaces and tunnels 19. Overhaul the fireman’s outfit and recharge the compressed air B.A 20. Inspect the pilot ladders, pilot hoists if carried 21. Navigational equipment is also surveyed ***(CARRY OUT CHECKS AS PER THE RECORD OF INSPECTION FORM ON THE BACK OF THE SEQ CERTIFICATE)***
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MARPOL SPECIAL AREAS FOR DISCHARGE OF OIL 1. 2. 3. 4. 5. 6. 7.
Mediterranean Sea Baltic Sea Black Sea Red Sea Persian Gulf Gulf of Aden Antarctic Area
REGULATION 9 (ANNEX I)
CONTROL OF DISCHARGE OF OI L Any discharge of oil into the sea is prohibited except when the following conditions are satisfied:For an oil tanker
1. The tanker is not within a special area 2. The tanker is more than 50 nautical miles from the nearest land 3. The tanker is proceeding en route 4. The instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile 5. The total quantity of oil discharged into the sea does not exceed for existing tankers 1/15000 of the total quantity of the particular cargo of which the residue formed a part and for new tankers 1/30000 of the total quantity of the particular cargo of which the residue formed a part 6. The tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement From a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery spaces bilge’s excluding pump-room bilge’s of an oil tanker unless mixed with oil cargo residue 1. The ship is not within a special area 2. The ship is proceeding en route 3. The oil content of the effluent without dilution does not exceed 15 parts per million 4. The ship has in operation a) 400-1000 tons gross tonnage an oil filtering equipment 5. above 1000 tons gross tonnage an oil filtering equipment with arrangements for an alarm system and for automatically stopping any discharge of oily mixture when the oil content of the effluent exceeds 15 parts per million
OIL RECORD BOOK Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations). Every oil tanker of 150 tons gross tonnage and above shall be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record Book shall be completed on each occasion, on a tank to tank basis if appropriate whenever any of the following operations take place in the ship:
(a) for machinery space operations (all ships) 1. 2. 3. 4.
Ballasting or cleaning of oil fuel tanks Discharge of dirty ballast or cleaning water from tanks Disposal of oily residues Discharge overboard or disposal otherwise of bilge water which has accumulated in machinery space (b) for cargo/ballast operations (oil tankers)
1. 2.
Loading of oil cargo Internal transfer of oil cargo during voyage
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3. Unloading of oil cargo 4. Ballasting of cargo tanks and dedicated clean ballast tank 5. Cleaning of cargo tanks including crude oil washing 6. Discharge of ballast except from segregated ballast tank 7. Discharge of water from slop tanks 8. Closing of all applicable valves or similar devices after slop tank discharge operations 9. Closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations 10. Disposal of residues CARGO RECORD BOOK Regulation 9 of ANNEX II to MARPOL 73 states that the Cargo Record Book must be completed, on a tank to tank basis, whenever any of the following operations are carried out: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Loading Discharging Cargo transfer Transfer of residues to a slop tank Tank cleaning Transfer from slop tank Ballasting of cargo tanks Transfer of dirty ballast water Any permitted discharge into the sea GARBAGE SPECIAL AREAS
1. 2. 3. 4. 5. 6. 7. 8.
Mediterranean Sea Baltic Sea Black Sea Red Sea Persian Gulf North Sea Antarctic Area Wider Caribbean
CLASSES OF GARBAGE 1. 2. 3. 4. 5. 6.
Plastics Floating dunnage lining and packing material Ground down paper products, rags glass, metal, bottles, crockery, etc. Paper products, rags ,glass, metal bottles, crockery, etc. Food Waste Incinerator Ash
GARBAGE DISPOSAL OUTSIDE SPECIAL AREAS No plastics Floating materials - more than 25 nautical miles Food, crockery, bottles, rags, meal cans, etc. - more than 12 nautical miles Food, crockery, etc., comminuted to pass 25 mm screen - more than 3 nautical miles INSIDE SPECIAL AREA Food waste - more than 12 nautical miles IN WIDER CARIBBEAN REGION Food waste comminuted to pass 25 mm screen - more than 3 nautical miles
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MASTERS HANDING OVER DOCUMENTS 1. Certificate of Registry (64 shares, 1st Master signs it) 2. Official Log Book ( RGS, Name of ship, Port of registry, Official Number, Gross Tonnage, Registered Tonnage, Certificate Number of Master, Owners name and address, Date opened / closed) 3. Safety construction certificate (must have a TYPE TESTED MAGNETIC COMPASS Before issuing this certificate)(VALIDITY - 5 YEARS) 4. Safety radio telegraphy certificate (VALIDITY - 1 YEAR) 5. Safety equipment certificate ( VALIDITY - 2 YEARS) (Record of Inspection ) 6. Load line certificate (VALIDITY - 5 YEARS) 7. De-Rat exempt certificate (VALIDITY - 6 MONTHS) 8. International Oil Pollution and Prevention (VALIDITY - 5YEARS) 9. Manning certificate 10. Register of lifting appliance and cargo gear 11. Tonnage certificate (Panama/Suez) 12. Anchor and cable certificate 13. Certificate of limited liability 14. Ships articles 15. Discharge book if held 16. Ships accounts and money 17. Cargo plan & details (Manifest)(hazardous, heavy lifts, valuables ) 18. Sea worthy certificate (Passenger vessels) (VALIDITY - 1YEAR) 19. Crew list and certificate of competency if held 20. Safety Management Certificate 21. Document of Compliance (copy only) (all in bold required by c/o when handing over in addition, the ships plans, soundings of all tanks, defect list, particular cautions.)
SOLAS Fire Fighting Appliance (cargo ships)
Capacity of fire pumps (Total required capacity not more than 180 m 3/hr) Each fire pump (other than Emergency fire pump) shall have a capacity not less than 80 % of total required capacity divided by minimum no of required fire pumps but in any case not less than 25 m 3/hr. Each pump capable of delivering at least 2 required jets of water. G/S, Ball, Bilge pumps accepted as fire pumps provided: 1. Not normally used for pumping oil. 2. If used occasionally have suitable changeover arrangements fitted.
Emergency Fire pump: Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less than 25 m 3 / hr. Capable of delivering 2 jets of water with minimum pressure (at a 3 rd hydrant – not a SOLAS requirement) not less than 2.1 bar. Diesel power source of pump started in cold condition of 0 C by hand or by power at least 6 times within a period of 30 minutes and at least twice within 1st 10 minutes. Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to allow the pump to run for additional 15 hours. (Total suction head and the net positive suction head of the pump to be such that they will provide for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be encountered in service)
No direct access between engine room and emergency fire pump. If access provided, through and airlock. Isolation valves in tankers to be fitted on the fire main on poop and tank deck at intervals not more than 40 meters to pressure integrity of fire main system. (Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously except for cargo ships the diameter need be sufficient for a discharge of 140 m3 / hour.
Fire hydrants: Number and position such that at least two jets of water not from the same hydrant can reach any part of the ship. One shall be from a single length of a hose. Engine room hydrant – one on each side and one in tunnel.
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Fire hoses: Passenger ships: One fire hose for each hydrant. Cargo ships: One for each 30 meter length of the vessel and one spare but in no case less than 5 in nos. (Length of hose not less than 18 meter if breadth of vessel more than 27 meter then hose length of 27 meter but not more) – not in SOLAS. Fire nozzles: All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off. Standard nozzle size = 12mm, 16mm and 19mm. For accommodations and service spaces a nozzle side greater than 12mm need not be used. Machinery spaces more than 19mm need not be used. CO2 Systems: Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 30 % of the gross volume of largest cargo space so protected by the ship. Machinery spaces: Quantity of CO 2 available be sufficient to give a minimum volume of gas equal to 40 % of the gross volume of space (excluding casing) or 35 % of the gross volume of space (including casing). For machinery spaces, the fixed piping system shall be such that 85 % of the gas can be discharged into the space within 2 minutes. For the purpose of the above volume of free CO 2 shall be calculated at 0.56 m3 / kg. Two separate controls shall be provided for releasing 1. One control shall be used to discharge the gas from its storage container. 2. The other to open the valve of the piping which conveys the gas to the protected space. Fire extinguishers: All of approved type and design capacity of portable extinguisher not more than 13.5 liters and not less than 9 liters. Spare charges for 100 % of extinguishers. Portable foam applicator consists of an air foam nozzle of an inductor type capable of being connected to the fire main by a fire hose and a portable tank of at least 20 liters. Foam making liquid and one spare tank. Rate of foam 1.5 m3 / minute. One of the portable fire extinguishers intended for use in any space to be stowed outside the entrance. Boiler room: 1. One set of portable foam applicator unit required. 2. At least 2 portable fire extinguisher 3. At least 1 approved foam type extinguisher of capacity 135 liters. 4. A receptacle containing sand or sawdust impregnated with soda. 5. Any fixed fire-extinguishing system – e.g. CO2, foam, water spray. Spaces with internal combustion machinery: 6. Any fixed extinguishing system. 7. At least 1 set of foam applicator unit. 8. Sufficient number of foam type extinguisher capacity 45 liters plus sufficient number of portable foam so placed that walking distance between extinguishers not more than 10 meters. High expansion foam: (fixed type system in machinery space) 9. Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in depth / minute. 10. Produce a volume of foam equal to 5 times the volume of the space. 11. Expansion ratio of not less than 5 liters/m2/minute. Sprinklers: Application rate of not less than 5 liters/m2/minute. Fire mans outfit: 1. Fire proof protective clothing outer surface waterproof. 2. Boots and gloves of rubber or non-conductive of electricity. 3. Rigid helmet. 4. Electric safety lamp (approved type) minimum burning period 3 hours. 5. An axe (approved type with cover) 6. Breathing apparatus. a. SCBA at least 1200 liters capacity or capable of functioning for at least 30 minutes. Normal breathing rate 40 liters / minute. b. Fire proof line attached to harness. All ships at least 2 fireman’s outfit’s. To carry at least 4 sets of fire mans outfits widely spread. > for tankers.
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International shore connection: Outside diameter 178 mm Inside diameter 64 mm Bolt circle diameter 132 mm Slots in flange 4 holes, 19 mm in diameter Flange thickness minimum 14.5 mm Bolts and nuts 4 nos., each 16 mm in diameter, 50 mm in length Washer’s 8 nos.
Fixed deck foam systems: (tanker’s – low expansion) 1. Capable of delivering foam to entire cargo tank deck as well as into a cargo tank if the is ruptured. 2. Control station outside and away from cargo area and readily accessible, simple and rapid operation. 3. Rate of foam not less than 0.6 liters/ m2/ minute. 4. Sufficient supply of foam concentrate to produce foam for at least 20 minutes. ( IG system fitted) 5. Foam supplied through foam monitors and applicators. (1250 liter/min) 6. Capacity of any monitors at least 3 liter/m 2/minute. 7. Capacity of applicator not less than 400 liters/minute and throw not less than 15 meter Inert gas systems: (cargo tank protection) Maintaining O 2 content less than 8 % by volume in any part of cargo tank. Positive pressure at all times. Maitaining O2 content less than 5 % in the IG main. System capable of delivering IG to cargo tanks at a rate of at least 125 % of the maximum discharge rate. 2 blowers : capacity 20000 m3/hr IG : capacity 1000 m3 / hr Vacuum : 200 mm wg High pressure : 1200 mm wg
Steering gear: (regulation 29) All ships to be provided with main and auxiliary steering gear, independent from each other. Main steering gear: Rudderstock shall be 1. Adequate strength and capable of steering the ship at maximum ahead speed. 2. Capable of putting rudder over from 35 one side to 35 other side at its deepest draft and maximum ahead service speed and 35 on either side to 30 on other side in 28 seconds. 3. Operated by power and designed so as not to incur damage at maximum astern speed. Auxiliary steering gear: 1. Adequate strength and capable of steering at a navigable speed. 2. Capable of putting the rudder 15 one side to 15 the other side in 60 seconds, when vessel at deepest draft and running ahead at ½ maximum ahead service speed or 7 knots whichever is greater. Steering gear control from Navigation Bridge and locally. Auxiliary steering gear controls from locally and if power operated also operable from Navigation Bridge. Steering capability to be regained in not more than 45 seconds after the loss of one power system. Emergency power: (capable of illuminating) Passenger ships: not less than 36 hours * Cargo ships: not less than 18 hours * * Navigation bridge, navigation lights, navigation equipment, aldis, whistle, accommodation, alleyway, stairway, machinery space, control stations, radio room, LSA gear, FFA gear, communication.
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Tests and drills:
Test is within 12 hours of departure. Emergency steering drills once every 3 months.
Pilot hoists: Construction1. A mechanical powered winch with brake. 2. Two separate falls. 3. A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a short length of pilot ladder which enables a person to board from or disembark a launch. Hand operating gear in emergencies. Safety limit switch. Emergency stops (capable to be operated by person in the hoist) Speed of hoist 15 – 30 meter’s / minute. Hoist securely attached to ships structure not side rails. Falls long enough to do the job and still have 3 times on the drum. Ladder section – 1. 2. 3. 4.
Rigid part – 2.5 meters long. Non skid steps for safe access and safe hand holds Spreader with rollers fitted at lower end to roll freely on shipside. Flexible lower part must be 8” steps long.
New hoists subjected to over load test of 2.2 times the working load. Operating test of 10 % over load. Every 6 months regular test rigging and inspection which includes a load test of 150 kgs. Entry in ships official log book.
Life saving appliances: Life buoys: 1. 2. 3. 4.
Length 100 150 length
< 100 < 150 < 200 > 200
min no of life buoys = 8 min no of life buoys = 10 min no of life buoys = 12 min no of life buoys = 14
Requirements: 1. Outer diameter not more than 800 mm 2. Inner diameter not less than 400 mm 3. Constructed of buoyant material. 4. Mass not less than 2.5 kgs ( MOB not less than 4 kgs ) 5. Support 14.5 kg of iron for 24 hours in fresh water. 6. Withstand a drop into water from a stowage position to water line in light condition or 30 meter whichever is greater. 7. Fitted with a grab line not less than 9.5 mm in diameter. Grab line secured at 4 equidistant points. Length not less than 4 times the outside diameter. Painted international orange / highly visible colour. Readily available on both sides of vessel. At least one at stern. No permanent securing. At least one buoy on each side fitted with buoyant life line ( 2 x stow height or 30 meter) At least ½ the no of life buoys with SI lights ( 2 hours )
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At least 2 with smoke floats ( 15 minutes ) Marked in roman - name and port of registry.
Life jackets: Requirements – 1. One for every person on board + 25 % extra. 2. Fitted with retro reflective tape + life jacket lights ( visibility 1 mile ) 3. For children 10 % of the no of passengers on board Construction – 1. 2. 3. 4. 5. 6. 7.
Correctly donning within 1 minute. Capable of wearing inside out Can jump from a height of 4.5 meters into water Turn the body of an unconscious person in 5 sec’s Lifts the mouth 128 mm clear of the water Fitted with a whistle Buoyancy not reduced by more than 5 % after 24 hour immersion in fresh water
Immersion suits: Requirements – 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Unpacked + donned within 2 minutes Permit the wearer to climb up and down a vertical ladder at least 5 meter in length Jump from a height of 4.5 meter into the water Cover the whole body with exception of face. Core temperature does not fall more than 2C after a period of 6 hours in water of temperature 0 - 2 C Turn the wearer face up in 5 seconds. Provided for every person assigned to crew rescue boat. Cargo ships for each life boat at least 3 suits or if necessary 1 for each person on board TPA for persons on board not provided for by immersion suits. Immersion suits and TPA not required if --Vessel had total enclosed life boats for 100 % of compliment on each side Free fall life boat for 100 % of compliment Engaged in warm climates If vessel less than 85 meters than davit launched life rafts required 100 % of compliment
Rescue boats: 1. Capable of being launched from stowage position with parent vessel making a headway of 5 knots. 2. Means of rapid recovery 3. Capability to maneuver at 6 knots for 4 hours and tow the largest life raft with full compliment at 2 knots. 4. Function – recover persons from water, marshal survival craft. 5. In a state of continuous readiness ( launching in 5 minutes ) 6. Stowed clear of other survival craft. Requirements – 1. 2.
Length not less than 3.8 meters and not more than 8.5 meters. Capable of carrying at least 5 seated persons and 1 lying down.
Additional equipment – 1. 2. 3. 4. 5. 6.
One buoyant line of 50 meter length for towing purpose. Two buoyant rescue quoits with 30 meter line Efficient radar reflector or SART. Water proof 1st aid kit TPA for 10 % or 2 of the total capacity A search light
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7.
Walkie talkie
Muster and drills: Boats and fire drill once a month Within 24 hours of vessel leaving port if more than 25 % of crew have not participated in a drill in the previous month Passenger ships : muster within 24 hours of embarkation Training manuals: Bridge, engine room, crew mess room, officers mess room. Lifeboats launched and manoeuvred in water once every 3 months, during a drill. Free fall life boats: if impracticable to launch every 3 months then should be davit lowered every 3 months, provided that the life boat is free fall launched at once in 6 months. Rescue boats : launched and manouevred once a month in any case once every 3 months Onboard training: Use of LSA and FFA to be given to new crew as soon as joining or within 2 weeks. Individual instructions on all LSA within 2 months Use of davit launched life rafts within 4 months
Maintenance and inspection Lifeboat falls:
Turned end for end at intervals not more than 30 months ( 2 ½ years ) Renewed not more than 5 years unless required earlier. Weekly inspections :
All survival craft, rescue boats and launching appliances inspected visually Engines of life boats and rescue boats run ahead and astern for not less than 3 minutes General emergency alarm ( if not done daily ) Monthly inspections:
All LSA, lifeboats and rescue boat equipment using checklist provided. Report logged
Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)
Every 12 months can be extended for additional 5 months but not more. Disposable HRU’s ( HAMAR) 2 years life cycle.
Passenger vessels engaged in short international voyages Life boats for at least 30 % of passenger + life rafts for remaining. In addition – life rafts for at least 25 % of passenger’s Passenger ships engaged in international voyages additional requirements: Lifeboats: partially or totally enclosed life boats for 50 % of total complement on each side. Life rafts may be substituted for boats but boats capacity should never be less than 37.5 % of the total compliment Rafts must be davit launched In addition life rafts for 25 % of the compliment Rescue boat: one on each side.
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Cargo ships additional requirements: Lifeboats one or more totally enclosed on each side for 100 % of compliment. Life rafts to accommodate total no of persons on board if not readily transferable for launching on either side of ship, total capacity on each side for 100 % of compliment. If free fall life boat, then life rafts on each side for 100 % of compliment and at least one side of ship to have davit launched rafts.
Vessel less than 85 meter in length Life raft on each side for 100 % complement – if life rafts are not readily transferable then additional life rafts to be provided so that total capacity on each side = 150 % of complement. Rescue boat can be counted for crew. Where survival craft are stowed in a position which is more than 100 meter from stern or stem, she shall carry additional life raft ( 6 person) forward or aft as practicable. Such life rafts are manually operated.
Marking on life rafts: 1. Name and port of registry of ship ( not on container) 2. Makers name or trade mark 3. Serial number 4. Name of approving authority 5. Capacity 6. SOLAS 7. Type of emergency pack ( A ~ B ) 8. Length of painter 9. Drop test height ( maximum stowage height above water level) 10. Launching instructions and last service date Life rafts : capable of staying afloat for a period of 30 days in all sea conditions Weak link breaking strain 2.2 0.4 kn. HRU automatic release of life raft @ depth of 4 meter. Life boat engines: capable of running to provide a speed of 6 knots for a period of 24 hours – shall have a sufficient fuel to last 24 hours. To be capable of carrying a life raft of 25 person with full compliment and equipment with a speed of 2 knots.
Marking on the life boats: 1. 2. 3. 4. 5.
Dimensions Capacity Name and port of registry of vessel on each side of bow Lifeboat number on each side of bow and also on top of boat to identify from air. Retro reflective tape all round at intervals of 12”
Fire protected life boats: Capable of protecting the persons inside when enveloped in a continuos fire for not less than 8 minutes
Self contained air supply: To provide breathable air with engines running for a period not less than 10 minutes pressure not less than outside atmospheric pressure and not more than 20 mbs above the outside atmospheric pressure.
Line throwing apparatus: Capable of throwing a line with reasonable accuracy
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Have not less than 4 projectiles each capable of carrying the line at least 230 mm in calm weather. Include not less than 4 lines of breaking strength 2 Kn. Instructions and diagrams on separation ( pains wessex ) ( schermuly )
Pyrotechnics in life boats and rescue boat and life rafts: 6 hand flares 4 rocket parachutes 2 buoyant smoke floats
Hand flares: 1. 2. 3. 4.
Contained in water tight casing Instructions and diagram on operating procedure Burn bright red colour Burning period not less than 1 minute ( 10 seconds in water – submerged 100 meter below water
Parachute flares: 1. 2. 3. 4. 5.
Contained in water tight casing Instructions and diagram on operation procedure Reach an altitude of 300 meter ( fixed vertically) and eject paraflare Burn bright red colour not less than 30000 candelas Burning period not less than 40 seconds descent not more than 5 meter/ second
Smoke float: 1. 2. 3. 4.
Contained in water tight casing Instructions and diagram on operation procedure Emit smoke of highly visible colour (orange) for not less than 3 minutes in calm water. No flame. Not suspended in sea way (smoke for 10 seconds if submerged in water)
SOLAS appendix 3 Certificates and documents required to be carried on board ships: All ships:
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.
Certificate of registry International loadline certificate Intact stability --Minimum safe manning certificate Certificate for master, officers, and ratings International tonnage certificate Deratting or de-ratting exemption certificate Oil record book Cargo ship safety construction certificate Cargo ship equipment certificate Cargo ship safety radio certificate D.O.C. with ----- for ships carrying dangerous cargo Dangerous goods manifest or stowage plan
For passenger ships: including no 1 to no 10 and also
?
validity: 5 years validity: 5 years validity: life long
? validity: life long validity: 6 months to be kept on board for 3 years validity: ? validity: 2 years validity: 1 year ? ?
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1.
Passenger ship safety certificate
1.
For ships carrying liquid cargo in bulk: including no 1 to 12 and also International oil pollution prevention certificate for the carriage of noxious liquids in bulk (NLS certificate) validity: 5 years Cargo record book validity: kept for 3 years Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk validity: 5 years Grain stability booklet for grain carriers (document of authorization for grain carriage) International oil pollution prevention (IOPP) 5 yrs Certificate of insurance of other financial security in respect of civil liability for oil pollution (CLC) Noise survey report Ship board oil pollution emergency plan ( SOPEP) vessels response to pollution prevention (VRPP) For oil tankers equal to or more than 100 GRT
2. 3. 4. 5. 6. 7. 8.
validity: 1 year
Other ships equal to or more than 400 GRT
Under ISM Code: 1. 2.
Document of compliance issued for every company complying with the ISM code copy of certificate to be held on ship Safety management certificate issued for every ship complying with ISM ( also company must comply = DOC)
MGN -
will provide
-
in order to improve 1. safety of shipping 2. safety of life at sea 3. prevent or minimize pollution numbered in sequence from MGN 1
1. 2.
Advice Guidance
MIN info for a more limited audience e.g. info on training establishments Or equipment manufacturers Or which will be of use for a short period of time
numbered in sequence from MIN 1 cancellation date typically 12 months
MSN -
mandatory info which must be complied with under UK legislation these will relate to SI’s and contain technical detail of such regulations
numbered in sequence continuing the present numbers but using the initial letters MSN Three complimentary series Safety Pollution prevention Other info of relevance to shipping and fish industries
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Salt Water Great Britain Inert Gas
MSN
MIN
MGN
White
Green
Blue
MIN 37 (M + F) An investigation into capsize and stability of sailing multi vessels MIN 38 (M) Research project 391 Assessment of survival time of damaged Ro-Ro passenger vessels MIN 39 (M + F) Research project 397 Ships specific tagging of oil contaminated discharges Two types of tagging 1. Synthetic DNA 2. Non radio active isotopes What is tagging – adding an identifying code to oil cargo and fuel This method was suggested after taking OIL SOURCE IDENTIFICATION Techniques such as hydrocarbon biomarker finger printing Inconclusive because of 1. 2.
Several ships used to carry the same cargo Ships took bunkers from the same source
MIN 31 (M + F) Current on 1st September’98 Comprises annual list of MCA notices and includes a subject index. Shows all MSN’s MIN’s and MGN’s current on 1st September’98
FSA (formal safety assessment) Formal safety assessment technique have been developed by the MCA on recommendation of House of Lords committee MARPOL Will ban organizations in paint by Jan 2003 Recommend new testing procedures for monitoring the level of atmospheric pollution from ships North foreland light house in kent was the last manned light house in the UK Decommissioned (last month – outdated information)
ISM Objectives: 1. 2. 3. 4.
Observe safe operation of ships Prevent pollution Prevent loss of life and damage Project environment
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Designated person from compare – DPA designated person ashore Master responsible from ship Internal audits Reports non confirmatives NCR – non conformance report Corrective action Log all activities Have an approved SMS (safety management system)
About cargo stowage: Weight / area of cargo = loading expression in t/m2 If cargo = 30 t maximum loading of deck = 2.5 t/m2 Then minimum area over which the weight must be spread = 30/2.5 = 12 m2 And therefore use good dunnage and safer to add 5 % to the weight when calculating the area.
Containers: Must have safety approved plate on every approved container stating – 1. Maximum operating gross weight 2. Allowable stacking weight 3. Transverse racking test load valve
Marks on a anchor: 1. Makers name or initials 2. Progressive no 3. Weight 4. No of certificate 5. Letters indicating the certifying authority Anchor certificate: 1. 2. 3. 4. 5. 6. 7.
Type of anchor Weight of anchor including crown shackle in kgs Length of shark in mm Length of arm in mm Weight of head of anchor No of test certificate No and date of drop test
Spider band : derrick head Hounds band : mast head for preventer back stays.
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RULE OF THE ROAD PART A : GENERAL RULE 1
APPLICATION
RULE 2
RESPONSIBILITY
RULE 3
GENERAL DEFINITIONS PART B : STEERING AND SAILING RULE S
SECTION I : CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY RULE 4
APPLICATION
RULE 5
LOOK-OUT
RULE 6
SAFE SPEED
RULE 7
RISK OF COLLISION
RULE 8
ACTION TO AVOID COLLISION
RULE 9
NARROW CHANNELS
RULE 10
TRAFFIC SEPARATION SCHEMES
SECTION II : CONDUCT OF VESSEL IN SIGHT OF ONE ANOTHE R RULE 11
APPLICATION
RULE 12
SAILING VESSELS
RULE 13
OVERTAKING
RULE 14
HEAD-ON SITUATION
RULE 15
CROSSING SITUATION
RULE 16
ACTION BY GIVE-WAY VESSEL
RULE 17
ACTION BY STAND-ON VESSEL
RULE 18
RESPONSIBILITIES BETWEEN VESSELS
SECTION III : CONDUCT OF VESSELS IN RESTRICTED VISIBILIT Y RULE 19
CONDUCT OF VESSELS IN RESTRICTED VISIBILITY PART C : LIGHTS AND SHAPES
RULE 20
APPLICATION
RULE 21
DEFINITIONS
RULE 22
VISIBILITY OF LIGHTS
RULE 23
POWER-DRIVEN VESSEL UNDERWAY
RULE 24
TOWING AND PUSHING
RULE 25
SAILING VESSEL UNDERWAY AND VESSELS UNDER OARS
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RULE 26
FISHING VESSELS
RULE 27
VESSEL NOT UNDER COMMAND OR RESTRICTED IN THEIR ABILITY TO MANOEUVRE
RULE 28
VESSELS CONSTRAINED BY THEIR DRAUGHT
RULE 29
PILOT VESSEL
RULE 30
ANCHORED VESSELS AND VESSELS AGROUND
RULE 31
SEAPLANES PART D : SOUNDS AND LIGHT SIGNALS
RULE 32
DEFINITIONS
RULE 33
EQUIPMENT FOR SOUND SIGNALS
RULE 34
MANOEUVRING AND WARNING SIGNALS
RULE 35
SOUND SIGNALS IN RESTRICTED VISIBILITY
RULE 36
SIGNALS TO ATTRACT ATTENTION
RULE 37
DISTRESS SIGNALS PART E : EXEMPTIONS
RULE 38
EXEMPTIONS
DEFINITIONS:
VESSEL NOT UNDER COMMAND: Means a vessel which through some exceptional circumstance is unable to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.
VESSEL RESTRICTED IN HER ABILITY TO MANOEUVRE: Means a vessel which from the nature of her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.
VESSEL CONSTRAINED BY HER DRAUGHT: Means a power driven vessel which, because of her draught in relation to the available depth and width of navigable water, is severely restricted in her ability to deviate from the course she is following.
UNDERWAY: means that a vessel is not at anchor or made fast to the shore or aground.
EVERY VESSEL SHALL MAINTAIN A PROPER LOOKOUT ALL THE TIME THE VESSEL IS AT SEA EVERY VESSEL SHALL PROCEED AT A SAFE SPEED ALL THE TIME THE VESSEL IS AT SEA
IN NARROW CHANNELS 4(FOUR) TYPES OF VESSELS ARE NOT TO IMPEDE THE SAFE PASSAGE OF A VESSEL 1
VESSEL < 20 METRES IN LENGTH
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2 3 4
FISHING VESSEL SAILING VESSEL CROSSING VESSEL
N A TRAFFIC SEPARATION SCHEME 3(THREE) TYPE OF VESSELS ARE NOT TO IMPEDE THE PASSAGE OF ANY VESSEL 1 2 3
FISHING VESSEL SAILING VESSEL VESSEL < 20 METERS IN LENGTH
TYPE OF VESSEL YOU KNOW FOR SURE ARE MAKING WAY OR NO T 1 2 3
VESSEL ENGAGED IN FISHING VESSEL NOT UNDER COMMAND DEDICATED VESSELS RESTRICTED IN HER ABILITY TO MANOEUVRE
EXPLANATION OF RULE 8 (f) (i) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER VESSEL UNDER ANY OF THESE RULES SHALL TAKE EARLY ACTION TO ALLOW SUFFICIENT SEA ROOM FOR THE SAFE PASSAGE OF THE OTHER VESSEL. (ii) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER VESSEL WHEN APPROACHING THE OTHER VESSEL SO AS TO INVOLVE RISK OF COLLISION SHALL WHEN TAKING ANY ACTION HAVE DUE REGARDS TO THE ACTION REQUIRED BY THESE RULES. (iii) A VESSEL WHOSE PASSAGE IS REQUIRED NOT TO BE IMPEDED (i.e THE OTHER VESSEL) REMAINS FULLY OBLIGED WITH THESE RULES AND DOES NOT HAVE AN AUTOMATIC RIGHT OF WAY.
WHEN REQUIRED TO STAND ON OTHER VESSEL NOT TAKING ANY ACTION 1 5 OR MORE SHORT AND RAPID BLAST ON THE WHISTLE 2 SUPPLEMENTED BY 5 OR MORE SHORT AND RAPID LIGHT SIGNAL 3 INFORM THE MASTER 4 ENGAGE MANUAL STEERING 5 ENGINES ON STAND-BY 6 CHECK OWN NAVIGATIONAL LIGHTS (NB: WHEN IN A TSS POINTS 4 AND 5 ARE ALREADY ENGAGED )
Meteorology. The Atmosphere.
The Air Extends 200km Above The Surface. The Various Layers Are: Ionosphere 80-200km Mesosphere 50 –80 Km. Stratosphere 8/16 -S/L. All Weather Changes Occur In The Troposphere. Also All The Water Vapour Too. In The Stratosphere The Air Temperature Remains Fairly Constant, Upto 56.5 Degree K.
Adiabatic Change. It Is The Change In The Temperature Due To Increase Or Decrease In Its Volume. Without Any Exchange Of Heat From The Surroundings
213
DALR Dry Adiabatic Lapse Rate:The Temperature Of A Dry Parcel Of Air Which Is Made To Rise , Falls At A Steady Rate Of 10 Degrees C. For Every Kilometre Of Ascent.
S A L R. Saturated Adiabatic Lapse Rate.: The Temperature Falls By An Average Of Five Degrees C,Per K.M. Of Ascent. Why S A L R Less Than D A L R. As The Saturated Air Is Cooled Its Capacity To Hold Water Decreases And The Excess Moisture Condenses To Form Water Droplets. This Condensation Gives A Latent Heat Which Warms The Air Up. Diurnal Variation In Temperature. Maximum At 1400 Hrs(Lt) Minimum At Half An Hour After Sunrise. # Diurnal Over Land Can Be 20 Degrees While Over Sea Can Be As Low As 1 Degree. Reason: Land Being Solid Has A Low Value Of Specific Heat So Heats Up Or Cools Easily.
Heat Received By The Sun Is Retained By The Top Layer Of Land (Few Cms. ) Negligible Evaporation Occurs Overland.
Semi-Diurnal Variation In Atmospheric Pressure. # Max At 1000 And 2200 Hrs # Min At 0400 And 1600 Hrs The Average Lapse Rate Being 115 Mb. Per Kilometre Of Ascent.
Barometric Tendency: The Difference Between Atmospheric Pressure At The Time Of Obsercation And Three Hours Earlier At The Place. Fohn Wind Effect: # Starting Out We Have Dew Pt 15 Deg. C And The Temperature 25 Deg C # D A L R Applies As Air Rises. # Temperature Drops To 15 Deg C. For The First K.M. Of Ascent. # Air Is Thus Saturated, Hence Salr. Applies (5 Deg. C) And The Moisture Is Given Off As An Orographic Cloud.
D E F I N I T I O N S. 1. 2. 3. 4.
Dew: When Water Vapour Condenses Into Droplets Of Water And Gets Deposited On Exposed Surfaces On Or Near The Ground It Is Called Dew. Hoar Frost: It Is The Name Given To Ice Crystals Deposited On Exposed Surfaces On Or Near The Ground. When The Ground Temperature Is Much Lower Than Freezing Point In This Case Water Vapour Directly Turns Into Ice Without Becoming Water Glased Frost: It Is A Transparent Smooth Layer Of Ice Formed When Rain Or Drizzle Falls On A Surface Whose Temperature Is Below Freezing. In U.K. It Is Also Called “Black Ice” Rime: If The Temperature Of Water Particles In A Fog Is Below 0 Deg,C. They Are Said To Be Supercooled Droplets Of Water. When They Come In Contact With Very Cold Solid Objects Such As Ships Superstructure They Freeze Immediately.
214
5. 6. 7. 8. 9. 10. 11.
Drizzle: Fine Droplets Of Water Whose Diameter Is Less Than 0.5 Mm. Rain: Droplets Larger Than 0.5 Mm. In Diameter Freezing Rain: Drops Freeze On Impact With Cold Ground. Snow Flakes: Loose Cluster Of Ice Crystals Having Branches. Ice Pellets: Pellets Of Ice Less Than 0.5 Mm. Hail: Balls Of Hard Ice Of 0.5 To 50 Mm. In Dia. Sea (Waves) : Caused As A Result Of Wind Force As Per The Beaufort Scale. The Height Is Directly Proportional To The Strength Of Wind. 12. Swell: Waves On The Sea Surface Formed By Wind Which Has Stopped Blowing At Some Other Place Far Away. 13. Gust: Suddern Increase In Wind Speed For A Very Short Period Of Time Caused By Terristial Obstructions. 14. Squall: It Is A Suddern Increase In Wind Force By 3 Stages Of Beaufort Scale. #Reaching Atleast Upto Force 6 And Lasting Atleast For One Minute.
FOG
Types Of Fog: 1) Radiation Fog: Also Called Land Fog Because It Forms Only Over Land. 1) The Conditions Favourable For This Type Are:
Large Moisture Content In The Lower Layers Of The Atmosphere. Little Or No Cloud Cover At Night. Light Breeze At The Surface. Cold Wet Surface Of Land.
2) Advection Fog: Also Called Sea Fog Because It Is Mostly Found Over Sea It Is Formed When A Moist Wind Blows Over A Cold Wet Surface. Advection Fog Can Be Predicted By Taking Hourly Readings Of The Sea Water Temperature And Calculating Dew Point Of The Atmosphere. The Vertical Axis Has The Scale For Temperature And The Horizontal Axis Has The Lmt Scale. Hourly Readings Of The Dew Point Temperature And Sea Water Temperature Are Obtained As Curves The Point Where The Two Curves Are Predicted To Intersect Is The Time Fog May Be Anticipated And Due Precautions Taken. 3) Smog: Radiation Fog Mixed With Industrial Smoke. 4) Arctic Sea Smoke: When Cold Dry Air Passes Over A Relatively Cold Surface The Water Vapour Evaporating From The Sea Surface Condenses Into Water Vapour Visible As Vertical Steaming Streamers. 4) Hill Or Orographic Fog: When Wind Comes Against A Mountain Range And Begins To Climb Over It, It Cools Adiabatically. Ehen Its Dew Point Is Reached Further Cooling Results In Its Moisture Content To Condense.
Types Of Clouds: # Clouds Grouped According To Their Height Above Sea Level: 1. 2. 3.
Low Clouds Have Their Bases Between Sea Level And 2 Km. Comprising Mainly Of Water Vapour. Medium Clouds Called “Alto” Have Their Bases 2 To 6 Kms. Above Sea Level Comprising Mainly Of Water Vapour And Ice Particles. High Clouds Have The Prefix “Cirro” Made Up Entirely Of Ice Particles.
# Clouds Grouped According To Their Appearance: 1. 2. 3. 4.
“Cirrus”: A Silvery Cloud In The Form Of Feathers Or Fibres Seen High Up. “Cumulus”: A White Cloud Shaped Like A Cauliflower With Great Vertical Extent. “Stratus”: An Even Layer Of Grey Cloud Non Rain Bearing. “Nimbostratus”: An Even Layer Of Cloud Rain Bearing.
215
Buys Ballots Law: Face The True Wind And The Low Pressure Region Will Be Towards The Right Hand Side In The Northern Hemisphere. # It Should Not Be Applied In The Vicinity Of Land As The Wind Experienced Is Not Free And Unobstructed And It May Be Deflected By Land. # It Should Not Be Applied Within A Few Degrees Of The Equator As The Coriolis Force Is Negligible There And The Wind Directly Blows Over From The High-Pressure Region To The Low-Pressure Region.
32.
Port State Control The Port State Control Officer Is Authorised To Check That The Sea Farers On Board The Vessel Hold An Appropriate Certificate Or A Valid Dispensation Or Have Submitted An Application To The Flag State For Endorsement (Upto Three Months Only) In Addition The Control Officer Is Also Authorised To Check That The Ship Is Manned According To The Safe Manning Requirements Of That Ship Set Out By The Flag State. If There Are Clear Grounds To Believe That The Safe Watchkeeping Standards Are Not Being Met I.E. If There Is A Collision, Grounding, Discharge Of Pollutants, Erratic Or Unsafe Maneuvering Of The Ship.
OR The Ship Is Being Operated In A Manner To Pose Danger To Persons, Property Or Environment The Control Officer Is Authorised To Have An Assessment Of The Competency Of The Officer. Under The Above Circumstances The Port State Control Officer Is Authorised To Detain Or Impound The Vessel if He Deems It Necessary. Precautions During Loading And Discharging 1. Only Electric Lights, Except Arc Lights Are Permitted. 2. Ships Radio And Radar To Be Switched Off And Aerials Earthed. Vhf’s Of Power Equal To Or Less Than 25 Watts May Be Used, But Not Within 2 Metres Of The Cargo. 3. Mechanical Stowage Aids Should Be Properly Maintained And In Good Working Order. 4. No Bunkering To Be Carried Out Except With Prior Permission Of The Port. 5. Any Leaking, Broken, Defective, Wet Or Stained Package Not To Be Accepted For Shipment. 6. No Operations During Rain. 7. Additional Security Is Recommended. No Unauthorised Person To Be Allowed Onboard Or Close To The Magazine. In No Event Should Class 1 Packages Be Opened Onboard.
33. Pyrophoric Iron Sulphide:
Pyrophoric Iron Sulphide Is Associated With Inert Gas. In An Accident Dificient Atmosphere Where Hydrogen Sulphide Gas Is Present, Iron Oxide (Rust) Is Converted To Iron Sulphide. If The Iron Sulphide Is Exposed To Air It Is Oxidised Back
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To Iron Oxide And In This Process Sulphur Dioxide Gas Or Free Sulphur Is Formed. The Oxidation Can Be Accompanied With Considerable Heat, So That Individual Particles May Become Incandescent And Can Ignite Flammable Mixtures. Inert Gas Reduces The Oxygen In A Tank Or Ullage Space And Therefore There Is A Risk Of Pyrophoric Deposits Forming In Inerted Tanks. Research Has Shown That This Is More Likely To Occur On Vessels, Carrying Sour Crude Oil Or With Crude Oils Having Hydrogen Sulphide Content. The Pyrophores Which Have Formed During A Loaded Passage, Can Persist During The Subsequent Ballast Voyage. In The Normal Operation Of Inerted Tankers The Cargo Tank Atmosphere Is Not Allowed To Become Flammable At Any Time. Therefore The Mere Presence Of Any Pyrophoric Deposits Would Not Result In An Explosion, However, If The Inert Gas Plant Were To Fail Cargo Or Ballast Discharge Would Cause Air To Enter The Ballast Tanks, Resulting In A Flammable Atmosphere Which Could Be Ignited By Pyrophoric Deposits If Present. Therefore In The Event Of Inert Gas Failure Prior To Or During Cargo Or Ballast Discharge, Discharge Should Not Commence Or Continue Until The Inert Gas Plant Operation Is Restored Or An Alternative Source Of Inert Gas Is Provided.
34. Requirements For Emergency Towing In 1994 Imo Agreed Amendments To The Solas Convention As A New Regulation Ch V/15-1 (Ch Ii-1/3-4 From 1/7/’98), Which Contained The Following Provisions.
All “Tankers” Of 20,000 Dwt And Above Constructed After 1st January 1996 Are To Be Provided With An Emergency Towing Arrangememnts At Both Ends. All Existing Tnakers Of 20,000 Dwt And Above Are To Be Provided With An Emergency Towing Arrangements At Both Ends At The First Scheduled Dry-Docking After 1 st January 1996, But In Any Event, Not Later Than 1 st January 1999. The Term Tankers Includes Oil, Chemical And Gas Tankers. The Minimum Components Of The Emergency Towing Arrangements Are To Comprise Of The Following: Component Forward Aft Towing Pennant
Optional
Required
Chafing Gear
Required
Dependent On Design
Strong Point
Required
Pick-Up Gear Fairlead
Roller Pedestal Lead
Optional
Required Required
Required Required Required
Dependent On Design
The Forward Arrangement, Of Strong Point, Fairlead, Chafing Gear And Roller Pedestal Lead Reflects The Guidance Previously Contained In Imo Assembly Resolution A.535 (13), Which On Many Oil Tankers, May Be Accomodated By The Fittings Recommended To Facilitate Mooring At Spm’s. The Arrangements Aft Contains A Major New Provision introduced Since Imo Assembly Resolution A.535 (13) Was Developed, Namely The Requirement For The Ship To Carry A Pre Rigged Towing Pennant Incorporating Pick-Up Gear. The Pick-Up Gear Must Be Capable Of Being Manually Deployed By One Personand The Pennant Must Be Demonstrated To Be Capable Of Full Deployment Within 15 Minutes Of Harbour Conditions. 35.
Safety Committee
When When A Safety Committee Is Established On A Vessel It Is Necessary To Make Sure That All Departments Are Adequately Represented. The Master Should Be The Chairman And Appoint The Secretary Who Should Be The Ships Safety Officer. In Order That The Committee Work Efficiently, The Person Representing A Department Should Be Elected By The Crew Working In That Department Itself. The Elected Member Should Not Be Less Than 18 Years Of Age And Should Have A Minimum Experience Of 2 Years In That Department To Put Forth All The Problems And Likely Hazards In His Department In The Meeting.
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Whenever A Meeting Is To Be Held A Notice Is To Be Passed Around So That All The Crew Members Can Express Their Views On The Safety Aspects Of Their Work-Place To Their Elected Representative Who In Turn Would Express It In The Meetings. In The Meeting If Any Major Or Minor Deficiencies Are Brought To The Notice Of The Master Then He Can Resolve It Himself Or Seek The Companies Assistance. A Minute Book / File Should Be Maintained By The Secretary So That He May Make Note Of Any Important Happenings During The Meeting And Share It With The Crew Of The Department. Finally A Detailed List Of The Suggestions Should Be Prepared By The Safety Officer And Forwarded By The Master To The Company. The Safety Committee Should Work In Liaison With The Safety Officer And Undertake Any Of The Functions Prescribed Him.
CRUDE OIL WASHING
· Requirements for COW system (REG 33 of MARPOL) · I.G system shall be provided in every tanker having COW · Only those cargo tanks can be ballasted that have been COW · Not following the above is a contravention of the International rules · All ships with COW must have a “Operations and equipment manual” approved by the Administration · Every new crude oil tanker above 20,000 DWT and every existing tanker above 40,000 DWT shall be fitted with cow system · To comply with requirements within 1 year after first engaged in the crude oil trade or by the third voyage carrying crude oil suitable for washing, whichever later · Compliance of cow specifications to be shown in IOPP certificate · Advantages of COW § Increased cargo out turn § Reduced sludge accumulation § Reduced gas freeing time § Reduced manual cleaning · Disadvantages of COW § Does not eliminate water washing § Need for additional equipment § Specialized man power required § Increased stay in the discharge port § Increased work load § Increases corrosion rate inside the tank Design of COW system
· Parts of a COW system o Pumps o Piping o Fixed washing machines o Stripping system · Factors influencing the effectiveness of COW o Characteristics of the crude oil § Wax content § Specific gravity § Dissolved sediments o Temperature of oil o System pressure o Nozzle rotation o Shadow sectors in the tank o Stripping effectiveness o Location & number of washing machines · Number & Location of washing machines is governed by the regulations in MARPOL o 85% of the VERTICAL surface area inside a tank must be covered by the direct impingement of the jet o 90% of the HORIZONTAL surface area inside a tank must be covered by the direct impingement of the jet · Jet length is governed by the washing pressure & nozzle diameter · Jet length should be such as to be effective in fulfilling the requirements of MARPOL · Number of machines that can be run simultaneously is given in the COW operations manual · Running more than above machines causes a drop in system pressure and thereby washing effectiveness · Minimum system pressure to be maintained is given in the COW operations manual · Minimum recommended trim during washing given in the COW operations manual · The given conditions of the COW operations manual must be complied with for a effective wash · Diameter of piping, Number of machines & fluid velocity in the pipe have a relationship that goes into the designing of the system to satisfy MARPOL constructional & operational requirements COW Piping
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· Cow pipes and valves shall be of steel or other equivalent material, of adequate strength, properly jointed, supported & anchored to the vessel · Washing machine may be used as the end anchor but relevant support to be there for times when the machine is removed for repairs · Permanent piping independent of fire mains and other systems except cargo system · Exception to the above on combination carriers’ o Removable machines permitted when carrying dry cargoes o Above machines capable of being reinstated as original fitted and tested for oil tightness o Flexible pipes allowed to connect cow system to washing machines o If so then these hoses to be tested every 2½ years · Provision to prevent over pressurization in the system o Relief valve in the pump · Hydrant valves on tank cleaning line for water washing to be fitted with blanks when COW being done · All connections for pressure gauges and other instrumentation shall be provided with isolating valves unless fitting is of sealed type · No part of the Cow system shall enter the machinery spaces. · Oil to be drained from the line before water washing · COW & water washing system may be common, if so o Piping system may pass thru a steam heater for water washing o This heater to be fitted with a positive means of isolation (blanks) during COW · The piping system to be tested to 1½ times the working pressure Tank washing machines
· Only fixed washing machines are allowed except on combination carriers · Machines may be o Deck mounted § Programmable q Single nozzle v Multi stage washing Ø Subject to reaction forces § Non programmable q Multi nozzle v Single stage washing o Bottom mounted (Submerged) q Multi nozzle · Deck mounted machines may have o Fixed drive units o Portable drive units · Drive for the machine may be o Fluid o Pneumatic · In case of portable drive units the number of units to be sufficient to ensure that no unit is to be moved more than twice from its original position · Verification of movement of machines o Deck mounted § Programmable machines q Rotation & Angle indicator § Non programmable q Characteristic sound pattern q Visual (from tank opening) q Viewing glass q External indicator o Submerged q Characteristic sound pattern q Visual (from tank opening) q External indicator · Each branch in the COW system to have a “Root” valve · Each machine to have a “Stop” or “Isolating” valve · In case of removal of a machine for any reason the supply pipe end & tank opening both to be blanked · To confirm Cleanliness or Effectiveness o Deposit on the bottom of the sounding rod · To verify effectiveness of cleaning the ratio of the volume of oil on top of departure ballast to the volume of that tank shall not exceed 0.00085 · Oil content of the arrival ballast not to be more than 15ppm and/or no sheen or discoloration of the surface of water Pumps
· Dedicated · Cargo pumps o Bleed off § Ensure sufficient & required pressure in the COW line, especially when there is very little back pressure at the manifold
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o Delivered from 1 or all pumps · If cargo pumps are Stripping system
· Effective stripping is very essential for good results · Positive & recommended trim to be maintained · Capable of stripping at a rate of 1.25 times the total throughput of all the washing machines that can operate simultaneously in one tank · Small diameter line (MARPOL Line) to be fitted outboard of manifold valve for stripping lines and pumps · Local & remote (CCR) gauges to be provided at accessible locations to monitor efficiency of the stripping systems o Suction gauge of pump o Suction gauge of suction side of eductor o Discharge gauge of pump o COW line pressure gauge · Checking of tank bottom for being dry o Level gauges o Hand dips · Internal structure of the tanks shall be suitable for efficient drainage to the bell mouth o Drain holes Operations
· “COW Operations & Equipment Manual” is a must for vessels with COW · The above manual is in the form of a standard format · Tanks to be COW o Departure ballast o Arrival ballast o Heavy weather ballast (if anticipated) o ¼ of the remaining tanks for sludge control · No tank needs be washed more than once in 4 months for sludge control · No crude oil washing to be undertaken during a ballast voyage under normal circumstances · Pressure testing of the COW system during ballast · Ballasting of crude oil washed tanks to be completed prior departure for examination of water surface for oil content · For COW operations all tanks must be inerted to or less than 8% O2 and to remain at a positive pressure · COW operations to be stopped if O2 content goes beyond 8% (local rules may require less O2) · To avoid static hazard only “Dry Crude” to be used (De bottom) · Slops decanting process to obtain dry crude · Saturation of crude in the slops after some time · Continuous monitoring of slop tank ullages · Calibration & Measuring of O2 content of a tank · Recording of COW operations in the ORB · Importance of maintaining the COW & IG systems o COW not performed o Unable to satisfy MARPOL requirements o Delay to vessel o Collection of slops (wastage of volume) o Discharge operations suspended · Certain crude oils are not suitable for COW o Viscous o Wax o Heated o High sediments · Above info can be found from the COW manual · Such above crude oils may not be carried in tankers obliged to perform COW unless they have SBT as per MARPOL requirements · PSC can inspect COW operations being performed · Vapor emission during filling of departure of ballast in washed tanks to be controlled by containment in empty cargo tanks COW checklists
Pre arrival at Discharge Port
v Notify Terminal v Terminal radio check list v O2 analysing equipment tested & working v COW system isolated from the heater v Hydrant valves blanked
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v Valves to fixed machines shut v Lines pressure tested v Machine drive units v Pressure gauges v Stripping system v Communication system v COW, Responsibilities & Job description plan Before COW
v Pre arrival checks & conditions v Meeting with ship & shore staff v Communication link within vessel & shore v Abort conditions & Procedures v Fixed & Portable O2 analysers v IG system & O2 content being delivered v O2 content of the tanks v Positive pressure in the tanks v Responsible person assigned to check leaks v Drive units & machines set v Valves & lines double checked v Ullage floats housed During COW
v Quality of IG monitored & recorded v Frequent checking for leaks v Frequent checking & monitoring of other tanks v Frequent checks for machine & drive unit operation v Prescribed wash pressure v Cycle times v Responsible person stationed on deck v Minimum recommended trim v Recommended tank draining method v Slops being monitored continuously After COW
v Shut all valves v Drain COW lCOW MANUAL Crude Oil Washing Operations and Equipment Manual
Crude Oil Washing Operations and Equipment Manual must include the following information: (1) The text of the Annex of Resolution 15 of the MARPOL 73/78. (2) A line drawing of the tank vessel's COW system showing the locations of pumps, piping, and COW machines. (3) A description of the COW system. (4) The procedure for the inspection of the COW system during COW operations. (5) Design characteristic information of the COW system that includes the following: (i) Pressure and flow of the crude oil pumped to the COW machines. (ii) Revolutions, number of cycles, and length of cycles of each COW machine. (iii) Pressure and flow of the stripping suction device. (iv) Number and location of COW machines operating simultaneously in each cargo tank. (6) The design oxygen content of the gas or mixture of gases that is supplied by the inert gas system to each cargo tank. (7) The results of the inspections recorded when passing the inspections under (10) The volume of water used for water rinsing recorded during COW operations when passing the inspections under (11) The trim conditions of the tank vessel recorded during COW operations when passing the inspections under (12) The procedure for stripping cargo tanks of crude oil.
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(13) The procedure for draining and stripping the pumps and piping of the COW system, cargo system, and stripping system after each crude oil cargo discharge. (14) The procedure for crude oil washing cargo tanks that includes the following: (i) The tanks to be crude oil washed to meet (ii) The order in which those tanks are washed. (iii) The single-stage or multi-stage method of washing each tank. (iv) The number of COW machines that operate simultaneously in each tank. (v) The duration of the crude oil wash and water rinse. (vi) The volume of water to be used for water rinse in each tank. (15) The procedures and equipment needed to prevent leakage of crude oil from the COW system. (16) The procedures and equipment needed if leakage of crude oil from the COW system occurs. (17) The procedures for testing and inspecting the COW system for leakage of crude oil before operating the system. (18) The procedures and equipment needed to prevent leakage of crude oil from the steam to the engine room. (19) The number of crew members needed to conduct the following: (i) The discharge of cargo. (ii) The crude oil washing of cargo tanks. (iii) The simultaneous operations in paragraphs (a)(19) (i) and (ii) of this section. (20) A description of the duties of each crew member under paragraph (a)(19) of this section. (21) The procedures for ballasting and deballasting cargo tanks. (22) The step by step procedure for the inspection of the COW system by vessel personnel before COW operations begin that includes the procedure for inspecting and calibrating each instrument. (Operational Checklist) (23) The intervals for on board inspection and maintenance of the COW equipment. Informational references to technical manuals supplied by the manufacturers may be included in this part of the manual. (24) A list of crude oils that are not to be used in COW operations. (25) The procedure to meet
(b) In addition to meeting paragraph (a) of this section, each Crude Oil Washing Operations and Equipment Manual on a tank vessel having a COW system under
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ANGLO EASTERN GROUP UNDER KEEL CLEARANCE POLICY (UKC)
THE MINIMUM UKC AFTER ALLOWING FOR SQUAT, CHANGE OF DENSITY, HEEL AND PREVAILING WEATHER CONDITIONS SHALL BE MAINTAINED AS BELOW : Sr.No.
Criteria
1
Shallow Waters (depth is less than 2 times vessel’s draft). E.g. making approaches to port / pilotage.
2
At Berth
3
Minimum UKC
10% of static draft
a. For ships with extreme breadth up to 20m
0.3 m
b. For ships with extreme breadth over 20 m
1.5% of ship’s beam
Coastal navigation (Less than 25 NM from Land). Guideline for marking “No-GO” areas on charts.
Equal to Static Draft
4
Deep sea / Open passage navigation
50m or 7 times vessel’s draft, whichever is greater. Keep clear of localized shallow areas Incase above is not possible, minimum UKC as per 3 will apply.
NOTE: - IN CASE WHERE LOCAL UKC POLICY REQUIREMENTS ARE GREATER THAN THOSE IN THIS DOCUMENT, SUCH REQUIREMENTS OF LOCAL AUTHORITIES TAKE PRECEDENCE OVER THIS POLICY. MASTER TO INFORM COMPANY IMMEDIATELY IF DIFFICULTY IN COMPLYING WITH THE ABOVE REQUIREMENTS AT ANY TIME.
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Part B – Paper 2 - Watchkeeping and Meteorology (2.5 hrs, 60% pass)
Function (1) : Navigation at the operational level Competence (2): continue Meteorology 1.
Ability to use and interpret information obtained from meteorological instruments and the ability to apply the meteorological information available. Knowledge of the characteristics of the various weather systems, reporting procedures and recording systems. General structure of the atmosphere and the significance of variations in sea surface atmospheric pressure; simple relationship between pressure gradient, wind speed and direction. (P.2) Knowledge of global mean pressure distribution. Daily and seasonal variations. Prevailing winds, land and sea breezes. Monsoons. The Beaufort wind scale. Water vapour in the atmosphere (P.7). Evaporation, condensation, precipitation. Meaning of saturation, relative humidity and dew point. Formation and classification of clouds. Fog, mist and haze. Synoptic and prognostic charts. Types of weather charts received by FAX. The structure of weather reporting by shore and ship stations.
2. 3. 4. 5. 6. 7. 8.
Past Questions; 5. For a vessel in the Arabian Sea in August on a passage form Colombo in Sri Lanka (latitude 7°N longitude 80°E) to Aden (latitude 13°N longitude 45°E) i)
State the direction of the monsoon.
ii)
Describe the expected weather condition.
iii)
State the expected wind force.
Q.5(i) South-West Q.5(ii) strong SW monsoon wind heavy wave and swell from SW may encounter cyclone visibility impaired by heavy shower drizzling weather overcast sky Q.5(iii) Force 6 to7
6. (a) Sketch a barograph. (b) Explain how a barograph is of assistance in forecasting the weather.
Q.6(a) As pressure change, the vacuum pile expand/subtract, by the lever system, the pen are will be deflected and mark the pressure on the chart. The barogram is fitted on a clockwise rotating drum which has a period of one week. (see Kemp & Young Meteorology, P.7-8)
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Q.6(b) Weather, in terms of cloud, visibility, precipitation, is mainly affected by the pressure system. Barograph record the pressure and pressure tendency which assist officers onboard and meteorologist ashore to determine the movement of the various pressure system, since the pressure usually fall well in advance of a depression and rise in advance of an anti-cyclone. (see Meteorology for Mariner, Met Office, P.25)
7. (a) State Buys Ballots Law. (b) How can surface wind direction and force be estimated from isobaric patterns on synoptic charts? (c) (i) Describe the Beaufort Scale of Wind Force. (ii)
Explain how you would estimate wind force at sea.
Q.7(a) In North Latitudes, face the wind and the barometer will be lowest to your right. In South Latitudes, face the wind and the barometer will be lowest to your left.
Q.7(b) Synoptic weather maps normally contain a diagram from which geostrophic wind 地轉風 speed can be determined by measuring the distance between successive isobars. If the diagram is transferred to a celluloid scale, then the wind speed can be read by putting the scale across the isobar. A correction for latitude can be applied when necessary. Then the speed of surface wind can be taken as two-thirds of the geostrophic wind value, and the direction as one or two points from the direction of the isobars, towards the side of low pressure.
Q.7(c)(i) (see Meteorology for Mariner, Met Office, P.26) Beaufort scale 1. 2.
3.
It forms the basis of wind-force estimation at sea Wind force judged from the appearance of the sea Force 0 – mirror Force 1 – ripple Force 2 – small wavelets, crests do not break Force 3 – large wavelets, crests begin to break Force 4 – small waves, frequent white horses Force 5 – moderate waves, may white horses, some spray Force 6 – large waves, white foam crests extensive everywhere Force 7 – sea heaps up, white foam be blown in streaks 條紋 Force 8 – moderate high waves, edges of crests break, foam is blown in well-marked streaks Force 9 – high waves, dense streaks of foam, crests topple 傾倒 , spray Force 10 – very high waves, overhanging crest, foam is blown is dense white streaks, surface white, heavy tumbling 翻筋斗 of sea Force 11 – exceptionally high waves, long white patches of foam cover the sea, edges of wave crest blown into froth 泡 Force 12 – air filled with foam and spray, sea completely white with driving spray, visibility very poor Wind direction judged from the appearance of the sea – at right angle to the line of sea waves
Q.7(c)(ii)
use Beaufort Scale obtain apparent wind from anemometer, apply ship course and speed, calculate true wind by observing funnel smoke and estimate by experience
1990-second
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5. (a)
With the aid of sketches explain the formation of the monsoons which affect Southeast Asia, showing
(b)
i)
Wind directions
ii)
Pressure distribution
Explain why the NE monsoon winds are, on average, of greater strength than the SW monsoon winds in the South China Sea.
Q.5(a) (see Meteorology for Mariner, Met Office, P.75-78, 85) Great Asian land mass: - Intense cooling in winter anticyclone (High) over Mongolia clockwise - Heating in summer depression (Low) over Himalayas anticlockwise Winter implies high pressure inland and low pressure at sea, summer opposites i) north-easterly in winter, south-westerly in summer ii) high over Mongolia in winter, low over Himalayas in summer
Q.5(b) NE monsoon wind in South China Sea is greater than SW monsoon wind because of the presence of consistent NE trade wind.
7. (a) Describe the formation of:i) Advection fog ii)
Radiation fog
(b) Explain the relationship between wet bulb, dry bulb and sea surface temperature in a sea fog situation.
Q.7(a) (see Meteorology for Mariner, Met Office, P.61-62) i) Warm, moist air moves over a colder surface of land or sea, which is cooler than dew point ii) Cooling of ground at calm night and so the air with large moisture in contact with it by radiation. -Calm – cooling little extend shallow fog -Light breeze – little turbulence higher fog (150m) -Strong wind – turbulence extend, cooling spread thru, dry adiabatic lapse stratus, no fog
Q.7(b) Obtain the difference (i.e. depression) between dry bulb and wet bulb temperature; enter the dew point table to obtain dew point of the air. Since water vapour condense when temperature lower than dew point, fog occur when sea water temperature lower than dew point.
1991-Feb 1. (a)
With the aid of a sketch describe the principle and construction of a marine barograph.
(b) Describe the essential differences between an aneroid barometer and a precision aneroid barometer.
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(c) State the corrections to be applied to each of the above barometers.
Q.A1(a) As pressure change, the vacuum pile expand/subtract, by the lever system, the pen are will be deflected and mark the pressure on the chart. The barograph is fitted on a clockwise rotating drum which has a period of one week. (see Kemp & Young Meteorology, P.7-8)
Q.A1(b) Precision Aneroid Barometer Reading
Aneroid Barometer
driven by mechanical
by pointer to scale
device Deal with small
accuracy up to 0.1mb
A light tap on the
Change in Pressure
barometer to free the Fine chain
Height Correction
apply manually
built in by setting the Of the instrument
(see Kemp & Young Meteorology, P.7-9)
Q.A1(c) (see Meteorology for Mariner, Met Office, P.20-21) 1. 2. 3. 4.
Correction for altitude – pressure will be less on the bridge than at sea level. To make the reading comparable, the reading needs to be corrected to sea level. Index correction – corrections determined for every single barometer at the National Physical Laboratory, which is stated on the certificate supplied. Correction for temperature – mercury – expand when heat (read low) Correction for latitude – mercury – lighter in low latitude (read high)
5. What feature would you consider when using the Beaufort Sea criteria to estimate the means wind speed? A vessel on course 050°T at 16 knots has an apparent wind of 210°T at 14 knots measured at the mastead. Determine the speed and direction of the true wind. (1991feb, 1993, 1997)
1. 2. 3. 4. 5. 6.
The appearance of the sea: whether sea like a mirror, or whether ripples, wavelets, waves or high waves exist. The length of waves. Existence of sea foam, white horses. Density of streaks of foam along direct of wind Extent of crest break and its appearance, whether crest is tumble. How visibility is affected by sea spray. Things to be born in mind: i. The probable height of waves columns are added as a guide to show roughly what may be expected in the open sea, remote from land. In enclosed waters, or when near land with off-shore wind, wave height will be smaller and the waves steeper. ii. It must be realized that it will be difficult at night to estimate wind force by the sea criterion. iii. The lag effect between the wind getting up and the sea increasing should be borne in mind. iv. Fetch, depth, swell, heavy rain and tide effects should be considered when estimating the wind force from
227
the appearance of the sea. True wind: 220deg x 30knots
6. Sketch the isobaric pattern associated with a mid-latitude depression and indicates the wind directions.
Q.B6 (see Meteorology for Mariner, Met Office, P.124) Note: wind direction: anti-clockwise, nearly in line with isobar with 10-20deg indrift towards depression. Isobars change direction sharply when they encounter a front. In northern hemisphere, when one passes the south of a warm-sector depression, he will experience south-westerly wind ahead of the warm front, veering westerly in the warm sector and finally veering north-westerly at the cold front.
7. Define: dew point, absolute humidity, relative humidity, saturation
i.
ii. iii. iv.
Dew point - The temperature that unsaturated air must be cooled to be saturated at constant pressure and constant water vapour content. Any further cooling will result to condensation. Absolute humidity - Water content of the air expressed in mass per unit volume, gram/cub. Meter Relative humidity - Relative humidity is the ratio of the existing absolute humidity to its saturation value at the same temperature expressed as a percentage. Saturation - Relative humidity = 100%. Any further cooling in temperature will result in condensation.
1991-June 1. (a) (b)
Draw temperature height graphs to illustrate stable and unstable conditions of the atmosphere. State the cloud types associated with : i) stable air ii)unstable sir
(c)
Define ‘conditional instability’.
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Q.A1(a) (see Meteorology for Deck Officer, P.14-15)
Height
Unstable air lapse rate
B ’
Stable air lapse rate
A
Dry Adiabatic lapse rate Temperature
Under adiabatic condition, an unsaturated parcel of air, from level A raise to level B, its temperature will change at adiabatic lapse rate, but at this level, the temperature of the surrounding air is at the “Air lapse rate”, which is lower than that of the parcel. So the parcel of air will continue to rise since being warmer and less dense than its surroundings. The air so is unstable. The stable condition: reverse.
Q.A1(b)(i) Stratus and stratocumulus Q.A1(b)(ii) Cumulus and cumulonimbus
Q.A1(c) (see Meteorology for Deck Officer, P.14-15) The distribution of a portion of it produces tending to move it further away form its former level. Unsaturated air is unstable when its lapse rate exceeds the dry adiabatic lapse rate, and saturated air is unstable when its lapse rate exceeds the saturated adiabatic lapse rate.
2. (a)
“Air flows directly from a high pressure area to a low pressure area.”
Comment on the validity of this statement, giving reasons. (b)
Given similar spacing between isobars explain why the wind around an anti-cyclone will be stronger than around a depression.
Q.A2(a) Air tends to move from high pressure area to low pressure area due to the pressure gradient Coriolis force, arising from the rotation of the earth, deflects all movement of air toward right in north hemisphere (to left in south hemisphere) Without surface friction, wind blow parallel to isobars as the gradient finally balance the Coriolis force In case of surface wind, due to the friction by landscape, wind speed decrease, coriolis force reduce. Wind direction tend to deflect 10-15deg towards low pressure Coriolis force is minimum at equator and maximum at poles The higher the altitude, the less the frictional effect, and the wind flow with geostropic pattern. So the statement is partly valid (see Meteorology for Mariner, Met Office, P.29-31)
Q.A2(b) For steady circular motion, the difference between the acceleration due to the pressure gradient and the deflecting force must be exactly that required to keep the air moving in a circular path. That is the centrifugal force equivalent to centripetal force. The centrifugal force always acts outwards, at right angles to the tangent to the curved path along which the mass is moving. Thus for a cyclone the centrifugal force is directly against and has the opposite sign
229
to the pressure gradient, gradient wind speed has to be less than geostrophic wind. While for an anticyclone centrifugal force acts in the same direction and has the same sign as the pressure gradient and thus wind speed is greater than the geostrophic wind. (see Meteorology for Mariner, Met Office, P.32-33) P.32
4. State the names of the weather patterns at the places indicated by the letters A to H on the attached weather map. (e.g. X is col).
A – Occlusion B – depression
Secondary
C – Ridge D – Depression E – Frontal Trough F – Warm Front G – Cold Front H – Anti-cyclone 5. Hong Kong harbor experiences period of radiation fog. a) Describe the cause of this fog. b) Describe the conditions which cause this fog to dissipate. c) State, with reasons, the most suitable position for a look out man in this fog.
Q.B5(i) (see Meteorology for Mariner, Met Office, P.61) See 1990-second. Q 7
Q.B5(ii)
land temperature emperature increase by sunshine strong wind present dry wind from mainland present
Q.B5(iii) Bridge wing to hear fog signal // (alternative answer) Forecastle: To hear fog signal and lookout for other vessel more closely.
230
1991-july/1993 2. a)
Give examples of the conditions which could result in reduced visibility at sea.
b)
Explain how the readings of the wet and dry bulb thermometers and the sea surface temperature reading can be used to predict the formation of advection fog.
Q.A2(a) 1. 2. 3. 4. 5. 6. 7. 8.
Fog – visibility is reduced to less than 1000m. Fog forms in different condition. Radiation fog, advection and sea smoke fog form by condensation of water vapour due to contacting with cold surface Mist – similar to fog, but visibility is not so seriously affected. (> 1000m) Haze – visibility is reduced to the same level with mist but due to dust or smoke or other impurities in suspension. Rain – visibility is reduced by heavy rain drop Smog – smoke from industrial area is trapped under the temperature inversion. Large particles of smoke settle under gravity and do not drift far Sand storm near to the coastline of desert Snow – similar to rain Sea – sea spray due to rough sea
Q.A2(b) Obtain the difference (i.e. depression) between dry bulb and wet bulb temperature; enter the dew point table to obtain dew point of the air. Since water vapour condense when temperature lower than dew point, fog occur when sea water temperature lower than dew point.
4. Write short notes on a) geostrophic wind b)
katabatic wind
Q.B4(i) (see Meteorology for Mariner, Met Office, P.29-30) Isobars are straight and parallel. 2 horizontal forces acting on any parcel of air, one due to pressure gradient acting in a direction perpendicular to the isobars towards the side of low pressure, the other the deflecting force of the earth’s rotation acting perpendicular to the path of the air and to the right of it. The wind derived from the assumption that isobars are straight and parallel and ignoring friction is called geostrophic wind. Its direction is parallel to the isobars, with low pressure to the left in the N. hemisphere.
Q.B4(ii) (see Meteorology for Mariner, Met Office, P.87) At night, with a clear sky, heat is radiated from the surface of the earth, which cools and then cools the air above it. Where the ground is sloping, gravitation causes this cooler, denser air to flow down the slope, causing katabatic wind. It can be violent.
5. A cold moist air stream begins blowing over a relatively warm sea surface. What changes, if any, would you expect with reference to: a) dew point b) absolute humidity c) relative humidity
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1. 2. 3.
dewpoint decrease as the temperature decrease absolute humidity decrease as the temperature decrease even though it is moisture air relative humidity increase as the temperature decrease and the present of moisture.
1992-Mar 1. (a)
Explain the main purposes of a synoptic weather map.
(b)
Indicate on the enclosed weather map: (same as 1991-June Q.4)
- the probable line of the polar front - the flow warm air - the flow of cold air - the probable direction of movement of weather systems A B C D and H within the next 24 hours.
Q.A1(a) (see Meteorology for Mariner, Met Office, P. 176-177) It provides a convenient visual summary of all the elements of the weather over a large area, such as low & high pressure centers, troughs, ridges and fronts. Through the chart, we can determine the direction and force of surface wind, and forecast the sea fog and sea temperature. A sequence of synoptic charts enables one to study the movement and development of the various weather systems involved. We can take account into the acceleration/deceleration and intensification/weakening, then forecast by extrapolating the movement of main features (prognosis chart). Chart is produced at synoptic hours. Q.A1(b) (see enclosed weather map)
4. Write short notes on the characteristics and source regions of Polar Maritime and Tropical Continental air masses.
Q.B4 Polar Maritime Air Mass
moist cool, unstable, cumuliform cloud, isolated squally shower, very good or excellent visibility In winter, it is warmer than continental polar air in the surface layers. A steep lapse rate in the lowest layers Humidity decrease rapidly with altitude. when passing cool land in winter, fog or low stratus cloud may be present sources region: cold air from hi latitude (sub-polar region) crossing over ocean (e.g. air the north Atlantic and arrive UK and northern Europe)
Tropical Continental Air Mass
very warm, very dry at the source little cloud and precipitation air may pick up some moisture or cooled in the process if the source is from desert, fine dust may be carried and hazy weather is expected source region: north Africa desert air, Sahara
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6. Explain the methods by which the atmosphere is heated. (1992, 1995)
Q.B6 1. 2. 3. 4.
Radiation – Short wave radiation from sun do not heat the air efficiently, Long wave radiation from earth (radiation rebound from earth) is long wave form, warm the lower of air Conduction – Heat is transferred from particle to particle. Air is warmed if it contact with warm surface. It will be cooled if the surface is cold Convection – Warmed air expands and rise. Convection takes large amount of warm air and moisture to the upper level. Air is cooled when rising and water vapour condense and release latent heat. Precipitation occurs but latent heat remains. Turbulence – Air blow over rough surface tend to deflect upwards by landscape. Rising air bring its warmness (acquired from ground) to the upper level. Air in the upper level replace the rising air and bring its coolness to the ground.
1994-Mar A1. (a) (b)
Describe how cumulus and stratus clouds are formed. State the main differences between cumulus and stratus clouds.
Q.A1(a) Cumulus = convection cloud. A portion of air is heated to a temperature greater than the surrounding temperature, then it rise freely if ELR > DALR until condensation level. Water vapour condenses and cumulus form. If the SALR
ELR below condensation level and SALR>ELR above condensation level as a layer.
Q.A1(b) Cu Air Shape
St
Stable
Unstable
cauliflower with
Continuous layer or sheet
Vertical extension Flat base Colour
white
Height
460-1500
grey m
150-600m
(see Meteorology for Mariner, Met Office, P.50-52, Kemp & Young Meteorology, P.24)
B4. Describe fully what is meant by “trade winds”. Discuss their cause and any circumstances whereby these winds change in velocity and/or direction during the year.
Q.B4
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air is heated and risen in the ITCZ, as a result of sun heating in low latitude, therefore low pressure in ITCZ the rise air cooled and sink at the latitude of 30deg, high pressure in Horse Latitude surface air from Horse Latitude move toward equator due to the pressure gradient; as a result of Coriolis Force, wind deflected and resulted to NE wind in N Hemisphere and SE in S Hemisphere. This wind blow towards the equator; wind direction change from NE ENE E, due to the reducing effect of Coriolis Force Trade wind usually have a wind force of 13-15 knots In Arabian Sea, Bay of Bengal and China Sea, Monsoon suppress the Trade Wind; In summer, NE trade wind suppress by SW monsoon, wind direction in these region is SW instead of NE; In winter, NE monsoon reinforce the NE trade wind, give gale force NE wind in China Sea
1994-March 2 = 1997 B1. “Over large land masses the pressure is usually high in winter and low in summer”. Discuss this statement. (1994mar2, 1997)
Large land masses becomes heated in summer because of “long day, short night”, and of sun ray is more directing to the great land during summer. Land being heated more easily than at sea, because of the specific heat capacity of sea is 5 times more than that of land pressure becomes low in summer, Reversely, land masses becomes cooled in winter because of “short day, long night, and of sun ray is less directing to the land. Land being cooled more easily than at sea, because of the specific heat capacity of sea is 5 times more than that of land pressure becomes high in winter. (see Meteorology for Mariner, Met Office, P.85)
B2. Explain why the Trade Winds blow steadily throughout the year but the monsoons of Asia change twice a year.
Referring to the Figure 7.7. Idealized global circulation of surface winds, sub-tropical high pressure belt, Horse Latitude, and Doldrum exist throughout the year. The trade winds are prominent over all the major sea areas in both summer and winter. However, the intense cooling which occurs n the interior of Asian land mass in winter and the extreme heating in summer has the effect of producing a great anticyclone, normally entered over Mongolia, in winter, and an intense depression, normally centred near the Himalayas, in summer. That is why the monsoons of Asia change twice a year. (see Meteorology for Mariner, Met Office, P. 80-85)
1995 B4. With the aid of a sketch show how the precision aneroid barometer, of the type supplied to voluntary observing ships, works. State any corrections that should be applied after reading it.
Q.B4 (see Seamanship Technique, second edition, D J House, Vol.2, P. 53-55; Meteorology for Mariner, Met Office, P.2021)
234
B5. (a) (b)
Define: Fog, Mist, Haze State the conditions favorable to the formation of advection fog.
Q.B5(a)(i) when atmospheric visibility is reduced below 1 km due to water droplets, for is said to occur.
Q.B5(a)(ii) mist is similar in cause and character to fog, but the visibility is not so seriously affected. By international agreement, visibility which is impaired, but is not less than 1 km is described as mist when the obscurity is caused by water particles.
Q. B5(a)(iii) haze occur when the obscurity results from smoke, dust particles or other impurities in suspension in the atmosphere. The usual criterion for deciding between mist and haze is whether or not the relative humidity is above 95%.
Q.B5(b) (see Meteorology for Mariner, Met Office, P. 62)
B1. State the conditions favorable for the formation of advection fog and sea smoke.
(see Meteorology for Mariner, Met Office, P. 62, 64) Advection fog A supply of warm and damp air over colder land or sea surface Over seas, fog occurs when warm damp air moves from the land over a colder sea or from a region of fairly warm seawater to one of colder seawater Wind should be light, otherwise, turbulence will lift up condensation level and form cloud instead of fog Sea smoke
Air temperature much lower than sea surface temperature Cold offshore wind blow to warmer sea. Cold air rapidly saturated by evaporation from warmer sea surface, which supply large amount of heat and moisture. Strong force wind continually renew supply of cold air
1994-Mar B5. Explain how advection fog forms and dissipates.
Formation: see above Dissipates: wind strong, so turbulence will lift up condensation level and form cloud 1996 A1. Define adiabatic lapse rate and describe its relationship with atmospheric stability.
Adiabatic Lapse Rate is the change of temperature of an air parcel as to the change of height, with no energy exchange by heating or cooling.
235
For Atmospheric stability see Meteorology for Mariner, Met Office, P.12 P.12-14
B2. Describe what is meant by the following ship station model.
Q. B2 (see Meteorology for Mariner, Met Office, P. 170 170-171; 171; and Marine Observer’s Handbook, No. 1 App.C) Wind Direction: NE, Wind speed: 15 knots, Total Cloud Amount: 7/8, Air Temp: 20C, Visibility: 11nm, Dew Point: 14C, Sea Temp: 18C, Present Weather: slight rain shower, Past weather: Thunderstorm, shower, Barometric Pressure: 1010.3hp, 3 hours pressure tendency: decrease or steady, then increasing by 0.5 hp, High Cloud: CH3 CH3- Dense ense Cirrus, Middle Cloud: nil, Low Cloud: Cumulonimbus with fibrous top, often with an anvil, Amount of low cloud: 4/8, Height of lowest cloud: 200200 300m, Direction of swell: (primary) 45-54 54 deg, (secondary) 075 075-084deg 22.1
OIL RECORD BOOK PART -2 2 GUIDELINES FOR F ENTRIES APPLICATION The guidelines are applicable to vessels certified to carry Annex 1 cargoes. The guidelines for filling the Oil Record Book (Part II) are formulated on basis of best industry practice and guidance given in MEPC resolution MEPC. 187(59).
INTRODUCTION
The following pages of this section show a comprehensive list of items of cargo and ballast operations which are, when appropriate, to be recorded in the Oil Record Book Part II in accordance with regulation 36 of Annex I of the International Convention forr the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational sections, each of which is denoted by a code letter. When making entries in the Oil Record B Book ook Part II, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces. Each completed operation shall be signed for and dated by the officer o orr officers in charge. Each completed page shall be countersigned by the master of the ship.
In respect of the oil tankers engaged in specific trades in accordance with regulation 2.5 Annex I of MARPOL 73/78, appropriate entry in the Oil Record Book Part II shall be endorsed by the competent port State authority.* The Oil Record Book Part II contains many references to oil quantity. The limited accuracy of tank measurement devices, temperature variations and cling age will affect the accuracy of these readings. readin The entries in the Oil Record Book Part II should be considered accordingly. In the event of accidental or other exceptional discharge of oil, a statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for, the di discharge. Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.
236
The Oil Record Book Part II shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.
The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part II on board the ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the Oil Record Book Part II shall be made admissible in any juridicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil record Book Part II and taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
237
Regulation 2.5 (Annex 1) Subject to the provisions of paragraph 6 of this regulation, regulations 18.6 to 18.8 of this Annex shall not apply to an oil tanker delivered on or before 1 June 1982, as defined in regulation 1.28.3, solely engaged in specific trades between: 1.
Ports or terminals within a State Party to the present Convention: or
2.
Ports or terminals of State Parties to the present Convention, where: .2.1 the voyage is the entirely within a Special Area: or
.2.2 the voyage is entirely within other limits designated by the Organization.
IMPORTANT NOTE: OIL DISCHARGE MONITORING AND CONTROL SYSTEM
The printouts of ODMCS should be checked regularly during each operation to ensure that all parameters are being recorded correctly. (ODMCS printouts should be retained on board for a minimum of 3 years.) OIL RECORD BOOK PART II LIST OF ITEMS TO BE RECORDED
(A)
Loading of oil cargo 1.
Place of loading.
3.
Total quantity of oil loaded (state quantity added, in cubic metres at 15 o C and tank(s), in cubic metres).
2.
Type of oil loaded and identity of tank(s).
the total content of
Loading oil cargo (all cargo tanks)
Date
Code
Item
Record of operations / signature of officer in charge
23.09.09
A
1
Ras Tanura, Berth No. 10, Saudi Arabia
2
Arabian Light / All cargo tanks
3
Loaded / 103,350 m3 GSV
Loading oil cargo (partial cargo tanks) Date
Code
Item
Record of operations / signature of officer in charge
23.09.09
A
1
Ras Tanura, Berth No. 10, Saudi Arabia
2
Arabian Light / 1 P/S, 2 P/S, 4 P/S & Slop tks. P/S
3
Quantity Loaded / 96,350 m3 GSV Total Quantity / 156,652 m3 GSV
Loading oil cargo (Multiple Grades ) Date
Code
Item
Record of operations / signature of officer in charge
238
23.09.09
A
1 2 3
(B)
Berth No.10, Yeosu, Low Sulphur Diesel oil, Superior Kerosene Oil Low Sulphur Diesel Oil/ 1 P/S, 3 P/S, 5 P/S & Slop(P) Superior Kerosene Oil/ 2 P/S, 4 P/S, 6 P/S and Slop(S) Quantity Loaded / Low Sulphur Diesel Oil: 24000 m 3 GSV, Superior Kerosene Oil: 26000 m3 GSV, Total Quantity / 50,000 m3 GSV
Internal transfer of oil cargo during voyage 4.
Identity of tank(s): .1 from: .2 to: (state quantity transferred and total quantity of tank(s), in cubic metres).
5.
Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained, in cubic metres.) Internal transfer of oil cargo during voyage when tank(s) emptied
Date
Code
Item
16.08.09
B
4.1
From Slop tk. P (Quantity:1356 m3)
4.2
6 Port C.O.T, Quantity transferred:1356 m3, Total Quantity in Port:2156 m3
5
Record of operations / signature of officer in charge
6
Yes
Internal transfer of oil cargo during voyage when tank(s) partially emptied Date
Code
Item
14.04.09
B
4.1
From Slop tk. S (Quantity:914.4 m3)
4.2
1 starboard C.O.T, Quantity transferred:586.0 m3, Total Quantity: 7315.6 M3
5
(C)
Record of operations / signature of officer in charge
No / Ret. 328.4 m3
Unloading of oil cargo
6.
Place of unloading.
8.
Was (were) the tank(s) emptied? (If not, state quantity retained, in cubic metres.)
7.
Identity of tank(s) unloaded.
Unloading of oil cargo (all cargo tanks) Date
Code
Item
18.04.10
C
6
Record of operations / signature of officer in charge Mina Saeed, Berth 6, Qatar
239
7
1 P/S, 2 P/S, 3 P/S, 4 P/S, 5 P/S, 6 P/S & Slop tks. P/S
8
Yes
Unloading of oil cargo (partial cargo tanks)
(D)
Date
Code
Item
Record of operations / signature of officer in charge
18.04.10
C
6
Vopak terminal, Fujairah.
7
1 P/S, 2 P/S, 3 P/S, 4 P/S, 5 P/S, 6 P/S & Slop tks. P/S
8
No / 2 P 6524.6 m3 GSV, 2 S 6465.5 m3 GSV, 4 P 7156.3 m3 GSV, 4 S 7315.5 m3 GSV
Crude oil washing (COW tankers only)
(To be completed for each tank being crude oil washed) 9. 10.
Port where crude oil washing was carried out or ship's position if carried out between two discharge ports. Identity of tank(s) washed.1
11.
Number of machines in use.
12.
Time of start of washing.
13.
Washing pattern employed.2
When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No.2 centre, forward section. 1
In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing is employed. If multi-stage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the program. 2
14.
Washing line pressure.
15.
Time washing was completed or stopped.
16.
State method of establishing that tank(s) was (were) dry.
17.
Remarks.3
If the programmes given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks. 3
COW – Operations done between 0000 – 2400 hrs
240
Date
Code
Item
Record of operations / signature of officer in charge
16.04.09
D
9
TEPPCO Seaway – Freeport, Texas
10
1 P-S / 3 P-S / 5 P-S
11
2/2/2
12
0815 / 1200 / 1600 (LT)
13
Multi-stage, bottom wash, 40o , 0o, 40o, 0o
14
9.5 bar
15
1200 / 1545 / 1945 (LT)
16
MMC gauge.
17
None
COW – Operations done beyond 2400 hrs Date
Code
Item
Record of operations / signature of officer in charge
16.04.09
D
9
TEPPCO Seaway – Freeport, Texas
10
2 P-S / 4 P-S / 6 P-S
11
2/2/2
12
1415 / 2000 / 2230 (LT)
13
Single-stage, full wash pattern, 0o, 140o , 0o, 40o, 0o, 40°, 0o
14
9.5 bar
15
1815 / 2400 (LT) / 17.04.09 – 0230 (LT)
16
MMC gauge, suction loss
17
Operation extended beyond 2400 hrs.
Note: Time to be mentioned in LT or UTC
241
(E)
Ballasting of cargo tanks 18. Position of ship at start and end of ballasting. 19.
Ballasting process: .1 identity of tank(s) ballasted; .2 time of start and end; and .3 quantity of ballast received. Indicate total quantity of ballast for each tank involved in operation, in cubic metres.
Ballasting of cargo tanks Date
Code
Item
10.05.10
E
18
Record of operations / signature of officer in charge Start 15o 06’ N, 23o 24’W / End 16o 23’ N, 21o 34’W
19.1
4 P-S
19.2
0815 to 1930 (LT)
19.3
Total Quantity: 13641.3 m3, 4 P - 5846.0 m3, 4 S – 6795.3 m3
Note: Time to be mentioned in LT or UTC
(F)
Ballasting of dedicated clean ballast tanks (CBT tankers only) 20. Identity of tank(s) ballasted. 21.
Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
22.
Position of ship when pump(s) and lines were flushed to slop tank.
23.
Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State total quantity, in cubic metres.
24.
Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
25.
Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.
26.
Quantity of clean ballast taken on board, in cubic metres. Ballasting of dedicated clean ballast tanks (CBT tankers only)
Date
Code
Item
Record of operations / signature of officer in charge
10.04.09
F
20
3 P-S
21
36o 15’ N, 34o 45’W
242
22
38o 25’ N, 32o 10’W
23
Quantity transferred: 356 m3 to Slop tk. Starboard / Total Quantity:1546 m3
24
Lat 38o 25’ N, Long 31o 43’W
25
1800 LT / Lat 38o 45’ N, Long 30o 23’W
26
7652 m3
Note: Time to be mentioned in LT or UTC
(G)
Cleaning of cargo tanks 27.
Identity of tank(s) cleaned.
28.
Port or ship's position.
29.
Duration of cleaning.
30.
Method of cleaning. 4
31.
Tank washings transferred to: .1 reception facilities (state port and quantity, in cubic metres); and .2 slop tank(s) or cargo tank(s) designated as sloptank(s) (identify tank(s); state quantity transferred and total quantity, in cubic metres).
Cleaning of cargo tanks Date
Code
Item
14.06.10
G
27
1 P/S, 2 P/S, 3 P/S, 4 P/S, 5 P/S, 6P/S, SLOP (S)
28
Start 15o 06’ N, 23o 24’W / Stop 18o 23’ N, 21o 34’W
29
0015 to 2315 (LT)
30
Fixed machine water washing 50o C
31.2
Record of operations / signature of officer in charge
315.5 m3 to Slop tk. P / Total qty. 679.3 m3
Cleaning of cargo tanks (multiple tanks to reception facility ) Date
Code
Item
10.06.09
G
27
Record of operations / signature of officer in charge 2 P-S / 4 P-S / 6 P-S
243
28
Bantangas, Philippines
29
0330-0515 / 0615-0930 / 1000- 1345 (LT)
30
Fixed machine water washing 55o C
31.1
Bantangas / 1279.3 m3
Note: Time to be mentioned in LT or UTC
(H)
Discharge of dirty ballast 32. Identity of tank(s). 33.
Time and position of ship at start of discharge into the sea.
34.
Time and position of ship on completion of discharge into the sea.
35.
Quantity discharged into the sea, in cubic metres.
36.
Ship's speed(s) during discharge.
37.
Was the discharge monitoring and control system in operation during the discharge?
38.
Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
39.
Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity, in cubic metres.
40.
Discharged to shore reception facilities (identify port and quantity involved, in cubic metres). 5
Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated. 4
Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity or tank washings, dirty ballast, residues or oily mixtures transferred together with the time and date or the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or the certificate should be kept together with the Oil Record Book. 5
Discharge of dirty ballast (at sea) Date
Code
Item
Record of operations / signature of officer in charge
10.05.09
H
32
4 P-S
33
1435 LT (0635 UTC) / 25o 15’ N, 65o 01’W
34
1515 LT (0915 UTC) / 26o 06’ N, 65o 03’W
35
13265.5 m3
244
36
14 kts
37
Yes
38
Yes
39
121.6 m3 to Slop tk. P / Total qty. 245.2 m3
40
Not applicable
Discharge of dirty ballast (to reception facility) Date
Code
Item
Record of operations / signature of officer in charge
10.05.09
H
32
3P-S
37
Yes
38
Yes
40
Berth No. 6, Ras Tanura, S. Arabia / 13825.2 m3
Note: Time to be mentioned in LT and UTC
(I)
Discharge of water from slop tanks into the sea 41.
Identity of slop tanks.
42.
Time of settling from last entry of residues, or
43.
Time of settling from last discharge.
44.
Time and position of ship at start of discharge.
45.
Ullage of total contents at start of discharge.
46.
Ullage of oil/water interface at start of discharge.
47.
Bulk quantity discharged, in cubic metres and rate of discharge, in m3/hour.
48.
Final quantity discharged, in cubic metres and rate of discharge, in m3/hour.
49.
Time and position of ship on completion of discharge.
50.
Was the discharge monitoring and control system in operation during the discharge?
51.
Ullage of oil/ water interface on completion of discharge, in metres.
52.
Ship's speed(s) during discharge.
245
53.
Was regular check kept on the effluent and the surface of water in the locality of the discharge?
54.
Confirm that all applicable valves in the ship's piping system have been closed on completion of discharge from the slop tanks.
Discharge of water from slop tanks into the sea Date
Code
Item
Record of operations / signature of officer in charge
10.06.09
I
41
Slop tk. S
42
24 hrs
43
N/A
44
1230 LT (0430 UTC) / 37 o 11’ N, 12o 25’W
45
19.6 m
46
20.2 m
47
617.6 m3 / 165 m3/hr
48
652.3 m3 / 140 m3/hr
49
1710 LT (0910 UTC) / 36o 01’ N, 12o 00’W
50
Yes
51
22.2 m
52
14.2 kts
53
Yes
54
All applicable valves closed
Note: Time to be mentioned in LT and UTC
(J)
Disposal of residues and oily mixtures not otherwise dealt with 55.
Identity of tanks.
56.
Quantity disposed of from each tank. (State the quantity retained, in cubic metres.)
57.
Method of transfer or disposal: .1 Disposal to reception facilities (identify port and quantity involved);5 .2 mixed with cargo (state quantity); .3 transferred to or from (an)other tank(s) including transfer from machinery space oil residue (sludge) and oily bilge water tanks (identify tank(s); state quantity transferred and total quantity in tank(s), in cubic metres); and .4 other method (state which); state quantity disposed of, in cubic metres.
Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity or tank washings, dirty ballast, residues or oily mixtures transferred together with the time and date or the transfer. This receipt or certificate, if attached 5
246
to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or the certificate should be kept together with the Oil Record Book. Disposal of residues and oily mixtures (slops) to reception Facility Date
Code
Item
Record of operations / signature of officer in charge
28.04.09
J
55
Slop tk. P
56
Quantity transferred: 226 m3 / Quantity retained :Nil
57.1
To barge M.T. High Point @ Fujairah anchorage / Quantity transferred:226 m3
Transferring oily residues (sludge) from machinery spaces (SBOT) to slop tk. Date
Code
Item
Record of operations / signature of officer in charge
28.04.09
J
55
SBOT
56
12.0 m3 / ret. 2.30 m3
57.3
To Slop tk. (P) / Total Quantity:826.5 m3
Transferring Oily residues and Oily mixture from SLOP tank to Residue Tank
(K)
Date
Code
Item
Record of operations / signature of officer in charge
28.04.09
J
55
Slop (P)
56
Quantity Transferred 80 m3, Retained: Nil.
57.3
To Residue tank/ Quantity transferred 80 m3, Final quantity residue tank: 95 m3.
Discharge of clean ballast contained in cargo tanks 58.
Position of ship at start of clean ballast.
59.
Identity of tank(s) discharged.
60.
Was (were) the tank(s) empty on completion?
61.
Position of ship on completion if different from 58.
62.
Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? Discharging clean ballast contained in cargo tanks
Date
Code
Item
Record of operations / signature of officer in charge
10.06.10
K
58
03o 22’ N, 002o 15’W
59
2 P-S
247
(L)
60
Yes
61
04o 11’ N, 001o 02’W
62
Yes
Discharge of ballast from dedicated clean ballast tanks (CBT tankers only) 63.
Identity of tank(s) discharged.
64.
Time and position of ship at start of discharge of clean ballast into the sea.
65.
Time and position of ship on completion of discharge into the sea.
66.
Quantity discharged, in cubic metres: .1 into the sea; or .2 to reception facility (identify port).5
67.
Was there any indication of oil contamination of the ballast water before or during discharge into the sea?
68. 69.
Was the discharge monitored by an oil content meter? Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.
Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity or tank washings, dirty ballast, residues or oily mixtures transferred together with the time and date or the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or the certificate should be kept together with the Oil Record Book. 5
Discharge of ballast (at sea ) from dedicated clean ballast tanks (CBT tankers only)
Date
Code
Item
06.06.10
L
63
4 P-S
64
0930 LT / 24o 16’ N, 066o 05’W
65
1630 LT / 26o 15’ N, 067o 09’W
66.1
Record of operations / signature of officer in charge
11997 m3
67
No
68
Yes
69
1700 / 26o 17’ N, 067o 09.5’W
Discharge of ballast (to reception facilities) from dedicated clean ballast tanks (CBT tankers only) Date
Code
Item
06.06.10
L
63
Record of operations / signature of officer in charge 3 P-S
248
64
0630 LT (0030 UTC)/ Berth no. 5, Ras Tanura, S. Arabia
65
1200 hrs / Berth no. 5, Ras Tanura, S. Arabia
66.2
10225 m3
67
N/A
68
N/A
69
1345 LT (0745UTC) / Berth no. 5, Ras Tanura, S. Arabia
Note: Time to be mentioned in LT or UTC
(M)
Condition of oil discharge monitoring and control system 70.
Time of system failure.
71.
Time when system has been made operational.
72.
Reasons for failure. Condition of oil discharge monitoring and control system
Date
Code
Item
Record of operations / signature of officer in charge
15.03.09
M
70
0745 LT
71
-
72
Failure of Log speed input to Oil discharge monitoring and control system.
Note: In the event of failure of the oil discharge monitoring and control system a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible. (Refer MARPOL 1, regulation 31). Subject to allowance by the port state authority, a tanker with defective oil discharge monitoring and control system may undertake one ballast voyage before proceeding to a repair port.
An entry shall be made under Code M, once the unit has been repaired.
Condition of oil discharge monitoring and control system Date
Code
Item
15.03.09
M
70
0745 LT
71
1030 LT
72
Failure of Log speed input to Oil discharge monitoring and control system.
20.03.09
Record of operations / signature of officer in charge
249
Note: Time to be mentioned in LT or UTC
(N)
Accidental or other exceptional discharges of oil 73.
Time of occurrence.
75.
Approximate quantity, in cubic metres, and type of oil.
74. 76.
Port or ship's position at time of occurrence.
Circumstances of discharge or escape, the reasons therefore and general remarks. Accidental or other exceptional discharges of oil
Date
Code
Item
Record of operations / signature of officer in charge
26.08.10
N
73
0825 LT
74
Port Said
75
2m 3 , Gas Oil
76
6 Port Tank Overflow. See attached report for details of the incident.
Note: Time to be mentioned in LT or UTC
(O)
Additional operational procedures and general remarks After cleaning/checking ODME Date
Code
12.08.11
O
Item
Record of operations / signature of officer in charge Cleaned & checked calibration of ODME
Whenever oily water is transferred to slops after cleaning main deck Date
Code
10.04.10
O
Item
Record of operations / signature of officer in charge 2.8 m3 Oily water transferred to Port Slop tank after cleaning Main Deck area.
After cleaning cargo manifold containment areas and transferring to slops Date
Code
12.08.11
O
Item
Record of operations / signature of officer in charge 1.2 m3 oily mixtures transferred to Port Slop tk. after cleaning & rinsing P/S cargo manifold containment areas.
After transferring oily residue from drip pans to slops Date
Code
05.02.11
O
Item
Record of operations / signature of officer in charge 75 ltrs. Oily residue from drip pans transferred to Port Slop tk.
250
Taking Fresh water/ Seawater in Slop tanks for tank cleaning purpose Date
Code
05.02.11
O
Item
Record of operations / signature of officer in charge 150 m3 of Fresh Water taken in Slop (P) for cargo tank cleaning.
Transfer of pump room bilge water to Slop tanks Date
Code
05.01.11
O
Item
Record of operations / signature of officer in charge 75 litres water accumulated in pump room (drain from stripping pump) transferred to Slop (P)
Receiving sludge from another vessel. Date
Code
04.02.11
O
Item
Record of operations / signature of officer in charge Received 20 m3 of sludge from Fishing Vessel Wang Ho in position 04 45 N 004 W. Commenced transfer 0600 LT, Completed Transfer 0800LT. Slop (Port) Initial Quantity: 15 m3, Slop (Port) :35 m3
Blowing through Marpol line into SLOP tank after completion of discharge. Date
Code
04.02.11
O
Item
Record of operations / signature of officer in charge Marpol line blown through into SLOP (Port) after discharging Heated LS.F.O at Berth No.6, Gothenburg, Sweden. Commenced Blow through 0600 LT, Completed Blow through: 0645LT. Slop (Port) Initial Quantity: 15 m3, Slop (Port) :18.7 m3
TANKERS ENGAGED IN SPECIFIC TRADES
(P)
Loading of ballast water
77.
Identity of tank(s) ballasted.
79.
Total quantity of ballast loaded in cubic metres.
78. 80.
Position of ship when ballasted. Remarks.
Loading of ballast water Date
Code
Item
Record of operations / signature of officer in charge
15.11.09
P
77
2 P/S, 4 P/S
78
Start: Lat 24o 16’ N, Long 66o 05’W
251
Stop: Lat 26o 06’ N, Long 65o 16’W
(Q)
79
2P / 3665.2 m3, 2S / 3568.6 m3, 4P / 6532.4 m3, 4S / 6539.1 m3
80
None
Re-allocation of ballast water within the ship 81.
Reason for re-allocation. Re-allocation of ballast water
(R)
Date
Code
Item
Record of operations / signature of officer in charge
13.04.11
Q
81
500 m3 of Ballast water transferred from 2 Port to 6 Port in order to increase trim
Ballast water discharge to reception facility 82.
Port(s) where ballast water was discharged.
84.
Total quantity of ballast water discharged in cubic metres.
83. 85.
Name or designation of reception facility.
Date, signature and stamp of port authority official.
Ballast water discharge to reception facility
22 21.1
Date
Code
Item
Record of operations / signature of officer in charge
13.04.11
R
82
Tampa, Florida
83
Berth 20
84
19.653.8 m3
85
(Date, signature and stamp of port authority official)
ANNEX 2 : SPECIALIZED CARGOES ASPHALT PROPERTIES PURPOSE The purpose of this section is to specify the procedures required for Asphalt tanker operations. Asphalt must be loaded, stored and delivered in accordance with good safety and quality assurance procedures. These Guidelines must be read in conjunction with the Bitumen Safety Code (Institute of Petroleum). PHYSICAL AND CHEMICAL PROPERTIES
Combustible: No
Flammable: No
252
Explosive: No
Pyrophoric: No
Reactivity: No
Boiling Point deg C: >535
Specific Gravity at 60 F: 1.021
Melting Point: Not defined -depends on grade
Soluble: Insoluble in water
Appearance temperature: Black viscous semi solid at ambient
Flash Point: 324 Deg C
Flammability Limits: NA
Extinguishing media: CO2 and Dry Chemical
Pour Point: 30 -100 deg C
APPLICATION Instructions in this section apply only to ships carrying Asphalt as cargo.
RESPONSIBILITY The Chief Officer will be responsible for ensuring that carriage of Asphalt and handling operations are carried out in accordance with this section.
ASPHALT CARGOES The bitumen or Asphalt (Roofer's Flux) is sometimes also known as Tar in some countries. It has a specific gravity range between 1.00 to 1.04 and average volatility. Asphalt is normally carried in the centre tanks of specially
253
designed ships and, because of its extremely high viscosity, can only be handled at temperatures higher than those required for other Black Oils.
The main characteristic of this compound is the HIGH loading, carriage and discharge temperature.
When handled properly, Asphalt can be reheated or maintained at elevated temperatures without affecting its properties adversely. It is difficult to bring back into a state of circulation from cold. Usually neither the surface area of the heating coils nor the capacity of the boilers are enough to heat Asphalt from atmospheric or seawater temperature to pump able temperature within a reasonable time. Precautions are necessary to keep the cargo in liquid state. For this reason heating system has to be in good order. Due to the high temperature of 150 deg C and above, steam is not suitable as a heating medium. Therefore thermal oil is used for heating. However, if Asphalt is thermally abused in storage, it can harden (or in some cases soften) and will produce poor performance in service.
21.2
LOADING ASPECTS
DUE TO THE NATURE OF ITS WEIGHT, THE PERMISSIBLE LOAD DENSITY OF THE CARGO TANKS MUST BE CHECKED PRIOR TO FINALIZING CARGO INTAKE OR LOAD PLAN.
Prior Loading
Inspect the cargo tanks prior loading for any damage to insulation as and when possible.
If hot Asphalt is put into a cold tank, the tank may expand rapidly, causing an accident; the tank should be preheated to up to 135°C or more as a standard before loading (to preheat, raise the temperature at the rate of 5°C per hour in average). Preheating of the cargo tanks shall be commenced well in time in order to have cargo tanks ready prior arrival load port.
Also, cargo lines must be pre-heated prior to loading to melt away any cargo that may still be present in the pipelines. Preheating of the deck lines, pump lines/pumps may also be kept on throughout loaded and ballast passages, if required.
Prior full operation of the valves, the lines must be heated. If solidified Asphalt is present in the line adjacent to the valves, the valves spindles can break. Therefore, in order to exert minimum force on the valve it is necessary that the cargo in the pipeline is melted.
The heating should be gradual to keep thermal stresses to a minimum.
ASPHALT CARRIERS – STRUCTURE AND FACILITY
254
1.
Asphalt Tank: An independent steel asphalt tank is mounted on tank supports (hard blocks) fixed on the tank top of double bottom in the hold. Tank supports are provided at the front, rear, both sides, and top, in addition to the bottom. The tank support on the top has sufficient clearance from the tank and sufficient strength and structure to respond to thermal expansion and to the movement when the ship rolls. The tank is covered on the outside with rock wool (thickness: 200mm) as insulation and this rock wool is in turn covered with a thin steel plate. These outer covering are too fragile to withstand the weight, as a general rule they should not be stood upon except for extremely compelling reasons. If crushed, the heat insulation effect will be reduced. The piping for both suction and delivery passes through the tank. This helps in preheating the piping before loading the cargo, and during passage, the discharge pipe is heated to the same temperature as the cargo. The pipes for pump suction and delivery pass through the rear wall of the asphalt tank, so stainless steel thermal expansion joints are installed on the outside of the through part. As for the loading pipe, air vent pipe, etc., which are mounted on top of the tank, the trunk deck through part is a loose hole and expansion joint are fitted to the pipe ends so that no stress will be applied directly to the tank during its expansion, contraction, or swinging in rough weather. Loading is generally through the Pump room and not through drop lines on deck. 2. Expansion joint of cargo lines: These must be checked for any deterioration periodically in accordance with the PMS. The expansion joints in the cargo lines inside pump room and cargo hold must be inspected after the ship has encountered heavy seas and immediately after loading and discharging. 3.
21.3
Hard blocks around cargo tanks to be checked for clearance and condition in accordance with PMS.
CARRIAGE Loading temperature is normally about 140 deg C, carriage about 150 deg C and discharge temperature 150-160 deg C. These high temperatures are necessary for the cargo to flow. The vessel shall strictly comply with the Charterer’s heating instructions. The Master shall clarify the heating instructions from the charterer should this not be available. Ships may on occasions be required to load at temperatures up to 180 deg C to suit the loading terminal's operating requirements. For thermal stress reasons however, it is advisable that 160 deg C should not be exceeded, unless special instructions have been issued by the charterer.
HEATING OF CARGO Bitumen is a very good insulator with a low heat capacity. The heating methods used could be one of the following:
Heat transfer -Oil or Steam / Electrical coils – : Hot oil heaters are preferred as there is no opportunity for corrosion; the heating may be precise; Oil, unlike water or steam, will not cause an explosion if it leaks in the Asphalt. Hot Oil heaters are vertically fired heater tubes incorporating radiant and convectional heating sections. The control is in the working range with oil outlet at 160 C to 350 C, depending on the requirements. The system operates under thermostatic control and may have number of independent circuits. Direct fired -Oil or gas: This method of heating involves a burner tube that is open at both ends of the tank. This method of heating is best suited to mobile Bitumen into application equipment. The difficulty of controlling heat input makes this method suitable only for tanks up to about 40,000 liters.
Prior to commencing heating operations, the following checks should be carried out:
255
Air in the expansion tank is properly purged and bled-off and oil is not in contact with air, unless the expansion tank has a natural vent. There is enough oil in the reserve tank Check that the oil in the expansion tank is at the correct level Cooling-water levels (if required) for circulating pump checked.
During operation of the heating system the temperature difference between the thermal heater inlet and outlet temperature should, ideally, be 15 to 50°C.
Thermal oil takes a long time to cool down especially when the load temperature is high. Keep the circulating pump in operation for approx 30 minutes so as to gradually bring down the oil temperature.
Operational checks to be done on a daily basis during transit of cargo:
Check that oil level in the expansion tank is at the correct level Check the thermal valves for normal operation Check for thermal oil leaks in the system
Annual inspection and testing of thermal oil is recommended. If the temperature difference between the inlet and outlet is more than 50°C or if differential pressure is more than 4kg/cm2, then adjust the load bypass valve accordingly. Heating of asphalt cargoes should be brought up ideally not exceeding 30°C in a period of 96 hrs (Unless specified clearly in the charterers instructions).
However, not less than 54 hrs should be taken to bring the cargo temperature up to 180°C.
Storage temperatures in the range of 100 to 130°C are particularly troublesome, and therefore not be allowed to cycle above and below the boiling point of water.
The storage and pumping temperatures for different Asphalt grades are listed in the table below and is provided as guidelines based on best industry practices. For detailed and accurate information, ship staff must refer to the relevant MSDS for the Bitumen cargo being stored and handled.
Penetration Grade / Type
Flash Pt. C
Recommended Storage Temp.
Max. Storage Temp
Min. Pumping Temp
C
C
C
Road Pave
256
20 / 30
250
180
200
180
30 / 40
250
180
220
180
40 / 50
250
180
200
180
60 / 70
250
180
200
180
80 / 100
250
180
200
180
150 / 220
250
170
200
180
Industrial 90 / 18
250
190
230
190
85 / 30
250
190
230
190
135 / 7
250
200
230
200
Clear Heating Instructions must be obtained from the Charterer and followed accordingly.
BALLAST TANK AND SYSTEM Ballast in Asphalt carriers is normally carried only in wing tanks. Because water must never be allowed to get into contact with the cargo, the ballast system must be entirely separate from the cargo tank system. With all ballast tanks filled and carrying a normal amount of bunkers, stores and water, such ships will normally be approximately half loaded and this should be suitable for all but exceptional weather. If however, it is necessary in the Master's judgement to load ballast into tanks to be used later for Asphalt, extreme care must be taken to remove all such water before loading and Charterers should be informed. The level of Expansion tank must be checked every day to confirm integrity of lines.
257
21.4
EMERGENCY PROCEDURES
HEALTH AND SAFETY INFORMATION
Carcinogen: No
Corrosive: No
Irritant: Yes
Toxic: Yes, irritating to eyes & respiratory systems
Special Effects
Acute hazards are recognized at the elevated temperatures of use. Severe burns to the skin and eyes can occur with contact. Eye and skin protection should be used whenever there is a splash potential.
Hot fumes provide discomfort and irritation upon breathing.
Caution: H2S - Since Sulphur components in hot asphalt may form hydrogen sulphide gas, precautions should be taken. Reference shall be made to section 5 and 9 of the TOM for the precautions required when dealing with H 2S.
First-Aid Measures
Eyes If hot Bitumen enters the eye, it should be flushed with water until the Bitumen has cooled. No attempt to remove the adherent Bitumen should be made by unqualified personnel. The patient should be referred urgently for specialist medical assessment and treatment.
Skin Where skin burns occur, the burned area should be cooled immediately by drenching in cold, preferably running water. The cooling treatment should be carried out until the Bitumen has hardened and cooled. Do not attempt to remove the Bitumen from the skin as it provides an airtight sterile covering over the burn which will eventually fall away with the scab as the burn heals. If for any reason the Bitumen must be removed, this can be done using slightly warmed medicinal liquid paraffin. It should be noted that Bitumen contracts on cooling and where a limb is encased care should be taken to avoid the development of a tourniquet effect.
Inhalation
258
Asphalt fumes may cause moderate irritation to respiratory system. At low concentrations of sulphide has an odour of rotten eggs. It causes eye and respiratory irritations at concentrations of 10-50 PPM. High concentrations of 500-1000 PPM hydrogen sulphide act as poison causing unconsciousness and death by respiratory paralysis. Precautions as mentioned in TOM section 5 and 9 must be complied with at all times.
Special Fire Fighting Procedure
Wear self contained breathing apparatus when in confined area. Avoid inhalation of fumes. Water or foam may cause frothing.
Accident Release Measures
Depending upon its temperature the product may be liquid, semi-solid or solid. Protect drains from spills and prevent entry of product, since this may result in blockage on cooling. Scrape up bulk of solid material and remove liquid with sand or other suitable inert absorbent material. If necessary, clean the contaminated area using hot water and detergent: absorb the washings.
It is advised that stocks of suitable absorbent material should be held in quantities sufficient to deal with any spillage which may be reasonably anticipated.
If spillage has occurred in a confined space, ensure adequate ventilation and check that a safe, breathable atmosphere is present before entry.
Full face protection, rubber boots and rubber gloves must be worn when handling Asphalt. Avoid direct skin contact. Discard contaminated clothing, including shoes. Wash thoroughly with soap and water after handling. All safety gear must be resistant to chemicals and hot asphalt.
Fire Extinguishing Media
Suitable: CO2 and Dry Chemical
Not Suitable: Water or foam may as it may cause frothing.
Asphalt is categorized as group V oils by the US coast guard and some other maritime regimes. Due to its properties, Asphalt will either:
Sink to the bottom and collect in a large continuous mass – “POOLING”
Remain neutrally buoyant and suspend in a large mass within the water column
If washed ashore, will sink within the tidal substrata
259
Due to its above properties, the actions in case of an Asphalt spill will make the traditional methods of oil spill response and clean-up useless. One effective method of removal is “Vacuuming” – where the “pooled” spill at the bottom is sucked off and deposited in barges.
The safety problems, that may be encountered during storage relate to the following:
Exceeding maximum storage temperature
Contamination with light products
Contact with water
Ignition by Pyrophors
Accumulation of flammable vapours
Contamination with fluxes and cutters
Overheating or poor heating procedures
The safety problems encountered in handling relate to:
Danger of burns
Danger of water ingress
Danger of overheating
Dangers associated with presence of toxic materials / gases like H2S.
In addition to normal Tank Vessel Operations the following Safety Issues must be considered for Asphalt Storage:
Condensation in empty tanks is extremely dangerous. Dangerous steam can be created when hot liquid Asphalt is introduced into a tank that has been empty for a while and accumulated moisture from condensation. Hot product in contact with water can cause foaming or sudden evolution of steam, which could cause a dangerous boil over or pressure build up inside the tank. To circumvent this, cargo tanks should be pre-heated prior to arrival at load port. To prevent an inadvertent release of water from the deck into the slop tank, the dump valves must be kept closed and locked against opening. Portable transfer pumps to be used for any spill contingencies on deck provided the cargo is pump able. Extreme caution should be exercised when loading, unloading and sampling, due to the high temperatures involved. Failure of cargo tank insulation may create some hot spots on the vessels weather deck and direct contact of hot surfaces can cause severe burns e.g. handling manual tank valves etc.
260
Protective equipment suitable for high temperatures should be made available and used by all personnel involved in cargo operations. Use Catwalks, screens, Barrier Guards and Shields to protect from Steam, hot Asphalt or other hot surfaces.
Loading
Precautions in accordance with ISGOTT should be taken during loading of Asphalt.
The following precautions may help to alleviate the effects of loading Asphalt cargo:
Spreading the cargo throughout the ship as evenly as possible to dissipate excess heat and to avoid local heat stress.
Adjusting the loading rate in an attempt to achieve a more reasonable temperature.
If there is any water in the tank, the tank may start vibrating as the Asphalt is loaded and steam may come out of the sounding pipe. In such cases, stop loading immediately and wait until all the remaining water has been vaporized completely; resume loading only after confirming that the tank is normal and there is no water inside the tank.
If asphalt remains in the cargo pipe after the completion of loading or discharging, it will cool and solidify, and hinder any subsequent loading and discharging operations. Therefore, air purge the cargo pipe using the air source available on the ship or on the shore. Upon completion of cargo operation ensure to blow the lines, at least 4-5 times, from crossover connection at manifold, from port and starboard manifold.
Ensure that all tank openings are fully shut. Any water ingress can lead to serious problems. As far as possible the tanks should be loaded full or kept empty. This is necessary for stability and also to avoid sloshing and damage to insulation.
It is imperative that cargo temperature is monitored during loading and the minimum cargo temperature should be as stipulated in the CP, if cargo temperature is less than as defined in the CP, the Owners and Charterer's must be notified, LOP Issued to terminal, all delays to terminal account to raise the temp.
During Voyage
Due regard must be paid to the temperatures and other conditions liable to be experienced towards the end of the passage. On a long voyage, where a mean temperature of 105 deg C has been maintained at sea, then prior to arrival at the discharging port, at least 7 days should be allowed for raising the cargo to the desired discharging temperature.
If centre/side coils and bottom coils are fitted then the centre/side coils should be used until about 2 or 3 days prior to arrival at port, when the bottom coils should be substituted for the side coils as required. The temperature registered on the bottom thermometer is a good guide as to when the bottom coils should be brought into use.
261
Except for a tanker with combined double bottom and wing tanks, the greatest heat losses at sea occur through the bottom shell, which is in direct contact with the heated Asphalt on one side and the seawater on the other. A considerable saving in heat loss can be effected by maintaining a layer of semi-plastic Asphalt, which is a good insulator, over the bottom of the tank. Use of only the centre/side sections of coils at sea will achieve this.
To minimise heat losses through the deck, the cargo should be loaded so that the liquid surface in any tank is below the lower edge of the deck longitudinal, but only if this can be done without incurring dead freight.
EMERGENCY: FROTHING To suppress foaming that may be caused by the presence of water in a cargo of Asphalt; tankers should carry a minimum of 3 x 4.55 litre (1 gallon) cans of Silicone Oil S.115 stowed in a place where it would be readily accessible. Silicone Oil is low viscosity oil which runs freely and is insoluble in asphalt. The oil should be poured in small quantities into the cargo tanks until foaming has stopped or been controlled. The actual quantity required to suppress foaming being approximately a concentration of 2 ppm or 0.57 litres (1 pint) per 250 tonnes of cargo.
It should be noted that Silicone Oil can be a contaminant to certain grades of Bitumen. For this reason, it should only be used in an emergency in an attempt to control serious foaming and only the minimum necessary should be used. This particularly applies to Roofing Flux (ARF) and Culvert Coating Flux (CCF) which may then have to be downgraded to Fuel Oil or returned to the loading port .
Prior arrival discharge port the heating lines, pumps and valves must be operated to ensure proper functioning.
COP must be manually turned after heating, prior arrival discharge port.
Discharge
Pumps should be preheated before use and lagged to prevent burns. The pre-heating work should normally be done for about an hour or more before discharging is to commence; normally, preheating is started 30 minutes before entering the discharge port. As the cargo pump is made of cast iron, make sure to drain it thoroughly. Pressure relief system need to be fitted and adjusted to 10 percent above the design pressure. Before being used, pumps should be run against closed circuits and the relief system be checked for operation. Do not pump on bypass for more than a few minutes as it places an unnecessary load on the motors.
Always use hoses of the correct size and with compatible couplings.
Make sure mast riser valve (on vessels not fitted with IG) is kept open to allow venting during discharging operations.
After discharging has been completed, push air through the pipe with the cargo pump, then air purge with the air source available. Cleaning the pumps and hoses may be required after discharge. Solvents used for cleaning pumps and hoses should not be discharged in to the Asphalt tanks. A separate circuit should be provided for this waste.
262
If a diaphragm-type pressure gauge is not used, the asphalt will solidify in the pressure gauge capillary if the gauge is left as it is after stopping the cargo pump thereby making it impossible to use it again the next time. After stopping the cargo pump, always purge the pressure gauge with the air source aboard the ship and then fill the pressure gauge capillary with lubricating oil for use next time.
Make sure the pressurized cargo lines are safely vented down to atmospheric pressure prior undertaking any work on them.
Initially upon starting you might circulate the cargo via manifold cross over and through pump room drop lines just to ensure that the lines are clear.
The discharge pressure on the system may rise very fast if there is any blockage in the line.
Cargo will continue to flow to the suctions. Therefore one tank may have to be stripped many times.
On completion of discharge the COP should be run dry at low rpm to clear the cargo from the pumps and vertical lines in the pump room. All lines should be thoroughly blown from port, starboard and manifold crossover.
Additionally, stripping of the cargo tanks and lines can be carried out with the stripping pump, if provided.
Never allow excess pressure on the valves to prevent breaking of spindles.
Draining
To ensure effective draining about 40 cms (15 inches) of cargo should be left in the tanks. This will be sufficient to cover the lowest thermometer and the bottom section of the heating coils.
If then, this balance of cargo is heated for about an hour, during which time most of the cargo will have drained from the bulkheads, its temperature will be sufficiently high to ensure quick discharge with the minimum of cargo remaining. The draining should be carried out as quickly as possible as the cargo soon loses its fluidity once it leaves the heating coils.
Although a high temperature is necessary to discharge the bulk of the cargo at a satisfactory rate, draining may be unduly prolonged if the temperature is too high, owing to the cargo vaporising and gassing up the cargo pumps. The right temperature in any particular ship can only be determined by experience.
263
As the cargo pump suctions may become intermittently uncovered and draw air during draining, provision must be made for priming. General practice is to retain a good priming head in one of the tanks until all remaining tanks have been thoroughly drained.
Clearance of Blockages
Blockages occur in Asphalt distribution and delivery systems despite taking precautions to avoid them. They can be cleared by solvent soaking (fill valve or pump with kerosene or diesel and allowing it to soak).
Direct application of steam through steam hose may be used to clear blockage on pipes & pumps where no solvent is present; when the system is not under pressure; there is no lagging, and when the system is not blocked by solid Asphalt.
Personal Protective Clothing
The temperature range at which Bitumen is handled creates a burns hazard – protective clothing must be worn.
Properly certified PPE for high temperature liquid must be worn and includes the following:
Steel toe boots, socks pulled up.
Long sleeve shirt or overalls – sleeves down buttons fastened.
Long trousers or overalls – trousers to cover the top of the boots. Heat resistant gloves.
Full face protection, visors with neck protection and hat or balaclava with safety goggles. Reflective safety vest.
Nylon and polyester materials are not approved for clothing
When connecting / disconnecting hoses and while sampling, following PPE must be worn:
Protection glasses or goggles
Gloves
Full face visors
High temperature protective Aprons Leg and arm protector Balaclava
Precautions while taking Samples
It is very important always to observe all safety precautions when drawing, handling or working with hot Asphalt samples.
264
All personnel required to draw hot samples should receive appropriate training in attempting this task.
Suitable PPE as mentioned above should be worn while sampling. Sleeves should be worn outside of gloves and trousers should be worn outside boots to reduce the likelihood of spilled Asphalt entering the clothing. Samples should be taken in metallic and insulated sample containers. In the event of an accident that results in skin contact, NO ATTEMPT SHOULD BE MADE TO REMOVE THE ASPHALT. Medical attention should be sought immediately.
21.5
21.6
CARGO TANK COOLING DOWN PROCEDURE FOR DOCKING / REPAIR 1.
Stop tank heating: When closing all heating inlet valves, keep the main tank heating by-pass valve open, and ensure all return valves should be left open till arrival.
2.
Cargo Tank Cooling Down: After completion of discharge, open all cargo valves inside the tank and pump room. Water driven fans must be set at both manifolds to start cooling down the tank. Also the access to void space (access way, valve bonnet, ullage bonnet) to kept open during daylight to ensure more effective cooling down.
3.
Tank manhole opening Once the tank temperatures have dropped to around 60°C, start opening tank manholes one by one. The crew should wear adequate PPE specially when opening cargo tank manholes. Enclosed space entry procedures must be complied with prior entering the tanks or void spaces.
TANK HEATING UP PROCEDURE 1.
Preparation Deck department preparation The chief officer or the person in charge of maintenance & cargo operation shall confirm that all repair works related to cargo lines and cargo operation have been completed.
a)
A final tank inspection must be carried out before closing any tank manhole cover to ensure that the cargo tank bottom is dry and there are no traces of water inside the tank. Also check the tanks for any tools, cotton rags or any steel material left inside the cargo tanks.
b)
To confirm that all Pump room work has been completed, especially if any work on cargo pump and cargo lines has been carried out.
c)
All cargo line valves except manifold valves must be kept open.
Engine department preparation The chief engineer or the person in charge of Thermal Boiler shall confirm that all work on the Boiler, Economizer and thermal line has been completed. Upon verification of work completion, prepare to fill up and circulate thermal oil.
265
a)
To confirm that all related valve for thermal line are left in normal position. Inlet valve: "Open" Outlet valve:"Open" Bypass valve" full Open" or “adjusted open" Do not fully close in the initial operation of heating procedures.
b)
Check level of" Thermal Oil expansion Tank"
c)
Start "Thermal Oil circulation Pump" and confirm filling of oil in all lines keeping a watch on the Thermal Oil expansion Tank level.
After completion of all preparation on deck & engine room, the following procedure for firing the thermal boiler shall be followed.
2. Start Thermal Boiler & Tank heating Engine department
a)
The person in charge of thermal boiler shall confirm all safety devices are operational.
b)
Start thermal boiler using diesel oil to heat up the HFO settling & service tanks.
c)
Also start to feed thermal oil for cargo tank heating with the bypass valve fully open.
d)
The temperature drop alarm on the thermal oil return line is normally set at 140 deg C to protect the heater coils from sulphur.
e)
Adjust the main by-pass valve to maintain the temperature of the return oil for boiler inlet over 140 deg C. Change over the burning fuel from MGO to HFO, after getting appropriate temperatures.
Deck department The person in charge of cargo operation shall maintain cargo tank temperature log every 4 hours.
3.
Acceptable temperature for cargo loading The cargo tank shall be heated to over 120 deg C prior loading cargo. Vessel will not be declared ready to load unless the average cargo tank temperatures have reached 120°C.
4.
General guidance for Tank supporter adjustment As a general guide, best adjustment of tank clearance of support would be:
266
Aft part of Tank --------------“0" (means base of tank expansion) Fore part of Tank------------clearance shall be 30 40 mm Port side of Tank------------clearance shall be 10 -15 mm Stbd side of Tank -----------clearance shall be 10-15 mm
For setting up adjuster plates, reference shall be made to ship specific data for allowed clearances. However do not make "Zero" clearance of Fore l Aft and Port -Stbd in total, as it will lead to stress on the tank plate and supporter. Fore -Aft total:
to be adjusted: 30 - 40 mm at 150 dec C tank temperature
Port -Stbd total: to be adjusted:
21.7
20 - 30 mm at 150 dec C tank temperature
TRAINING OF SHIP STAFF The training of ship staff should consist of the following:
General layout of the vessel, inclined towards cargo and ballast system
The construction or location of the loading line inside the cargo tank
Construction of cargo tanks to understand the interface of the cargo tank with ballast tanks and or other tanks (e.g. double bottom tanks, void spaces etc) so as to have an understanding on the effects of it pertaining to maintaining or raising the cargo temperature The heating arrangements, with special emphasis on the location/extent of heating coils inside the tank The construction of the cargo tank bottom, with special emphasis on the construction of the bottom C/l girder or web frame, which could influence the flow of the cargo.(e.g. location of the fissures on the bottom frame) The construction/location of the discharging line/bell mouth inside the cargo tank The pumping limitations of the vessel. (e.g. operation of Submerged or conventional centrifugal pump) Understanding the contingency arrangements pertaining to loading or unloading of the cargo Understanding the limitations an operation of the thermal heating arrangements on board the vessel Understanding or being aware of the various unloading scenario's pertaining to asphalt which would require a different or special pumping arrangement (e.g. unloading in trucks, in containers etc). Understanding the "Air-blow" system on board the vessel Safety hazards with relation to the carriage of Asphalt. (Carriage temp. around 150-180 Deg C.) Special care while operating valves associating with the cargo system, especially prior to loading operation Importance of preheating the entire cargo system prior to loading the cargo
REFERENCE
ISGOTT
267
MARPOL Bitumen Safety Code (Institute of Petroleum)
17.
CARGO EMERGENCIES
17.1.
GENERAL Emergencies on a vessel may arise at any time. These are unplanned events and hence there is no time for preparation. It is impossible to predict the nature of every potential emergency that may occur on a tanker. Hence standard emergency procedures have been prepared and kept available for immediate implementation; so that basic actions are taken quickly and further decisions may then be taken in an orderly manner.
Company provided Emergency checklist templates should be made ship-specific {D/TNKR/50 TO D/TNKR/60} should be kept in a dedicated file on bridge & CCR for easy & quick reference
On any vessel, especially Tankers, emergencies may have catastrophic consequences, unless proper, action is taken. Actions, therefore, must be prompt, timely and adequate.
It is very essential for the ship’s staff to know and understand the various properties of the cargo. The MSDS sheets are the best guides for understanding the cargo.
The MSDS sheets must be placed at various spaces frequented by the ship’s staff so as to enable them to familiarize themselves with the cargo. Training and drills carried out; additionally prepare the crew to become familiar with their duties and equipment and to respond to emergencies in a timely and correct manner. Any drills carried out with shore establishments shall be taken positively and the Master must take full advantage of this situation to learn from the exercise, make a report and send the findings to the Company. A de-briefing of the crew must be carried out and lessons learnt from such drills.
However, it is equally important to prepare checklists {D/TNKR/50 TO D/TNKR/60} as a reminder of things, which may require to be done in an emergency. This in most cases will ensure that the response is a little faster in getting things under control. This chapter deals with certain emergencies and where to locate these checklists in various manuals.
The Master must ensure that the Officers and crew are familiar with the emergency stop procedures of the cargo. From time to time this should be exercised during SOPEP/ICP drills.
17.2.
EMERGENCY ORGANIZATION Personnel on a tanker must be prepared to deal with cargo related emergencies such as fires, toxic vapour release, leaks and spills etc. both at sea and in port.
In each emergency, the first stages of contingency include the following:
268
Raising the alarm Shut down cargo operations Locating and assessing the emergency and the dangers involved. Deciding the actions to be taken. Organizing manpower and equipment. Ensuring visitors and non-essential personnel are in the safe allocated location. If their evacuation is required to be carried out? Notifying all concerned authorities. Notifying the Company. All notification procedures with regard to the Company are mentioned in the Emergency and Contingency Manual (ECM 205 Section 7.11)
Emergencies may be of different types, each requiring a different action. It is most important to note that whenever in the professional judgment of a Master, it is felt that the
assistance of the Emergency Response Team ashore is required, the Master must initiate the ERT. If it is felt that the services of the Ship Emergency Response Services (SERS - Classification Society) are required, the Master may initiate these services directly or through the Company . THE SAFETY OF LIFE AND THE VESSEL IS OF PARAMOUNT IMPORTANCE.
17.3.
EMERGENCY DISCHARGE OF CARGO AT SEA The discharge requirements of Annex I of MARPOL 73/78 shall not apply to the discharge into the sea of oil cargoes when such a discharge is necessary for the purpose of securing the safety of a ship or for saving life at sea.
The Master must make a full appraisal of the situation prior taking this decision. All efforts must be made to save the vessel and life by means other than jettisoning of the cargo. This is an extreme measure justified only as a means for saving life at sea or where the integrity of the ship is at risk. A decision to jettison cargo should not be taken until every other option has been considered in the light of the available information on stability and reserve buoyancy.
If required to jettison the cargo, following precautions must be taken:
Engine Room personnel must be alerted with regard to the sea suction being used. Discharge should take place through a sea valve preferably on the opposite side of the Seawater intakes. All non-essential intakes must be closed. If discharge is at deck level, then flexible hoses must be rigged to extend below the water surface. All safety precautions related to release of toxic and flammable vapours must be observed. If it is possible for the ship to use own propulsion, the ship must be manoeuvred in such a way that the wind and waves clear the cargo away from the vessel. A Radio warning shall be broadcast to all vessels in the vicinity giving the position of discharge and if moving at least the course, speed and rate of discharge of the cargo into the water.
17.4.
ACCIDENTS INVOLVING PERSONNEL
269
Any exposure to the cargo can prove very dangerous to a person especially if the person is not sufficiently protected against the various hazards of the cargo. Any unplanned exposure of personnel to toxic fumes must be treated as an emergency. Again the hazards of the cargo must be very clear to the ship staff, prior getting into areas where there is a possibility of exposure to the cargo.
Additionally, the vessel must be well equipped with equipment, material and anti-dotes to ensure that any harm caused by the cargo to personnel can be effectively countered. First Aid must be administered as indicated in the product MSDS.
Additionally general advice given in Emergency Schedule (EmS) and the Medical First Aid Guide for Use in Accidents involving Dangerous Goods must be referred to.
The Master must evaluate the seriousness of the exposure and if in doubt, seek medical advice whilst at sea or send the person for medical treatment, should the vessel be in port.
When there is an exposure to the cargo, the key priorities are:
Send for help and call the Master. The person assisting must wear the required PPE, especially if the vapour /liquid is nature. Do not become a victim yourself. If the response is more than one person can handle, help to arrive. Remove the person from the danger zone.
toxic
in
then wait for
Nausea, vomiting, headache, breathing difficulties, confused mental state and unconsciousness are some signs of poisoning complications.
17.5.
CARGO FIRES All fire-fighting equipment must be maintained in a good condition for immediate use in an emergency. Fire fighting cannot be successful unless all equipment is operational and personnel are trained in its use.
The fire fighting procedures are mentioned in the Emergency and Contingency Manual (Section 9).
Additionally, the following shall be done:
Raise alarm and Stop Cargo work, bunkering, tank cleaning or ballasting operations Disconnect hoses if alongside the terminal or a ship.
immediately.
Inform the terminal/ship if alongside the terminal/ship. If at the terminal, external help may be summoned. Cast off any boats, which are alongside. If at anchor, alert port authorities.
If at sea, maneuver the vessel in such a way that the spread of fire can be restricted then be tackled from the windward side.
and
it
can
270
Cool other compartments especially if they carry flammable cargo. Select the correct fire fighting equipment to be used.
Be alert to the fact that toxic fumes may enter the accommodation and an evacuation essential crew and visitors may become necessary.
17.6.
of
non-
ACCIDENTAL OIL SPILLS If accidental oil spillage occurs during any operation, the relevant operation shall be stopped immediately and not restarted until it is safe to do so. Emergency and contingency manual, SOPEP/ICP must be consulted to handle such emergencies. If such spillage or leakage causes pollution of the sea then the appropriate Local Authorities shall be informed immediately. If chemicals for dispersing oil on water are available, these shall not be used until the approval of the local authority to use them is obtained. A written report shall be made of any pollution incident even if it has been contained onboard. This report shall be returned to the Company at the earliest opportunity. The actions to be taken for the various spills that are possible are mentioned in the SOPEP.
The Shipboard spills mentioned herein include:
Sr: No:
17.7.
Shipboard Spill
Section
1.
General Procedures for all Spills
3.3.1
2.
Pipe leakage
3.3.2
3.
Internal tank leakage
3.3.3
4.
Tank Overflow
3.3.4
5.
Hull leakage
3.3.5
6.
Spills from Casualties
7.
Grounding or Stranding
3.4.1
8.
Fire and Explosion
3.4.2
9.
Collision with a fixed or moving object
3.4.3
10.
Hull failure
3.4.4
11.
Containment System failure
3.4.5
12.
Ship submerged / foundered / wrecked
3.4.6
13.
Hazardous vapour release
3.4.7
14.
Excessive list
3.4.8
3.4
EMERGENCY REMOVAL OF THE VESSEL FROM THE BERTH
271
In an emergency that cannot be controlled, there is a possibility that the vessel will be removed from the berth. If this step is taken a quick planning shall be done by the Master through discussions with the port authorities, terminal officials and the authorities, which are looking into the emergency (fire brigade, spill containment organization etc.).
Any hasty action must be avoided as this may increase the danger to own ship personnel, the vessel, the terminal, other ships berthed nearby and adjacent installations.
There may be circumstances, such as an intense fire, where the ship staff due to the circumstances will be unable to assist.
17.8.
ACTION BY THE SHIP WHEN AN EMERGENCY OCCURS AT BERTHS NEARBY On arrival at the terminal, the vessel must be aware of the emergency alarms that will be used in the event of an emergency at the terminals.
On hearing an alarm being sounded or on being informed of an emergency at a terminal (own vessel’s or a nearby terminal), the vessel shall prepare for a situation which may worsen.
A good monitoring of the situation must be done. The Master must make all efforts to be updated with the emergency.
If the situation worsens to an extent where in the professional judgment of the Master, own vessel may be at a risk, all actions to prevent any danger to the vessel shall be taken.
This may make it necessary to shut down the cargo, bunkering or ballasting operations, withdraw personnel from their routine duties, bring in the fire-fighting capabilities to a state of readiness and even get the vessel in preparedness to leave the danger area.
17.9.
CARGO LEAKAGE INTO DOUBLE HULL SPACES As standard procedure on a loaded passage, all cargo adjacent spaces are to be monitored on a daily basis to check any contamination. If a cargo leak is observed, this should be investigated by master to discover extend of the leak. Gas checks shall be carried out at various levels to establish the profile of tank atmosphere. Notification to be made to the company and further action is planned in discussion with the ERT (Emergency response team)
To maintain the tank atmosphere in a safe condition the following options may be considered:
Continuous ventilation of tanks Inerting of tanks Ballasting the tank Internal transfer of cargo etc
272
The method to be adopted depends on various factors and master in consultation with the company shall take at the best option. Entry to this compartment shall be prohibited unless it complies with the company enclosed space entry requirements.
Handling of any such emergencies is a complex process and hence all vessels shall develop a ship specific procedure and be included in the procedures folder of the vessel. Other double spaces shall be isolated as necessary so as avoid contamination.
Approved methods shall be used to carry out inerting of the space. Flexible hoses if provided should be clearly marked and kept only for this purpose. The contaminated space should be maintained in an inert condition as far as practicable.
17.10.
FIRE FIGHTING EQUIPMENT Information on the complete fire fighting systems and equipments on board are maintained in the Fire Training Manual. This manual is ship specific and hence covers all fire-fighting equipment on board the vessel in detail.
All ship’s personnel must refer to this manual for information on the ship’s fire fighting capability. Additionally familiarity with the equipment is necessary.
17.11.
CONTAMINATED BALLAST Ballast, which is contaminated by, shall not be discharged into the sea except in an emergency to save the vessel and life. It shall be maintained on board and discharged to a shore reception facility or as per the relevant MARPOL requirements if these are applicable.
17.12.
OTHER EMERGENCIES The Emergency and Contingency Manual (ECM 2) contains contingencies against certain emergencies such as fire, damage to ship, Equipment failure, Pollution, Unlawful Acts, Personal Acts (Major Injuries), Assistance to other ships in danger, Abandoning ship, Collision, Grounding, Flooding, Structural failure, heavy weather damage, deviation/Port of Refuge Steering gear and Main engine failure. Reference shall be made to this manual during such emergencies.
SHIPBOARD SAFETY MANAGEMENT
4.1.
SAFETY OFFICER AND SAFETY INSPECTIONS
The development of a “Safety Culture” and the achievement of high standards of safety depend on good organization and the whole-hearted support of management and all personnel. Elements that contribute greatly to maintaining a safe working culture may include but not be limited to: Clearly defined expectations; Good communications; Clear leadership; Good planning; Risk awareness; Accountability; Effective knowledge management.
273
4.1.1.
Maintaining a safe living and working environment on a vessel is a shared responsibility of all on board and ashore. All personnel have a role to play and they can adversely affect others on board by their acts and/or omissions.
Safety officer roles and responsibilities
The Chief Officer and the 2nd Engineer shall alternate as the safety officer on board on a monthly basis. In case the Master and the safety committee agrees on board, any one of the other Officers on board can be designated as the Safety Officer on board provided they have done the safety officer’s course. The Officer selected should be a person dedicated to improving safety willingly and enthusiastically, and be conversant with the requirement of the safety officer’s role as outlined in Code of Safe Working Practice Chapter 3.
The Company conducts an in-house “Safety Officer” course at its training centre and will endeavour to arrange attendance for all its officers during their leave period ashore. Safety Officer is also responsible for administration of the behaviour based safety program “STOP” program onboard. He shall carryout safety inspections and report findings of hazardous occurrences/near-miss to Master.
4.1.2.
The Safety Officer has a duty to stop any work in progress, which he reasonably believes may cause an accident, and inform the Master immediately who is responsible for deciding when work can safely be resumed. The Safety Officer should also encourage other seafarers to stop any work that the seafarer reasonably believes could cause an accident.
Safety inspections
4.1.2.1. The Safety Officer, assisted by another officer shall make a safety inspection of accessible spaces of the ship within a 3-month period. A Safety Inspection is a general inspection relating to occupational safety and is a slow, thorough, planned walkthrough of an entire area. The purpose of this inspection is to look for substandard conditions existing in that area and any substandard practices being followed by the crew. In short it is to search out all hazards that can harm people, damage environment, cargo or vessel. 4.1.2.2. It is acceptable that one third of the accessible spaces on the ship is inspected each month. For this a scheduled plan should be prepared, sample of which is shown in Deck Checklist D/38 – Safety Officer’s Inspection.
4.1.2.3. The safety officer shall use the checklist recommended in the ‘Code of safe Working Practices’ when carrying out the inspection. The Checklist is reproduced in Deck Checklist D/38 – Safety Officer’s Inspection. It is recommended that the safety inspections are carried out by two officers simultaneously, one from Deck department and the other from the Engine department. This would bring together knowledge of both departments with more objectivity and limit individual bias in the inspection.
4.1.2.4. The findings of the Safety Officer’s inspection shall be included into Section B (Safety Officer’s Inspection Report) of the QHSE Committee meeting minutes. The Safety Officer will initiate corrective action for items which could be rectified immediately and for hazard Class ‘A’ items. He should bring the inspection report at the QHSE Committee meeting for further discussion and planning of the corrective action. 4.1.2.5. Any deficiencies in Health, Safety and Environment Protection equipment must be reported in the ‘Month End Report’ message to the Company.
4.1.2.6. Each item requiring action must be given a target date based on the priority. A person should be assigned the responsibility to get it corrected. Any modifications or structural changes if required to be done must be confirmed with the Technical Superintendent.
4.1.2.7. The Company will closely monitor the follow up actions to all deficiencies, especially those deficiencies, which require shore, based support.
4.2.
Quality/ Health/ Safety/ Environment (QHSE) committee and meetings (including security meetings)
274
General
The purpose of these meetings is to discuss issues concerning quality, health, safety or environment protection on board. It includes safety or pollution prevention equipment as well as working procedures on board. Its effectiveness depends ENTIRELY on the willingness, motivation and interest of the Senior Officers on board, in particular the Master.
4.2.1.
This meeting shall also be the forum for suggesting any improvements to the QHSE System. Corrective actions taken must be stated. See MSM 201 Section on Internal Audits for definition of Non-Conformity. The main objectives of QHSE meetings include, but not limited to:
4.2.2.
4.2.2.1.
Encourage discussion on QHSE topics from all crew Obtain contributions towards improving the QHSE standards on board from all crew; Seek ways to eliminate unsafe practices; Convey safety and environment protection related information to all crew; Get active participation from crew for safety, health and environment protection related matters. SEEMP/TEEMP (Ship/Tanker Energy Efficiency Management Plan) to be discussed in all QHSE meetings. Aspects and Impacts as per EMS 204 Part 2 should be discussed.
It is important that all staff on board are encouraged to participate and are motivated to contribute their views or concerns on working practices on board.
QHSE committee composition:
Chairman – Master
Safety Officer – Chief Officer or Second Engineer or any other officer appointed by the Master Member – Second Engineer or Chief Officer depending on the nominated Safety Officer Officer’s Representative – at least one junior officer Crew’s Representatives – Bosun and at least one member of the crew
The officer’s and crew’s representatives shall be elected by the ship staff on the basis of their enthusiasm and sincerity in the improvement of safety on board the ship. Guidance on Safety Committees is available in Code of Safe Working Practices and in the M-Notices. The Master shall facilitate the work of any person appointed as a safety official, providing them with access to information, including: findings of the risk assessment and measures for protection in place; any other factors affecting the health and safety of those working on the ship; and details of firefighting, first aid and other emergency procedures.
The composition of the QHSE Committee shall be logged down in the Deck Log Book. Some flag state requires the same to be logged in official logbook.
4.2.2.2.
Frequency: at least ONE meeting shall be held EVERY MONTH.
4.2.3.
Procedure for holding QHSE committee and security meetings
4.2.2.3.
4.2.3.1.
In addition, an extraordinary safety meeting shall be carried out with all crew members within 48 hours of any onboard injury (and within 1 week for any serious incident when a “safety flash” has been disseminated) to discuss the injury/ incident, its causes(s) and measures to prevent recurrence. In case of an onboard injury, this shall be recorded in the “Investigation-Narrative” section under “Action taken/ required to prevent similar incident”. Before the meeting is held, the Safety Officer shall conduct his safety inspection rounds, in a systematic way, as discussed further in this chapter.
275
4.2.3.2.
It is recommended that the meeting is conducted with all officers and crew except watch-keepers.
4.2.3.4.
In order to ensure that all officers are able to attend the meetings, the timings of the meeting shall be varied so that the same person is not on duty each time that the meeting is held. The timing for the meeting shall be communicated to the crew in advance.
4.2.3.3.
4.2.4.
4.2.4.1. 4.2.4.2.
A “Safety Suggestions” notebook shall be placed in the officer’s and ratings smoke rooms. The crew shall be encouraged to note down non-conformities, sub-standard conditions or sub-standard practices and Near Misses observed by them. Additionally, safety suggestions to improve the safety management system onboard can be noted and discussed in the QHSE meeting forum. It is acceptable if the person suggesting the improvement does not wish to note down his name. The suggestions in this book shall be brought up for discussion in the QHSE meeting by the officer’s and crew representatives.
Conducting the meeting
Safety committee meetings should not be used for the purpose of instruction or training and as such these shall be performed separately. The Chairman of the Committee is Master and he shall commence the meeting with the items on the agenda.
Minutes of previous meeting
The first item on the agenda must always be the minutes of the previous meeting and matters arising out of the last safety Meeting. All decisions which required actions and which have been completed must be reported and a record made stating the closing of those decisions. Items which have not been completed will be carried forward. Reasons shall be recorded for items that have not been completed within the target date.
PENDING ITEMS CONTINUE TO BE CARRIED FORWARD TILL SUCH TIME THAT FOLLOW UP ACTION IS COMPLETED AND THE OBSERVATIONS ARE CLOSED.
4.2.4.3.
4.2.4.4.
4.2.4.5.
Safety officer’s inspection report
This section should include result of safety officer’s inspection conducted as per checklist D-38; along-with safety related reports from officers and crew representatives. Incident/ Injury/ Near Miss Reports/ STOP Observations/ SEEMP/ TEEMP/ or any other safety suggestions for improvement in the QHSE System on board
This section shall include; Discussion of incidents (which include Injuries/ Damages/ Delays to vessel or cargo/ Pollution/ Losses of any kind and Near Misses) and any other QHSE incidents occurred on board this month or earlier. The effectiveness of the corrective / preventive actions taken must be evaluated and verified; QHSE incidents including issues relating to hygiene, illness, welfare of ships staff and environmental issues; STOP observations for the month.
Safety and security talks
Safety committee is an excellent forum for short ‘talks’ on matters concerning safety and security e.g. discussion on a particular topic from Code of Safe Working Practices and / or topics regarding security threats, breaches and other related subjects.
It is recommended that these talks are kept limited to 5 - 10 minutes and allow 10 - 15 minutes for discussion. Some recommended methods are described in this manual. Full use should be made of the feedback reports from accidents in our fleet received from the office and related to relevant sections of the Code of Safe Working Practices.
276
4.2.4.6.
Some general guidelines for conducting safety and security talks are:
4.2.4.7.
This is called the 5 ’P’ technique
Some methods for safety and security talks
4.2.4.8.
PREPARE IN ADVANCE: Think, note down the important points and prepare your talk. PINPOINT TOPIC: Concentrate on one main idea, e.g. correct method of lifting, or checks to be carried out at the gangway for security. PERSONALIZE THE TOPIC: Explain why the topic is important to the individual, e.g. Consequences of incorrect lifting method, slips and falls, eye injuries etc. PICTURIZE IT: Demonstrate how the job is to be done e.g. How to lift correctly (video movies can be shown). PRESCRIBE CLEARLY WHAT YOU WANT THE PERSON TO DO: Do not leave the instructions vague. Inform individuals clearly what you want them to do.
Lecture and Discussion Method
A short lecture is given followed by discussion. It is useful when the topic to be covered is new and unfamiliar to the listeners. It is important that the lecture is kept as short as possible E.g. Lecture to ratings on specific topics like New Company instructions, or some recent events which have occurred or how to use pyrotechnics/fire extinguisher etc. Discussion Method
A topic is decided and the group is encouraged to discuss the topic. It is useful when the topic is known to the participants. It is important that the group leader guides the discussion and ensures that the discussion remains “focused” and does not deteriorate into strong ‘For’ and ‘Against’ groups. E.g. Discussion of Accident Reports sent by the Company or how to handle a hold/tank cleaning job safely. Discussion After a Safety Movie
Aim of this discussion is to ensure understanding of the main points in the movie and allow questions regarding the ‘message’ in the movie. It also helps to clarify the exact procedures to be followed on board your ship based on the recommendations in the movie.
AESM QHSE correspondence and incidents discussed
Relevant correspondence received from AESM should be read out and discussed. If new correspondence has not been received in the current month, relevant topics may be discussed from past correspondence. This could include:
4.2.4.9.
Injury / Incident / Near Miss Reports from other ships (Crew should be encouraged to bring up Near Misses that they have witnessed). Regulations Update Important Memorandum Training Material General Circulars Loss Prevention Bulletins QHSE “All Ship” messages
Suggestions for improvement
These shall include:
Suggestions for overall improvement towards the QHSE protection system on board;
277
4.2.5.
4.2.6.
Any ISO 14001 Objectives and Targets for the vessel to meet or environmental issues discussed. Refer the EMS Manual for discussing ship related aspects and impacts; Any other business/ topics.
Review of Key Performance Indicators (KPI):
As an element of Safety and Quality, the effectiveness of the system needs to be measured periodically to gauge the level of improvement and to initiate further enhancements in the system. In order to gather data required for analysis, each ship will send a report of their KPI’s on a monthly basis in the prescribed form. The total working hours for the officers and crew for the previous month and the total worked man hours for the year must be stated on the KPI report, of each month. For Officers a standard 12 hours per day shall be used (adjusted if required). For ratings man hours worked can be easily calculated by adding ‘Overtime (O.T.) hours worked to stipulated working hours. Purpose of this recording of man hours is to work out statistics of injuries /accidents. EXPOSURE HOURS FOR THE MONTH ARE CALCULATED BY MULTIPLYING THE NUMBER OF CREW/OFFICERS X NO. OF DAYS IN THE MONTH X 24 HOURS
4.2.7.
Quality, Health, Safety and Environment protection committee report
4.2.8.
Hazard class
The report shall be prepared on the form ‘Quality, Health, Safety and Environment Protection Committee and Security Meeting – Minutes’. These Hazard Classifications can be used to describe the loss potential of a condition or practice observed. One of the most apparent benefits of classifying the hazards is that it helps in the establishment of priorities. It enables the most critical items to be tackled first and thus the loss potential is minimized.
Class ‘A’ Hazard (Major): A condition or practice likely to cause permanent disability, loss of life or body part and/or extensive loss of structure, equipment or material. For example: In-operational emergency fire pump. Class ‘B’ Hazard (Serious): A condition or practice likely to cause serious injury or illness, resulting in temporary disability or property damage that is disruptive but not expensive. For Example: In-operational safety trip for Incinerator. Class ‘C’ Hazard (Minor): A condition or practice likely to cause minor non-disabling injury or illness or non-disruptive property damage. For Example: Door stopper missing.
4.3.
MANAGEMENT COMMITTEE MEETINGS
4.3.1.
Frequency: At least one meeting must be held in a month.
4.3.4.
Minutesof meeting must record the decisions taken and plan of action. Each itemrequiring action must be given a target date and responsibility must beassigned to someone.
4.3.5.
Decisionstaken must be carried out. There shouldbe a positive record of completing the actions (closing out).
4.3.6.
Proposed agenda for a Management Committee meeting :
Itemspending from previous meeting. Outstandingaudit or Superintendent Inspection report items.
278
\
9.2.
9.2.1.
9.2.2.
Anyoutstanding findings of external Inspections including Port State Control, Oil Majors etc. Shipsschedule. Surveys/ Port State Control / Owners Inspections - any due/preparation. Maintenance- planning of manpower/ material. Repairs- planning of manpower/ material. Stores/repairs. Anyactions needed to comply with new or existing regulations. Anyother business.
Minutes of the Management Committee Meetingsare to be recorded in the form TEC 43.
USE OF LIFTING APPLIANCES
General
Cargo gear, provision crane, engine room crane and bunker davits are various lifting appliances found on board vessels. Proper procedures should be followed when handling lifting appliances and every lifting operation must be subject to risk assesment. Inexperienced crewmembers should not be allowed to use such gear. This is to prevent accidents and failures.
H&S guidelines
9.2.2.1.
Crew on board must be given familiarization training for the use of the cranes / lifting appliances.
9.2.2.3.
Ensure the safe working load (SWL) is clearly marked and visible. Never lift loads that exceed the safe working capacity of the lifting appliance.
9.2.2.2.
9.2.2.4. 9.2.2.5.
Ensure use of correct SWL rated slings and shackles for lifting. Slings and shackles should be inspected as per PMS schedules and based on the wire rejection criteria, slings shall be discarded when their condition deteriorates.
The greater the angle to the vertical, the greater the stress at the joining point. At 120˚ the strain on each leg equals the weight of the load; at 150˚, the strain is double the load. SWL must therefore be calculated in relation to the strain on the sling after it has been tightened. Hence the ideal angle for a hoist is 120˚.
A responsible person should carry out a thorough visual inspection of the lifting appliance each time prior putting it in use. Limit switches and other safety devices should be checked for proper operation prior use. If any defect is found the gear should not be used until it is repaired and safe for operation.
279
9.2.2.6.
9.2.2.7. 9.2.2.8. 9.2.2.9.
9.2.2.10. 9.2.2.11.
9.2.3.
When selecting accessories for lifting, the following should be taken into account: The loads to be handled. The gripping points. The loose gear for attaching the load, and for attaching the accessories to the lifting equipment. The atmospheric and environmental conditions. The mode and configuration of slinging. Vessel motions. Stability issues.
The use of a lifting appliance should be immediately ceased if any unusual movement or noises are heard during its operation. When the operator of the lifting appliance is unable to view the entire movement of the cargo hook, a signaling man shall be employed to guide the operator. Standard signals should be used between the operator and the signaling man.
An entry shall be made in the logbook whenever the limit switches are checked.
All limit switches must be checked prior to handing over the crane to stevedores and on a daily basis during cargo operations. Reference
9.4.
Checkingsafe ·
9.4.2.
COSWP / Chapter 18 Provision, Care and Use of Work Equipment ISGOTT / Chapter 8.3
Detectionand
oxygen
levels
measurement
of
in
other
enclosed
toxic
spaces.
gases.
Chemical Tube Instruments These enable measurementof toxic gases in very low concentrations and may be used for such gases asmethane, carbon dioxide, carbon monoxide etc.
Chemical measuring tubes relate to specificgases only and have a limited shelf life.
280
9.4.5.
Training Master must ensure thatpersons manufacturer’sinstructions.
12
12.1
using
the
instrument
have
read
and
understood
the
Afloat Repairs –Technical stops, carried out outside a Shipyard or Dry Dock GeneralGuidelines
Periodicallyvessels have to go into Shipyards/Dry Dock for survey and maintenance. During this period the safety aspects areprimarily carried out and managed by the shipyard and also monitored andchecked by the vessel’s personnel. There may bethe in between instances when a vessel has a technical stop to carry out afloatrepairs using shore establishments sub contractors outside a shipyard ordry dock facility. The hazards areno different when sub contractors are working on board or when vessel is in ashipyard. However, experience shows thatthe probability and occurrence of accidents becomes high during these technicalstops. The Master remains responsiblefor the safety of the vessel, her crew and all personnel on board thevessel. The Master must ensure that safeworking practices are adhered to at all times. 12.2
Scope This sectionaddresses exceptional situations where a vessel that is operational is requiredto have a technical stop and carry out repairs using shore labour outside ashipyard or dry dock. Such
repairs
1. At
a
2. By
tobe
safe
undertaken
anchorage
sub
or
contractors
safely
only moored
while at
approved
a
by
the
designated
vessel
the
repair
is
(lay)berth.
Company.
The repair workwill be carried out only with the approval of the Office Senior Management -Fleet Manager/Director or Technical Director or Managing Director. Appropriate risk assessments should becarried out and work permits issued where necessary. Risk assessments should cover all plannedrepairs and include exposure to hazards to shore personnel. On tankers, theseshould also take into account types of cargo carried to allow appropriate tankcleaning plans to be developed on board and approved by shore management. 12.3
Pre-ArrivalPlanning The
TechnicalSuperintendent
will
liaise
with
the
agents
and
determine
the
following
1. Requirement and regulation of the port/lay berth for the scope ofthe jobs that will be carried out. 2. Make
3. Number
the
4. Availability 5. Availability
of
necessary of
persons
of
arrangement the
facilities
assistance
for
permits
repairer/contractor
for
disposal
of
tugs
and
of
will
if
certificationsthrough employ
slops
engines
or
for
are
the
therepair
sludge
agents. jobs.
ifrequired.
beingimmobilised.
6. Availability of emergency services including but not limited tofire fighting, medical facilities, etc. 7. Check
8. Vessel
condition
-
weather
draft
/trim
conditions.
limitation.
281
Theabove
information
with
appropriate
instructions
is
to
be
passed
on
to
thevessel.
Prior toarrival the senior officers - Shipboard Management Team should conduct ameeting. In addition to the instructionsand information from the Technical Superintendent the below to be discussed: 1. Type
and
location
of
the
anchorage
or
berth,
including
mooringarrangements,
safe
access.
2. Location of work to be undertaken – engine room, cargo spaces,above deck, accommodation, etc. 3. Availability
of
5. Restrictions
on
4. Emergency
main
procedures,
smoking
power
on
and
or
board
other
main
and
naked
engine(s).
ashore. lights.
A safetymeeting should be conducted with the entire ship staff to discuss the hazardsand the necessary precautions associated with the upcoming repairs. 12.4
Pre-Work Safety Meeting Work planning safetymeetings should be held daily prior to commencement of the working day. If workis being done round the clock, a second meeting is to be held priorcommencement of the subsequent shift(s). These meetings must include the SeniorOfficers, Technical Superintendent (where applicable) and Key Personnel fromall the contractors. The primefunction of these meetings is to ensure that all personnel involved are awareof the daily schedule, the interrelation between contractors, particular areasof concern and special precautions to be taken. The minutes ofthese meetings must be documented. It is recommended that these are displayed daily at a public place (e.g. crew/Officers smoke room)
12.5
Work Permits Permits, as perthe Safety Management System, Port Regulations or Contractor’s requirement,whichever is more stringent, should be issued for the relevant repair workjobs, including any repairs/inspections being carried out by vessel’s staff. Inparticular, permits should be issued for all areas listed in chapter 5 of theHealth & Safety Manual and for any other hazardous tasks which may not belisted in the same. All personnelinvolved should be made fully aware of the requirements for, and benefits ofthe work permit system, and should be advised of restrictions on commencing anywork until the appropriate permit has been issued.
12.6
Fire-Fighting Precautions
12.7
Fire patrols
Fire-mainsshould be continuously pressurised, either by the vessel’s pumps or from ashore supply. There should be an agreedpressure for the fire-main, which should be maintained at all times. Additionalfire extinguishers should be provided if required.
282
There should bean agreed procedure for fire patrols on board. All areas where Hot Work is being carried out should be monitored byfire patrols at all times. Fire patrolscan be provided by the vessel’s crew. Ifthe repair job is extensive and widespread the Technical Superintendent mustarrange for a dedicated shore team to carry out the fire patrol duties. Each member of the fire patrol should befully aware of the procedure for raising the alarm and the action to be takenin the event of an emergency situation arising.
12.8
Sub-Contractor Management
12.9
Additional Measures onTankers (Oil, Chemical or Gas)
Sub-Contractor personnel on board require special care, as they areunfamiliar with the ship’s layout and hazards. Sub-Contractors must be given an induction briefing and made aware ofthe vessel’s permit system and no work should be undertaken without the writtenpermission of the Technical Superintendent. These instructions should be passed on to the Sub-Contractors at thetime of confirming the order and an agreement to follow same should beobtained. When the vessel arrives at the designated port, the Master and ChiefEngineer must issue duly filled contractor safety cards to all contractorsboarding the vessel. Where the repairs involve a large number of contractorpersonnel, a contractor safety card shall be issued to each contractor /contractor’s supervisor. It shall be the responsibility of the contractor /contractor’s supervisor to ensure that all personnel working under him / herare briefed and familiar with the contents of the contractor safety card. Theissuance of contractor safety card should be recorded in the deck or engineroom log book as appropriate and no repair work shall commence until therequirements are fully understood.
The vessel’stank condition, gas free or inerted, will depend on the work being undertakenand the regulation of the port/lay berth. A certifiedchemist must test all cargo/ballast/void spaces/cofferdams for oxygen contentand hydrocarbon content. The conditionsof all tanks and void spaces should be included on the chemist’s certificate. The validity ofthe gas free certificates should not exceed 12 hours. Routine atmosphericcondition checks must be made by a responsible officer every three hours duringthis period. If cargo tanksare not required to be gas free and the tanker is inerted, positive inert gaspressure should be maintained within the tanks at all times. Notices should be posted to indicate the current state of any tankor void space, e.g. stating whether it is either gas free and suitable for HotWork, or only safe for entry.
Cargo Lines
All cargo lineson deck, in the tanks and in the pumproom, including those lines and pumpswhich may not have been used for recent cargo or tank cleaning operations,should be thoroughly washed and drained. This includes any dead ends in the system. The hydraulic valve system should be isolatedin such a way as to prevent unintentional operation of cargo valves during thework process. Appropriate notices shouldbe posted and the persons in charge of the relevant repair team(s) should beadvised. Valve positions (open / closed) must not be changed without thepermission of the Master.
10.
CRUDE OIL WASHING (C.O.W.)
283
COW (crude oil washing) operations carried out on board to ensure compliance with the MARPOL recommendations. Guidance provided in IMO publication “Crude oil washing systems” 6.1. Approximately one quarter of all remaining tanks shall be crude oil washed for sludge control on a rotational basis, but these additional tanks may include the tanks referred to in (b) above. However, for sludge control purposes, no tank need be crude oil washed more than once every 4 (four) months”
You need to complete tank wise COW record (on form provided in the system) for each tank stating last COW date, cycle used and if meeting the MARPOL minimum quarterly cycle (i.e. crude oil washing carried out within the last 4 months). Only if the answer to the meeting of the MARPOL criteria is “No”, you would have to provide the remarks such as – Crude not suitable for COW, not allowed at terminal, not allowed by charterers etc. Please also indicate the planning for these tanks. This, planning, form is to be sent to the office before any COW is undertaken.
Crude oil washing may only be carried out on vessels which have an approved ‘Crude Oil Washing Operations and Equipment Manual’ and all crude oil washing must be carried out strictly in accordance with the procedures detailed in the Manual. Crude oil washing checklist must be completed prior to any C.O.W. operation. A risk assessment shall be completed for the C.O.W. operation and be reviewed each time for any additional risks for which controls may be required to be implemented. Please also refer to COW checklist {D/TNKR/06} Crude oil washing at sea between discharge ports may only be carried out after obtaining authorization from the Company. Only the chief officer or the cargo officer who is suitably qualified for the operation shall carry out C.O.W. on board. All officers on board should be fully familiar with the C.O.W. - operations and equipment manual.
10.1.
10.2.
RESPONSIBILITY
The Master shall be, at all times, totally responsible for ensuring a safe and efficient C.O.W. operation.
The Chief Officer is responsible to the Master for planning the C.O.W. programme and its implementation. All C.O.W. programs drawn up by the Chief Officer must be fully discussed with the Master and his approval obtained before proceeding with a C.O.W.
The Chief Officer must ensure that all other personnel actively engaged in the C.O.W. program fully understand their role and areas of responsibility. A clear and detailed schedule and diagram of the C.O.W. programme must be drawn up which include stress and bending moment calculations for the entire discharge period.
The Chief Engineer shall be responsible for the efficient operation of the Inert Gas plant at all times during the C.O.W. programme. The Chief Officer and Chief Engineer must also discuss the programme so that each understands the requirements of the other.
GENERAL GUIDELINES The concept of crude oil washing (C.O.W.) for cleaning tanks previously containing crude oils was initially developed for commercial and environmental reasons, which include: -
Increased cargo recovery (Improved outturn) Less deadweight loss (Reduced sludge and wax residues) Reduced workload at sea (Less tank washing) Less corrosion Reduced time in preparation tanks for dry-docking / repairs, etc.
284
Pollution Control.
Almost all crude cargoes result in deposits of sludge on tank bottoms and other structures in the tank. Typically at least 50% of this residue sludge will reside on members other than the tank bottom. This sludge consists mainly of waxy and asphalted constituents of the crude oil and if allowed to settle may lead to serious problems through impeding drainage.
Delays caused by tank washing can be minimized by careful advance planning and avoiding over-washing. A totally successful Crude Oil Wash (C.O.W.) program pre-supposes all cargo pumps, washing equipment and the Inert Gas Plant to be in good working order.
The additional time used in re-circulating the cargo for oil washing will be:
Least when the shore backpressure limits are reached while the ship is still below its full pumping capacity. Most when the ship’s discharge is not limited by shore restrictions.
If there are no terminal restrictions or other operational constraints, at least 25% of the tanks should be crude oil washed. With due regard to the voyage orders and terminal instructions, maximum number of tanks may be washed. However no tanks need be crude oil washed more than once in a period of four months unless specified by charterers or terminal.
It is the Management’s policy to co-operate with the Charterer and Owners of vessels. In the event of your Charterers or Owners requesting you to cancel or vary your C.O.W. programme, you may do so as long as such request does not involve a lowering of safety standards as specified in these instructions. In all such circumstances the Management should be immediately informed giving full details of the circumstances.
Heavy weather ballast tanks to be crude oil washed every voyage as far as feasible. If it is considered that additional ballast in cargo tanks may be required during the ballast voyage, the tank or tanks which maybe used for this ballast shall be crude oil washed in accordance with the procedures in the Operations & Equipment manual.
Unless required in an emergency, no ballast is to be taken into cargo tanks that has not been crude oil washed.
Prior to commencement of any C.O.W. the O2 content within the tanks must be tested. If O2 levels are greater than 8% C.O.W. must NOT be started or continued until the tank(s) have been purged with I.G. to reduce the O2 level.
285
The general requirement during C.O.W. is for an O2 level below 8% in tanks corresponding to an on-line O 2 content of below 5%. Certain terminals, however, have rather more stringent requirements. If a vessel is discharging at such a terminal, strict compliance of all terminal requirements and regulations must be compiled with. Oxygen content of tanks to be Crude Oil Washed must be tested prior commencing the COW operation with portable equipment.
No C.O.W. is to be carried out in any tank unless there is a good positive I.G. pressure within the tank(s) to be washed. At least 100 mm. W.G. is the absolute lower limit.
No C.O.W. is to be carried out at any terminal unless permission has been obtained from those in authority at that terminal.
10.3.
CRUDE OIL WASHING PRECAUTIONS AND PROCEDURES Prior to arrival at the discharge port, the following must be carried out:
Within 24 hours before the planned cargo operation, the Inert Gas system must be tested to ensure that all components and instruments are operating properly. Both the fixed and portable instrumentation must be tested and fully calibrated.
Fixed tank cleaning lines must be tested to their normal working pressure and any leakage in valve glands, joints or couplings, etc., made good. All fittings, such as pressure gauges and/or thermometers, which would normally be used during the C.O.W., should be in good order. All hydrants on the C.O.W. line should be blanked off. Enter this test in the deck logbook. The tank-washing heater must be isolated and blanked off.
Terminal authorities and the vessels agents must be advised by cable, telex or fax of the vessels’ intention to C.O.W. concurrent with the discharge operation.
Instruct the agents to inform all the Port Authorities concerned and to advise when permission has been granted. Advise also the Management so that in case of difficulties the matter can be readily acted upon.
All crew-members shall be properly briefed on the procedures to be followed during C.O.W. operations.
Contingency procedures should be familiar to the crew. If there is a hazard of exposure to toxic gases such as H2S, a risk assessment shall be completed and controls measures determined.
No C.O.W. is to be started until the Master has satisfied himself that the following has or will be complied with:
WRITTEN confirmation has been obtained from the Terminal authorities to carry out the C.O.W. programme. If the Terminal refuses permission for crude oil washing through no fault of the vessel, issue a protest and ensure that it is signed by the relevant authorities and advise the Management and Charterers.
Inert Gas system is producing gas with the proper oxygen content, i.e. less than 8% (some terminals require 5%). The tank to be crude oil washed MUST have an oxygen content of less than 8%.
C.O.W. plan is prepared and discussed by all officers concerned and SOPEP gear is in readiness.
Crude oil washing checklist must be completed as per the vessel’s procedures.
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Anti-pollution watch shall be maintained on deck to check and report any abnormal conditions, leaks etc. on the C.O.W. lines, valves etc.
All tanks should be de-bottomed so as to be free of any free-water.
If during the washing operation any leaks develop in the fixed piping system, or at any time there is any doubt as to the proper operation of the vessels inert gas system, then the operation is to be immediately terminated until the problem has been rectified.
A warning notice should be permanently displayed in cargo, engine control rooms, bridge and in the notice board stating “Tank washing lines on this ship may contain crude oil. Valves must not be operated by unauthorized personnel”.
While C.O.W. is being carried out, hydrocarbon gas will be generated. This may manifest itself by a rise in the tank pressure and will be most evident in areas with high ambient temperatures.
If washing is concurrent with discharge then this rise in pressure can easily be allowed for by adjusting the pressure controller of the inert gas plant, as necessary.
Before the tank pressure reaches a high level, the main valve on the mast riser should be opened to allow the excess pressure to escape to the atmosphere. However the pressure must not be lowered below 100mm w.g.
If the there are any terminal restrictions on venting of the cargo tanks, care must be taken to control the pressure. If required the operation be suspended and terminal/office to be informed.
After completion of the crude oil washing, chief officer should ensure that the following actions taken: 1) 2)
10.4.
3)
On completion of C.O.W. the valves between the discharge line and the tank cleaning line must be securely SHUT and LASHED. The fixed deck tank washing line MUST be drained of crude oil. This is best achieved by opening one of the washing valves to the slop tank and another valve at the foremost end of the line, i.e. one centre tank. Do no forget to drain all the branch lines by dropping each section into the tank it serves. After the tank washing lines have been drained, the entire system must be shut down.
Proper records should be maintained for each crude oil washing operation. The records shall include the number of tanks washed, number of machines used, time the washing started and was completed, washing pattern employed, washing line pressure and tank dipping records after the wash in each tank.
LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING
As a general guidance to the stability of oil for crude oil washing, the following criteria should be used.
The viscosity of the oil at the discharging temperature should not exceed 600 cSt. The cargo should be discharged at a temperature which exceeds its pour point by at least 10 oC. All necessary precautions must be taken to prevent the washing oil from solidifying in the C.O.W. piping system.
The following is an informative list of potentially difficult crude oils due to their high pour points and viscosity. This list, however, must not be regarded as exhaustive. Amna
Lagunillas
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Ardjuna
Lucina
Boscan
Maya
Bu Attifel
Minas (Sumatra Heavy)
Cabinda
Minas (Sumatra Light)
Cinta
Sarir
Duri
Shengli
Gamba
Tapis
Jatibarang
Tia Juana Pesado
Labuan
Tila
Laguna
10.5.
Crude oils that are unsuitable for crude oil washing should not be carried without first consulting the Management and the vessels Owners.
Limit of usage of the same washing oil 1) If the same washing oil is used for washing several tanks, the solubility effect of the crude oil will deteriorate. 2) The minimum stripping capacity is taken as 1.25 times the total discharge capacity of all washing machines working simultaneously in the bottom washing stage.
10.6.
Criteria for stopping crude oil washing When all cargo operations (cargo discharging, COW, tank washing, etc.) other than cargo loading operation have reached the criteria mentioned below, then crude oil washing should be stopped. However, if the charterer or the terminal has specified restrictions on oxygen concentration that are stricter than the criteria given below, then those restrictions take priority. 1) If the oxygen concentration in the tank exceeds 8% (volumetric ratio) 2) If supply is no longer possible because of failure of the inert gas system 3) If the pressure within the tank has dropped
MOLASSES Molasses is generally considered non-hazardous cargo. It has highly viscous with a moderate melting point. Cargo may be hot. Hence personnel must take all relevant precautions when exposed to cargo.
1.
Common synonyms
2.
UN No
3.
Formula
MOLASSES, SUGARCANE MOLASSES, CANE SYRUP, BEET MOLASSES, BLACKSTRAP MOLASSES, CANE MOLASSES, FEEDING CORN MOLASSES, TREACLE 2805 Sucrose/Glucose mix >60% and water
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4.
Appearance
5.
Odour
6.
Specific gravity
7.
Chemical family
8.
CHRIS code
9.
Boiling Point
10. Freezing point 11. Vapour pressure 20C 12. Vapour specific gravity 13. Solubility in water 14. MFAG Table
15. Coefficient of Cubic Expansion/Deg C 16. Molecular Weight 17.Electrostatic Generation
Molasses is a water soluble dark brown syrupy liquid
1.41 at 15C ALCOHOLS AND GLYCOLS Not available Not available 20C Nil Not available Miscible EmS Guide - F-G and S-N and MFAG section Not available Not available Not available
18. Ship Type
Not specified
19. Pollution Category
OS
20. Viscosity
5000 (UPPERLIMIT) mPa*s at 20 deg C
21 Tank type
No specific requirements
22 Flash point
Non flammable
22. Shielding of hose / chiksan flange
No
23. Line clearing Medium
Air
Health Hazard/Emergency Procedures 1. 2. 3. 4. 5.
Odour threshold (ppm)
Unknown
Threshold limit value / TWA(ppm) Threshold limit value /STEL(ppm) Threshold limit value /Ceiling
Not applicable
On eyes
Not applicable
Effect of Liquid
Not applicable Not applicable
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6.
7.
On Skin
Not applicable
By Ingestion
Not applicable
Effect of Vapour On eyes
Not applicable
On Skin
Not applicable
When inhaled
Not applicable
Procedures after exposure with Liquid/Vapour
Remove the victim to fresh air. Remove the contaminated clothing and flush the affected area gently.
Personal protection:
Normal operations - Level 1 In manifold area – Level 2 Sampling / Gauging/Purging pump cofferdam/ Clearing line/ Tank cleaning with portable and fixed machines – Level 2 Spill response – Level 2 (Chemical boots to replace safety shoes)
Refer to section 6.5 of this manual. Reactivity Information 1.
Stability
2.
Material compatibility
3.
USCG compatibility chart
5.
Reaction with other liquid or gases
4.
Reaction with water, fresh or Salt
6.
IBC conditions
7.
Heating requirements
8.
Maximum heat adjacent
9.
Gauging
10. Sampling 11. Venting
Stable Stainless steel stowage is preferred. Epoxy is acceptable. Mostly not compatible with Zinc Silicate coating, however pls refer to coating resistance list. It may be carried in Zinc Silicate coating tanks only when the PH range of the product is 6 - 10. 20 No reaction Refer to compatibility chart, Molasses reacts with concentrated Nitric Acid and concentrated Sulphuric Acid. Not available Carriage temp:35-45 deg C, Discharge temp:43 deg C 55 deg C Open Open Open
Spill or Leak Procedure If leak is observed on the cargo transfer system, stop the transfer and empty the line system. Inform authorities. Flush contaminated area with large amounts of water after permission from authorities.
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Handling of molasses is complicated. It is of great importance that the loading of the molasses is done in a manner avoiding / minimizing building up of foam. Pump ability of Molasses depends on Brix value, its place of origin, storage time, fermentation process, and last but not least, temperature during period the cargo is on board the ship. Degrees Brix (°Bx) is a measurement of the amount of dissolved sucrose to water in a liquid. For example, if 100 grams of a solution had a reading of 25°Bx that would mean that the solution had 25 grams of sucrose and 75 grams of water. Brix value of Molasses usually lies in the range of 80°Bx – 90°Bx. Molasses exhibits the phenomenon called critical viscosity which means that above a certain dry matter content the viscosity increases at a greater rate than might be expected from the increased dry matter content. The critical viscosity for cane Molasses lies between 81º and 85º hydrometer Brix. The viscosity of Molasses is affected both by dry matter and temperature, for example a rise in temperature of 10C may reduce the viscosity to half or less and a reduction in the dry matter content will also decrease viscosity. If Brix value of Molasses is greater than 88Bx the cargo cannot be discharged with a Deep well centrifugal pump. A portable screw pump has to be arranged. The discharge will also require a good booster pump ashore. Molasses ferments and degrades when it is diluted with salt or fresh water. This is accelerated by heat. During fermentation Carbon dioxide (with possible traces of ethanol and higher alcohol vapour) is given off, which will produce inhalation hazards in compartment containing Molasses residue. The visual effect of fermentation in Molasses is an increase of volume and the creation of a layer of foam in, and especially on top of the Molasses. Besides the development of foam, the temperature sharply increases a couple of ºC per 24 hours, and at all times an alcoholic odour can be observed, sometimes in combination with the odour of Acetic Acid. Steam and Molasses form Acetic Acid. Fermentation can be stopped by blowing in air into the Molasses, the available Oxygen will destroy the anaerobic bacteria and the entire fermentation stops. Heating instructions must be obtained and complied with. Further the cargo heating during the voyage has to be carefully balanced with a low temperature on heating medium in order to avoid crystallisation of molasses on and near the heating coils. At the same time the heating has to be sufficient for ensuring a high temperature and even distribution throughout the entire cargo tank, enabling the molasses to be as pumpable as possible. Heating should preferably be done by heating coils and hot water as heating medium, if steam is utilized as heating medium steam pressure has to be lowered. For vessels equipped with heat exchangers on deck, ensure sufficient circulation of cargo through the heater. However normal storage temp. varies between 32C and 49C. Because of all these variables it is impossible to calculate an expected discharge rate beforehand. To minimize the problem with this cargo it is recommended to take precautions as mentioned below;
Load the cargo through drop line at the bottom of the tank.
Keep the temperature of the molasses within the range as required by the heating instructions.
Make sure water filling/flushing of cargo pump cofferdam is carried out for the period molasses is in the tank to avoid burning of pump’s cargo seals.
Make sure that the actual molasses is pumpable with the ship’s pumps. If in doubt, prepare with special portable pumps and booster pump to increase the discharge capacity.
Adding of limited quantity of water will improve the pump ability; however it is necessary to have this option in the charter party or written permission is received from the charterers.
Just before discharging operation is started, Molasses shall be circulated through the drop line or by-pass line without opening a manifold valve and delivery valve.
291
Check heating coils and ensure that steam traps are in good condition.
Only water must be there in the coils not steam. Heating should be controlled by throttling the return valve. The inlet valve must be 100% open. If steam is present in the steam coils instead of hot water the Molasses may caramelize on the coils.
Purge all Deepwell cargo pump cofferdams and ensure no leakage in seals. Fill cofferdams with fresh water.
Precautions for solidifying cargoes must be taken.
It is important to check PV valves daily for good operation to avoid tank over pressure.
Tank cleaning and Preparation; • Water White standard is sufficient. Wall wash test is not required.
Loading; •
Loading should be started carefully via drop line (avoid free fall loading).
•
Molasses is never loaded through the impeller unless a Molasses filter is used.
Draft survey will be carried out during loading/discharging ports to calculate the cargo quantity on board.
Cargo care in passage • Heating instructions must be obtained from Charterers. • At a temperature of 40ºC Molasses is relatively stable but as the temperature is raised, sugar may be lost by thermal decomposition. At temperature over 60ºC there is always the possibility of thermal decomposition and destruction of cargo. Heating instructions must be strictly followed and a heating log maintained. Temperature should be measured at several places and levels within the tank.
Discharging; •
During discharging try and maintain the highest allowed temperature for best discharge rate.
•
Use the largest discharge hose available. Avoid too many pipe bends and consequent pressure losses on discharge line.
Run many cargo pumps at reduced speed and reduced hydraulic pressure to avoid foaming and cavitations. Reduce pump speed further when tank level reduces by about 75%.
•
Arrange small water flow through cofferdam during discharge. This water flow will wash away any Molasses and have good cooling effect on seal arrangement.
If there is too much foam in the Molasses during the last part of discharge the following methods maybe used to handle this with the agreement of charterers / surveyors / receivers to handle this:
292
Recirculation through drop line; Injection of live steam.
− −
If live steaming is allowed and has been carried out during discharge, it reduces clingage. Then a good hot water wash is all that is required later.
When ballasting, if possible, keep double bottom tanks slack to avoid tank top cooling down too quickly.
Tank Cleaning after Discharge
Molasses has a high melting point and will require to be washed with warm water. Molasses is soluble in water. The pre-cleaning must be carried out with warm water of temperature of about 55°C to 60°C for a period of about 2.0. After the initial wash, a hot water wash (over 70°C) must be given to the tank for a period of about 1.5 hours. The tank must be drained continually and accumulation of water in the tank must be avoided. The tank must then be rinsed with fresh water to remove the sea water residues. The tank should be inspected to confirm the results. Molasses is known to leave some black patches on bulkheads. Use of approved additives containing caustic could solve this issue. However, caustic should not be used in a Zinc Silicate tank. Further cleaning may then be carried out depending on the requirements for the next cargo to load. Finally, the tank must be rinsed with fresh water, mopped and dried.
9.
CARRIAGE OF CARGOES WITH H 2S AND BENZENE
9.1.
CARRIAGE OF CARGOES WITH H 2S Sour crude oils contain high levels of hydrogen Sulphide (H 2S), which is a very toxic, corrosive and flammable gas. It has a low odour threshold and a distinctive smell of rotten eggs. H 2S is colorless, heavier than air and soluble in water. Cargoes should not be considered free of H 2S at anytime and regular monitoring of H2S levels must be done. Spaces monitored must include accommodation spaces, Bridge, Engine room and control room. Precautions against high H2S concentrations are necessary if the H2S content in the vapour phase is 5 ppm or more. The H2S concentration in vapour depends on various factors such as the liquid H2S content, air circulation, temperature on air and liquid, liquid level in tank and amount of agitation.
When the vessel carries a cargo containing high H 2S, personal meters for detection of H2S shall be carried by personnel when on deck.
Personnel shall wear respiratory protection when:
When at risk of exposure to H2S cargo in excess of the TLV-TWA. When monitoring cannot be carried out. When closed operations cannot be conducted and the H 2S concentrations could exceed the TLV-TWA.
Reference shall be made to Chapter 5 of this manual, MSDS sheets & ISGOTT when handling such cargoes. Additionally, some specific guidelines are mentioned in this section.
293
After loading, the ship should sample the cargo vapour space and:
If the result is less than 100 ppm no further action is needed; however H2S levels should continue to be monitored on a daily basis. If the result is more than 100 ppm, the vessel should follow the additional precautions when handling cargoes with Very High concentrations of H 2S, as detailed in this section in ISGOTT 2.3.6.5.
It has been proven that the water vapour formed during the water wash absorbs the H2S gas and is the most effective way of removing the gas from the tanks. However, when combined with water the H 2S gas forms Sulphuric acid, which can cause extensive corrosion if left sitting for any length of time. It is thus essential that all systems, lines and tanks are well flushed through and drained on completion of carriage of a H2S cargo.
When cargo tanks have to be purged of H2S prior to arrival at the next port, ships should observe safety procedures described in this section.
9.2.
PREPARATION PRIOR LOADING The threshold limit value (TLV) of H2S is 5 PPM. Prior to the intended voyage, all crew on board should be alerted to the fact that a sour crude or product is to be carried on board. They should be briefed on the general precautions, hazards and effects of exposure to H2S and in the use of SCBA sets and resuscitation equipment.
Master/Chief officer shall outline additional safety measures for the particular port along with the cargo plan and agree with the terminal prior to cargo operations.
Copies of MSDS should be posted conspicuously in locations where they can be seen and referred to by all shipboard personnel.
Warnings regarding high H2S content should be posted up in the CCR, mess rooms, at the pump room entrance and near the gangway. Extra SCBA sets and portable H 2S meters should be provided on deck for use during cargo operations.
The ship’s crew should also be trained to handle any emergencies involving cargo with high H 2S content by means of drills and training on board. Master should ascertain from the Charterers whether the cargo nominated for loading poses any hazards of H2S. The Company should be informed by the master.
294
Cargo system must be confirmed to be free of leaks from cargo pipelines, fittings heating and venting system. It should be confirmed that cargo pipeline pressure tests have been carried out within the preceding twelve months.
The most effective means of minimizing and controlling the risks associated with H 2S in oil is by strict onboard management.
9.3.
PRECAUTIONS TO BE TAKEN FOR CARGOES CONTAINING HIGH H 2S Cargoes, which are likely to give more than 100 PPM of H2S in the vapour space, should be considered to be posing higher risk of toxicity and additional precautions given below shall be exercised.
Risk assessment shall be completed by the vessel for any operations with high H 2S cargo to implement control measures. These operations may include loading, discharging, venting, purging, gas freeing, crude oil washing and internal transfer.
9.3.1.
9.3.2. 9.3.3.
Before loading vessel should ensure that the cargo system is free of any leaks from the cargo piping, tank fitting and venting system. Heating coils shall be tested to prevent possible transference of H 2S into the low-pressure steam system. The integrity of the vessel’s IG system and venting equipment shall be confirmed. Liquid filled P/V breakers should be checked to ensure that they are correctly filled. Closed loading procedures shall be followed under ISGOTT guidelines. Cargo gauging, sampling and tank gas sampling to be carried out by closed methods with appropriate equipments. Vessel’s contingency plans should be reviewed and amended as necessary taking account of the toxic nature of the cargo. Plans must include the requirement of using the breathing apparatus on all occasions where toxic vapours may exist. Additional points to be considered include, muster stations, lifeboat preparation and use of PPE. Master shall ensure that the vessel has contingency plans for the below emergencies:
9.3.4.
Cargo spill on deck
Uncontrolled cargo vapour release
Rescue of casualty from tanks and pump room.
A medical emergency plan is to be drawn up prior to commencing cargo operations and all personnel are to be made aware of the most appropriate action to be taken in the event that any individual is over exposed to H2S vapour. The emergency plan should also identify support services and the availability of radio medical advice. Medical equipment should be checked and confirmed to be in good order prior to loading.
A safety lecture programme should be drawn up to cover the use of breathing apparatus, EEBDs and personal gas meters. Practical demonstrations in the use of breathing apparatus must be done. All new joining personnel are to be made aware of the hazardous nature of the cargo and the details of the approved procedures, which have been implemented.
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9.3.5. 9.3.6. 9.3.7. 9.3.8.
9.3.9.
9.3.10. 9.3.11. 9.3.12. 9.3.13. 9.3.14.
9.4.
Vessel must conduct an Oil Pollution Drill and ensure that all personnel fully understand their role in the event of a spill involving high H2S crude. Spill cleanup team must wear the breathing apparatus. Cargo tank IG pressure should be reduced to minimum prior to the start of loading operations so as to reduce the requirement for venting during loading. A full set of standing instructions covering all aspects of the operation together with the relevant safety procedures should be drawn up by the Chief Officer and approved by the Master. All aspects of these instructions are to be discussed and agreed with shore officials prior to loading. Whilst in port, access to the vessel shall be limited only to those necessarily required for safe operations. The activities of shore personnel is to be closely controlled and must be in line with the vessels agreed procedures. Particular attention must be paid to these procedures during venting, connection, disconnection and sampling/measuring. The agents and terminal representatives must be advised accordingly. So far as practicable, port formalities and other jobs requiring shore assistance (receiving stores, provisions, etc) shall be completed prior to the vessel commencing cargo work or if necessary held over until cargo operations have been completed. Prior to commencement of cargo operations, a PA announcement should be made, to remind all onboard of the hazardous nature of the cargo about to be loaded and the additional precautions that are to be enforced. Cargo tank pressures are to be continuously monitored during loading and controlled as necessary to avoid an uncontrolled emission of vapors. EEBD’s shall be available near the work locations and crew shall immediately don the EEBD if the H 2S personal alarm is activated and move to a safe location. Crew should immediately advise the duty officer of the presence of H2S so as to initiate appropriate action. The air conditioning should be set to partial re-circulation so as to maintain a positive pressure in the accommodation at all times. Visitors may be escorted to and from the accommodation and briefed on the hazards of the cargo. A bold notice shall be posted at the vessel access point notifying that the vessel is carrying cargo of high H 2S content. Personal H2S monitors and escape sets must be provided for use during cargo operations. This requirement is to be complied with for the entire period this cargo remains onboard or the presence of H 2S remains. During the cargo operation only the personnel involved in the operation should be permitted outside the accommodation. If any other persons need to go out, proper precautions shall be taken.
PRECAUTIONS WHILE VENTING Venting of vapours in ports shall be avoided if restricted by terminal. However, when it is necessary to vent, the cargo area should be evacuated of all personnel except those that are necessary to conduct an efficient deck watch. Such personnel shall use the breathing apparatus and any other PPE deemed necessary by the situation. Shore representatives and workboats in the vicinity are to be given advance notice of the vessel’s intention to vent cargo tanks. Prior to resuming normal activities on deck, sufficient time must be allowed for any residual gas in the cargo area to disperse.
296
Where venting is to take place, a risk assessment shall be carried out and the following procedures shall be among those adopted:
Wind conditions shall be assessed to confirm that adequate gas dispersion clear of the vessel’s accommodation can be achieved. Where adequate dispersion cannot be achieved, loading should be stopped in adequate time taking account of additional expansion, which may occur in the vapour space due to heat on deck. Shore representatives and any workboats in the vicinity are to be given advance notice of the vessel’s intention to vent cargo tanks. A PA announcement is to be made, advising all onboard that cargo tank venting is about to take place. Venting to atmosphere at low tank pressures shall be avoided.
Venting should be minimized and it is recommended that the vapour is released in short high velocity bursts to maximize dispersion rates. The operator of the IG mast riser valve, if locally operated, must wear a compressed air breathing apparatus during venting operations. If possible, during venting the valve, operator should position himself to windward of the gas stream. This operation shall be supervised by the Chief Officer. If vessel is at an SBM and a tug is available then tug should be used to pull the vessel across the wind and assist with the dispersion.
On completion of venting operations the BA wearer should carry out a full check of the cargo and external accommodation areas to ensure that no residual pockets of H 2S gas remain.
H2S is heavier than air and hence during STS operations, particular attention must be given to the difference in freeboards of the two ships and the possibility that the vapour will not be dispersed freely. Vent velocities should be kept high on the receiving vessel and if possible, the vessels must be turned in such a manner with respect to the wind that the vapours disperse.
Precautions while venting of H 2S
9.5.
The Officers of the Watch, both on the Bridge and in the ECR must be informed in advance.
The bridge to be manned by at least two persons who shall be equipped with escape sets and personal monitors. In addition, one operational personal monitor is to be in use on the bridge.
If the mast riser cannot be opened remotely from the CCR or Bridge, then the designated person should be equipped with BA and personal monitor. The pressure should be reduced by the minimum amount required, bearing in mind time of day, temperature, vessel movement etc.
The vessel’s heading should be adjusted such that any gas emission from the mast riser is carried away from the vessel. Speed and /or course may need to be adjusted to ensure that this does occur. If the vessel is proceeding to congested waters where course alterations would be difficult, it would be prudent to release most of the pressure before that time. If it is necessary to release pressure, where maneuvering is not possible and the relative wind direction is from ahead, then it must be released in short bursts at high velocity in order to carry the gas as high as possible away from the vessel.
PRECAUTIONS WHILE ENTRY INTO PUMP ROOM AND OTHER SPACES Prior to each entry to the pump room, checks are to be carried out for oxygen, hydrocarbon, H 2S and other toxic gases. Persons entering pump room shall carry escape set and personal gas detection meter.
Forecastle space, storerooms, steering flat and other such spaces to be treated as confined space and exhaust fans, where fitted, to be running at least 20 minutes prior to entry. OOW to be informed prior to entry to any confined spaces.
Entry into any enclosed space is to be avoided during the loaded passage if practical.
297
9.6.
MAINTENANCE PRECAUTIONS Mechanical and electronic gauges in cargo areas must be used with caution. H 2S is very corrosive and these equipments are more likely to fail than usual. Their operational condition shall be checked more frequently. In the event of a failure repairs should not be undertaken unless all precautions have been taken
Pressure testing of cargo related equipment is not to be carried out during the loaded passage. If the crude oil wash line is to be pressure tested then this operation is to be carried out using the non-H 2S crude or slops.
No planned maintenance, especially with regard to pressure testing of cargo related items, is to be carried out on safety systems during carriage of such cargo unless these are absolutely essential.
The use of hand tools and scaling equipment is to be closely controlled and must not be used on cargo pipe work or associated equipment.
Recharging of BA cylinders during cargo operations is not to be carried out unless air quality at the compressor inlet vicinity is continuously monitored.
No maintenance, which may affect the system integrity and thus create a possibility to allow H 2S to enter the IG System, is to be carried out during the loaded passage.
Breathing apparatus must be used by persons during the following operations:
9.7.
Gauging, gas checking and sampling Removing blanks for connecting manifolds and during disconnecting manifolds Cleaning filters Draining lines to open containment Mopping up spills and while handling any leakage/breach of cargo containment. Purging/releasing of cargo vapour Any such operation where it is likely to encounter a direct exposure to H2S gas. Chemical respirators shall not be used in lieu of the SCBA’s. The chemical cartridge respirators have operational limits of H2S concentrations and hence may not be effective at high concentration of H 2S. PRECAUTIONS TO AVOID ENTRY OF TOXIC VAPORS INTO NON-HAZARDOUS AREAS
Accommodation, engine room and access to all deck stores should be effectively sealed off against external air ingress. Regular tests for H2S should be carried out on cargo decks, in the pump room, engine room, forecastle spaces, accommodation and storerooms.
During cargo operations, access to the accommodation shall be restricted to a single entrance only. This must be agreed upon prior arrival into port. All other doors and ports should remain closed throughout the cargo operation.
Cargo operations should be ceased if H2S is detected in high concentrations or if wind is unable to disperse the vapours.
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Where possible, cargo sampling shall not be permitted either during the cargo operations.
Exposure levels in all work locations should be monitored by H 2S detectors and entered in the logbook at least once daily or more often as decided by the master.
The concentration of H2S can be lowered when forced ventilation is used. Vessel’s ventilation systems shall be controlled so that no risk of H2S entering accommodation, engine room or other crew spaces exists.
9.8.
DANGERS OF PYROPHORS When H2S concentration exceeds oxygen in a tank, pyrophoric iron Sulphide is formed. When exposed to air, the oxidation can be accompanied by generation of considerable heat such that individual particles may become incandescent. Hence IG must be fully operational when carrying such crude oils.
9.9.
PRECAUTIONS WHILE ON PASSAGE Company shall be notified if high levels of H2S are present in cargo.
During the heat of the day, pressure will rise as the tank atmosphere heats up. Pressure may be allowed to rise to 90% of the relief valve setting before venting takes place.
There may be a reluctance to hold onto the gas and a tendency to relieve the pressure at too low a level. However, holding onto the pressure will on most occasions, ensure that the introduction of Inert Gas later in the day, as the atmosphere cools, will not be required. If venting is necessary then it is preferable that it is carried out in daylight, during normal working hours.
Whilst the vessel is on passage, a careful watch on tank pressures must be maintained throughout. If cargo or vapour leakage is identified or suspected, the cargo area is to be evacuated immediately and the OOW informed. Deck apertures where leakage may occur (tank lids, purge pipes, valve glands etc.) should be monitored on a regular basis using soapy water. Any repairs that are necessary on the cargo system shall be carried out by personnel wearing BA equipment.
Passage planning for the voyage is to address the possibility of weather damage to the vessels deck fittings if the vessel is exposed to heavy weather.
To minimize the risk of exposure, cargo sampling should not be taken whilst on passage.
For any emergency situation involving cargo leakage or a release of vapour all personnel are to muster inside the accommodation.
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Whilst on passage the IG line abaft the deck seal is to be tested for the presence of H 2S on a daily basis.
9.10.
9.11.
ADDITIONAL PRECAUTIONS DURING DISCHARGING HIGH H 2S CARGO
Cargo system must be confirmed to be free of leaks from cargo pipelines, fittings, heating, pumps and venting system. It should be confirmed that cargo pipeline pressure tests have been carried out within the preceding twelve months.
Vessel’s contingency plans should be reviewed and amended as necessary taking account of experiences during loading and carriage of the cargo.
A full set of standing instructions covering all aspects of the discharge operation together with the relevant safety procedures, should be drawn up by the Chief Officer and approved by the Master. All aspects of these instructions and in particular those relating to gas venting, are to be discussed and agreed with shore officials prior to commencing discharge.
Prior to arrival at the discharge port, the vessel will reduce the cargo tank pressures to the lowest acceptable level in order to reduce the possibility of having to vent tanks whilst at the berth.
Consideration should be given to reducing the setting of the IG pressure controller during discharge. The agreed setting should be incorporated into the cargo discharge plan.
If crude oil washing is to be undertaken, then the sections of line in use should be minimized and at all times be limited to those machines in use. All branches and legs are to be drained down immediately after use.
Where more than one grade of crude is carried and if one of which in non H2S, charterers should be requested to allow crude oil washing of the H2S crude tanks with the non H2S grade.
Prior to COW operations the oxygen levels in the cargo tanks should be measured by an officer wearing a breathing apparatus and equipped with an H2S monitor. Readings should be limited to one per tank and full venting precautions are to be implemented during the measurement period.
PROCEDURES FOR TANK WASHING AFTER CARRIAGE OF HIGH H 2S CRUDE If crude oil washing is to be undertaken then the sections of line in use should be minimized and at all times be limited to those machines in use. All branches and legs are to be drained down immediately after use. Suitability of the cargo for crude oil washing shall be pre-determined by the master through charterers, terminal or the company.
On completion of discharge, and after sailing, the following procedures are to be adopted:
The atmosphere of the cargo tanks shall be monitored for oxygen content prior to water washing taking place. The content shall be below 8%, (5% in some cases). The tanks shall not be purged of hydrocarbons and H2S prior to washing.
Each tank previously containing high H2S cargo shall be water-washed using atleast 1 full cycle at pressure of about 10 bars.
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9.12.
9.13.
Full precautions for H2S exposure shall be taken, especially when undertaking manual dipping of tanks being washed.
Upon completion of washing, purging of cargo tanks is to be undertaken using appropriate methods. On passage, vessel is to allow slop tank to settle and then decant same. On completion of first decant, slop tank should be refilled with clean fresh sea-water. This is to reduce the corrosive effect of H 2S in water.
All precautions for exposure to H2S shall be taken during hose connection to the slop barge or shore reception facility.
The slop tank(s) should be discharged to the slop reception facility, followed by one full cycle of waterwashing in each slop tank. On completion of the water-washing, the pump and line to the manifold through which slops passed are to be flushed through with clean water direct from sea.
The slop tank(s) should be purged and tested to clear any H 2S remaining in the tank.
ENTRY INTO A TANK PREVIOUSLY CONTAINING HIGH H 2S CARGO The hazards associated with H2S must be well understood. Though washing a tank with water normally eliminates H2S in a tank, complete precautions shall be taken prior to making such entry. Entry permit should be issued as per company procedures. Since H2S is heavier than air, it is important that the bottom of the space is tested thoroughly. Personal H2S meter should be carried along with the person entering the space and must evacuate if presence of H2S is alerted by the meter. WARNING NOTICE In addition to the usual safety warning, if the cargo contains H2S, the following should be displayed:
“WARNING”
“HEALTH HAZARD - CARGO CONTAINS HYDROGEN SULPHIDE”
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9.14.
PRECAUTIONS FOR HANDLING BENZENE RICH CARGOES Master shall obtain cargo information prior to loading as possible and determine if the cargo poses hazard due to toxic gases. MSDS sheets shall be displayed in notice board and crew on board should be briefed on the general precautions, hazards, precautions and effects of exposure to various toxic vapors prior to receiving the cargo. Inhalation of benzene may affect the bone marrow and may cause anemia and leukemia.
If the cargo contains 0.5% or more of benzene, then additional precautions for benzene shall be taken as below. A risk assessment shall be completed by the master for carrying of high benzene cargoes and adequate controls established.
Vessel shall carry one set of benzene detection equipment with sufficient number of chemical reagent tubes (Draeger tubes) as per sec14.4 of this manual. Personnel shall wear respiratory protection when:
When at risk of exposure to benzene cargo in excess of the TLV-TWA. When monitoring cannot be carried out. When closed operations cannot be conducted and the benzene concentrations could exceed the TLVTWA.
Crew should be trained to handle any emergencies involving cargo with possible toxic gases. This contingency plan shall include cargo spill on deck, rescue of casualty from the tank, pump room etc and uncontrolled release of cargo vapors.
Petroleum cargoes with highly toxic gases shall be loaded by closed loading method as described in ISGOTT. If the vapour recovery system is available ashore, this shall be used. While handling benzene content cargoes, regular gas checks to be carried out in the various work locations. If any gas detected, all personnel shall vacate the area and duty officer notified. Any entry into enclosed space, pump room shall be done only after checking for the presence of benzene vapour.
Special precautions as below shall be taken for measuring and sampling as below:
Vessel shall advise the terminal and cargo surveyors if the cargo contains toxic vapors. A bold notice shall be posted at the access point to indicate the vessel carries high benzene content cargo.
“BENZENE. CANCER HAZARD IN THIS AREA. PROTECTIVE EQUIPMENT REQUIRED. PERSONNEL ONLY”
AUTHORIZED
Vessel should carry out closed gauging and sampling methods for cargo measurements and gas checks. Vessel shall try to keep the tank pressure low during gauging and sampling.
If closed gauging and sampling cannot be achieved then the operator shall use respiratory protectors or SCBA. The surrounding area shall be checked for presence of the gas to ensure that the concentration of the gas does not exceed the short-term exposure limit (TLV-STEL). The TLV of benzene is 1 PPM. STEL would typically range between 5ppm – 20ppm for a 15 minutes period. Access points should be opened only for shortest possible time. If the concentration of gas in the area is found to be increasing, the operation
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7.
SAFE MOORING PROCEDURES
7.1.
GENERAL GUIDELINES
7.1.1.
In all mooring/ anchoring operations it is recommended that two independent methods of communications must be set up between the bridge and forward and aft (e.g. PA system and walkie-talkies). Sufficient spare walkie-talkies must be kept in ready condition. If, a PA system is not fitted, on small ships, a battery-operated loudhailer may be found useful.
7.1.2.
Effective communication plays an important role in the safe conduct of mooring operations. It is essential that clear and unambiguous instructions be given from the Bridge during mooring operations. The officer at forward and aft station must acknowledge their understanding of the order prior to taking actions.
7.1.3.
Utmost caution must be exercised during all mooring operations to prevent injury to personnel.
7.1.4.
Deck Officers should familiarize themselves with the following points:
Type of mooring lines, size, length, general condition (age, spliced etc.) Type of winches (self tensioning, split drum, electric, hydraulic etc.) and their operation. Heaving power of the mooring winches. Type of brake mechanism. Brake rendering capacity of the mooring winch. Lay out of the mooring equipment (winches, warping drum, bitts, bollard, fair leads etc.).
7.1.5.
Pre-planning of mooring/anchoring operations is highly recommended and a risk assessment of the operation should be completed, especially in cases where it is necessary for the vessel to use an unusual or non-standard mooring arrangement.
7.1.6.
As soon as possible after the Pilot’s arrival on board, the mooring pattern must be discussed between the Master and the Pilot and laid in the Master-Pilot Information Exchange Card (C/L D-07). Whenever the Master is not satisfied with outcome of these discussions, a report should be sent to the Office (Operations Dept.)
7.1.7.
Prior to mooring operations at Single Buoy Mooring or Ship To Ship or Trans-shipments a tool-box meeting should be held detailing all safety aspects.
7.1.8.
All mooring and anchoring equipment should be tested in advance. All mooring ropes/ wires should be inspected prior use. It should be kept in mind that a high degree of powdering observed between strands of mooring ropes indicates excessive wear and reduced strength.
7.1.9.
Each mooring fitting including bitts, bollards, chocks, pedestal rollers, closed chocks, universal roller leads and chain stopper should be clearly marked with its safe working load (SWL). On tankers, this marking should permanent weld bead type.
7.1.10.
Following guidelines are recommended when deciding the mooring configuration:
Mooring lines should be arranged as symmetrically as possible about the midship point of the ship. Breast lines should be oriented as perpendicular as possible to the longitudinal centre line of the ship and as far aft and forward as possible. Spring lines should be oriented as parallel as possible to longitudinal centreline of the ship.
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Compared to breast and spring lines, head and stern lines are normally not efficient in restraining a ship alongside in its berth. The vertical angle of the mooring lines should be kept to a minimum. Two or more lines leading in the same direction should, as far as possible be of the same length and material.
7.1.10.1
If required, the Master may call the engine or catering crew to assist in mooring operations. The officer present must take special care, regarding their safety, as they are not as familiar with the operations, as the deck personnel.
7.1.11.
The Chief Officer shall be responsible for tending of moorings and to ensure that the vessel is adequately fendered in ports where the berths are insufficiently fendered.
7.1.12.
On tankers and gas carriers, the company requires torque spanner to be used for confirming that the brakes are adequately tightened to defined holding capacity.
7.1.13.
Tending of Moorings
Weather reports, including forecasts, must be monitored in port. Unpredicted changes in environmental conditions can lead to difficulties with moorings. Deployment of additional mooring must be carried out in case of strong offshore winds/currents.
In case due to unanticipated changes of loads (winds, currents, swell etc.) or due to brake failure, should the vessel move off the berth, attempts should not be made to release the brake and heave the vessel alongside. Use of tugs should be considered and emergency procedures initiated.
Traffic movements of other vessels in port must be monitored to avoid surging of vessel, as there is a risk of the vessel breaking out from its berth.
In ports where there is an appreciable tidal range, moorings are to be attended frequently, especially to ensure their condition in case of excessive surging of vessel. Mooring Ropes must be inspected regularly for signs of chafing.
Special care must be exercised during STS operation. Excessive chaffing due to vessel movement has been the primary concern during STS and good lubrication remains vital during such situations.
In case vessel is using shore moorings, ship mooring teams must be made aware of any specific shore requirements relating to tending, precautions etc.
7.1.14.
A band brake is designed to work in one direction only. Therefore it must be ensured that the rope / wire must always be reeled correctly on the drum. Winches fitted with disc brakes are not subject to this problem as the brakes work equally well in either direction.
7.1.15.
Onboard Tankers and Gas carriers, the use of auto tension winches is prohibited. Vessels fitted with auto-tension winches should exercise due caution in using them. Automatic tension winches should not be used for spring lines to avoid the vessel from ‘walking’ along the pier.
7.1.16.
7.1.17. 7.1.18.
In case of Split drums, it must be ensured that only one layer of rope / wire is maintained at all times. This is due to the fact that more than one layer increases the effective lever, thereby reducing the brake holding capacity. In case of undivided drums, care must be taken while picking up the wire, as it is often difficult to spool and stow the wire on the drum satisfactorily. If the wire is not spooled properly, the wire can be damaged when tension is applied to the system.
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7.1.19.
The recommended method of turning a conventional synthetic fibre rope up on bitts is to take one full turn around the leading post before ‘figure-of-eighting’. This method allows better control of the rope, is easy to use and is safer.
Unjacketed high modulus synthetic fibre ropes have a low coefficient of friction and two full round turns should be taken around the leading post prior to turning the line up in a ‘figure-of-eight’ fashion.
7.1.20.
Drain for save-all trays around mooring winches/windlass should be plugged. Drain plugs should be secured with chain/seizing wires to prevent them from getting adrift. Chief officer is to ascertain that rat guards are in position. Scuppers must be plugged and all discharge pipes sealed off in the vicinity of the gangway as it is possible for discharges to flow onto barges through these discharge pipes and scuppers, or over the gangway or discharge onto the quay.
7.1.21.
It shall be the Second Officer’s responsibility to calculate the tides and to post the timings in a conspicuous location, accessible to the Duty Officers and the seaman on duty.
7.1.22.
Great care must be taken while letting go tugs to ensure that the tug line is cast off in a controlled manner.
7.1.23.
Making tugs fast is a frequent operation on board. Care must be taken to avoid injury to personnel. The heaving line and messenger must be in good condition, and the best mooring line should be used to make the tug fast. For ships with high windage area, great care must be exercised in mooring/ unmooring operations, and singling up without tugs must be avoided as far as possible.
7.1.24.
In cold weather conditions, ensure that hydraulic winches are run in advance to warm up.
7.1.25.
Ensure chain stoppers are available for making fast tug’s mooring wires.
7.1.26.
Tankers and Gas carriers shall fully comply with all OCIMF guidelines on mooring equipment and mooring practices. Test certificates for mooring lines (wire/rope), mandal / tonsberg shackles and synthetic tails should be kept in a file clearly showing to which winch each particular component has been fitted.
7.1.27.
For tankers at single point moorings, a watchman (equipped with appropriate means to communicate with the officer of the watch) should be stationed on the forecastle head to report any failure or imminent failure of the moorings or leakage of oil. The watchman should also report immediately if the tanker ‘rides-up’ to the buoy.
305
7.1.28.
It is strongly recommended that “Tug Push Points” be marked on the main deck to assist the officer in charge of mooring team in ensuring that tugs push at designated locations only.
7.1.29.
Mooring Line Leads: Leads for mooring lines is very critical to keep a vessel safely alongside, typically a lead should stay within 25o to 30o of the horizontal, as far as practicable. When Masters are faced with incompatible berths wherein the location of the bollards ashore do not offer suitable leads the following measures are recommended:
1. 2. 3. 4. 6.7
In conjunction with Operations department, lodge a Note of Protest with the terminal representative/ Loading Master. Inform office, charterers of the same. Increase deck patrol to ensure lines are tended frequently and records of same to be maintained in the Port Log. Ensure weather is closely monitored and cargo ceased as per agreed limits noted in the Ship/Shore Safety Checklist.
GARBAGE DISPOSAL RESTRICTIONS
THE PORT RECEPTION FACILITIES SHOULD BE USED AS THE PRIMARY MEANS OF DISCHARGE FOR ALL GARBAGE.
Cat.
Garbage Type
A
Plastics
B
Food waste comminuted or ground2
Garbage Disposal at Sea
Garbage Disposal at Sea
(Outside Special Areas)
(Inside Special Areas)
Discharge Prohibited
Discharge Prohibited
>3 nm, en route and as far as practicable
>12 nm, en route and as far as practicable3
Receptacle Colour
Red
Blue Food waste not
comminuted or ground C
Domestic Wastes
(Paper, rags, glass, metal, bottles, crockery and similar refuge)
>12 nm, en route and as far as practicable
Discharge Prohibited
Discharge Prohibited
Discharge Prohibited
D
Cooking Oil
Discharge Prohibited
Discharge Prohibited
E
Incinerator ashes
Discharge Prohibited
Discharge Prohibited
F
Operational Wastes
Discharge Prohibited
Discharge Prohibited
Black
Green Yellow
306
Cargo residues 4, 5 not contained in wash water.
G
Cargo residues 4, 5 contained in wash water.
Discharge Prohibited
> 12 nm, en route and as far as practicable
H
Animal Carcass(es)
Must be en route and as far from the nearest land as possible.
I
Fishing Gear
Discharge Prohibited
> 12 nm, en route and as far as practicable, contains no harmful substance, Arrival port, En route and Departure port are in special area, and the ports have no reception facilities. Discharge Prohibited
Discharge Prohibited
N.A.
N.A.
1. When garbage is mixed with or contaminated by other harmful substances prohibited from discharge or having different discharge requirements, the more stringent requirements shall apply. 2. Comminuted or ground food wastes must be able to pass through a screen with mesh no larger than 25 mm.
3. The discharge of introduced avian products in the Antarctic area is not permitted unless incinerated, autoclaved or otherwise treated to be made sterile. 4. Cargo residues means only those cargo residues that cannot be recovered using commonly available methods for unloading.
5.4. 5.4.1
5. These substances must not be harmful to the marine environment. ENTRY INTO ENCLOSED SPACES General
These procedures are to control the entry of personnel into an ‘Enclosed Space’ which is generally defined as having:
•
Limited openings for entry and exit.
•
Inadequate ventilation.
•
Not designed for continuous worker occupancy.
Enclosed spaces include, but not limited to, cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump- rooms, cargo compressor rooms, cofferdams, chain lockers, void spaces, duct keels, inter-barrier spaces, boilers, engine crankcases, engine scavenge air receivers, engine exhaust manifolds, sewage tanks and adjacent connected spaces. This list is not exhaustive and a list should be produced on a ship-by-ship basis to identify enclosed spaces.
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All enclosed spaces must be considered unsafe for entry until proven otherwise.
In order to ensure safety, the master and nominated responsible person should always make a preliminary assessment of any potential hazards in the space to be entered, taking into account previous cargo carried, ventilation of the space, coating of the space and other relevant factors. The preliminary assessment should determine the potential for the presence of an oxygen-deficient, oxygen enriched, flammable or toxic atmosphere.
5.4.2
Definitions:
Occupational Exposure Limits (OEL): An occupational exposure limit is an upper limit on the acceptable concentration of a hazardous substance in workplace air for a particular material or class of materials. It is typically set by competent national authorities and enforced by legislation to protect occupational safety and health. The average exposure time in OEL lists is normally eight hours per day (often referred to as TWA-8h or Time-Weighted Average - 8h). OELs are usually based on the assumption that a worker can be exposed to a substance for a working life of 40 years with 200 working days per year.
Time weighted Average (TWA) The TWA for the exposure to an airborne concentration of chemical substance can be used when both the chemical concentration and time for exposure varies over time. It is thus used as the average exposure to a contaminant to which workers may be exposed without adverse effect over a period such as in an 8-hour day or 40-hour week (an average work shift). They are usually expressed in units of PPM or mg/m3.
5.4.3
Atmosphere Tests Prior Entry
No entry shall be permitted into any enclosed space unless the atmosphere inside has been tested with type approved, calibrated and tested equipment and the space found safe for entry.
For entry purposes, steady readings of all the following should be obtained:
Oxygen content 21.0% by volume. Hydrocarbon vapour concentration less than 1% of lower flammable limit or LFL. No toxic or other contaminants as per the limits referred to in the permits.
Note: Average Oxygen content in air is about 20.9%. However, to allow for various local conditions and the sensitivity of modern equipment a reading of 20.8% or more should be considered as safe for entry. Due care should be exercised for Oxygen enriched atmosphere as well. Adjacent connected space means a normally unventilated space which is not used for cargo but which may share the same atmospheric characteristics with the enclosed space such as, but not limited to, a cargo space access way. Responsible person means having sufficient knowledge of the procedures to be established and complied with on board, in order to ensure that the space is safe for entry.
308
For the purpose of enclosed space entry procedure, responsible person shall be senior officer e.g. Master, C/E, C/O, 2/E.
Attendant means a person who is suitably trained within the safety management system, maintains a watch over those entering the enclosed space, maintains communications with those inside the space and initiates the emergency procedures in the event of an incident occurring.
Atmosphere inside an enclosed space should be tested from outside the space from a safe location at various depths and through as many openings as practicable so as to obtain a representative sample of the overall atmosphere inside the enclosed space.
Ventilation should be stopped for at least 10 minutes before tests are carried out so that conditions inside are stabilized and the readings obtained are accurate.
Ideally the use of flexible hoses or fixed sampling lines, which reach remote areas within the enclosed space, may allow for safe testing without having to enter the enclosed space. However, even when tests have shown an enclosed space to be safe for entry, pockets of gas should always be suspected, especially in remote areas away from the direct flow of ventilation due to the internal structure of the space, or due to the present cargo, previous cargo residues or even the coatings used to protect the internals of the enclosed space.
If extensive work is to be carried out within a large space, such as a cargo tank, it is recommended that a full assessment of the tank atmosphere is undertaken after the initial tests stated above have been satisfactorily carried out and recorded. The person undertaking the full assessment should enter the tank with ventilation running, carrying an emergency escape breathing device and a personal gas monitor, in addition to the gas testing instrument. The tank atmosphere should be frequently checked during this entry, with particular attention being placed on testing the work location(s) and places that are inaccessible for testing from the deck.
For tanks/holds with depths greater than 10 mtrs, atmosphere check should initially be done from deck level and then a second check for the lower section should be carried out from the first platform in order to make a full assessment of tank/hold atmosphere. Person making the entry must carry an EEBD and personal gas monitor in addition to the gas measuring instrument. During this entry, ventilation should be continuous. 5.4.4
Ventilation
Ventilation must be carried out before entry is permitted into any enclosed space and should continue while the space is occupied including during any temporary breaks Before re-entry after a break, the atmosphere should be re-tested to confirm it is safe for personnel entering the space. Almost all oxygen starvation accidents are caused by neglecting this principle. Forced ventilation is preferable. Keep as many manholes / doors open as possible. If forced ventilation is used, at least four air changes must take place before entry is allowed. Rough estimation of four changes can be concluded by knowing the blower capacity and the time period blower has been in operation. Where only natural ventilation is possible the space must be allowed to ‘breathe’ for at least 24 hours, this is if sufficient openings are available for natural ventilation. In certain spaces, such as double bottom tanks, the most effective way of ensuring full ventilation may be to fill the compartment with clean sea water and then pump it out allowing fresh air to be drawn in.
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5.4.5
Regardless of the method employed no entry shall be allowed until tests have shown that a safe, breathable atmosphere exists. Duct keels are provided with fixed ventilation systems which must be in operation for at least 2 hours before any entry is permitted.
Entry Procedures
A risk assessment should be completed, and potential hazards and controls identified. The Master or nominated responsible person should ensure that:
1. 2. 3. 4. 5. 6.
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. An attendant 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 any 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 12 hours. A copy of permit should be prominently displayed at all the entrances 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 before allowing entry of Personnel into any enclosed space, if the space is in engine room the C/E in addition must also sign the permit as shown in the permit Persons entering enclosed spaces should be provided with calibrated and tested Personal monitors capable of measuring at least O2, HC, CO and other gases as appropriate. 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
No equipment to be carried while climbing on ladders between body and the ladder, example walki talkie or personal gas detector on straps. These may get caught between the ladder rungs and get damaged or may result in a fall. Only trained personnel should be assigned the duties of entering, functioning as attendants or functioning as members of rescue teams. Ships' crews with rescue and first aid duties should be trained periodically in rescue and first aid procedures. Training should include as a minimum.
Identification of the hazards likely to be faced during entry into enclosed spaces. Knowledge of checking & use of personal protective equipment required for entry. Knowledge of checking & use of communication equipment. Knowledge of checking & use of instruments for measuring the atmosphere. Knowledge of checking & use of rescue equipment. Instructions in first aid and resuscitation techniques.
Drills for the enclosed space entry and rescue procedures should be carried out on board once in two months. Additional measures for entry in enclosed spaces when toxic product is contained in adjacent space:
310
Spaces adjacent to cargo tanks like cofferdams & double bottom tanks may contain accumulated residue from previous cargoes and information(MSDS sheets) about these cargoes is needed to evaluate the atmosphere checks. When the enclosed space being entered has toxic product in adjacent space, additional measures such as below need to be complied with:
.
Work planning meeting to review the enclosed space entry RA including hazards arising thereof. Ensure all identified controls & mitigation measures are applied prior entry.
Use of Nitrogen as an Inert gas: Nitrogen is a colourless and odourless gas that, when used as an inert gas, causes oxygen deficiency in enclosed spaces and at exhaust openings on deck during purging of tanks and void spaces and use in cargo holds. It should be noted that one deep breath of 100% nitrogen gas will be fatal. 5.4.6
Entry into Non-Gas Free Spaces
5.4.7
Entry into a space that is unsafe for entry should only be considered in an emergency situation when no practical alternative exists and such entry is essential for safety of life or the/ship, or for further testing or any essential operation A thorough risk assessment should be carried out and a safe plan of work developed in consultation with the Office A responsible officer must continuously supervise the operation and should ensure that: Persons entering enclosed spaces should be provided with Personal monitors capable of measuring atleast O2, HC, CO and other gases as appropriate. The personnel involved should be well trained in the use of breathing apparatus and aware of the dangers of removing their face masks while in the unsafe atmosphere. Persons entering an unsafe enclosed space should wear a rescue harness, if this is impractical then they should use a lifeline. Personnel to use positive pressure breathing apparatus and are connected to a lifeline. The number of persons entering the tank is kept to a minimum consistent with the work to be performed. Names and times of entry are recorded and monitored by personnel outside the space. Ventilation is provided where possible. Means of continuous communication are provided and a system of signals is agreed and understood by the personnel involved. Spare sets of breathing apparatus, a resuscitator and rescue equipment are available outside the space and a standby party, with breathing apparatus donned, is in attendance in case of an emergency. All essential work that is to be undertaken is carried out in a manner that will avoid creating an ignition hazard. If personnel are not connected to a lifeline, appropriate means should be in place to identify where the persons are whilst inside the space.
Additional Precautions for working in enclosed spaces
Loose scale, sludge or combustible material, if disturbed or heated, could give off toxic or flammable gases. As far as possible such material should be removed from work site. Continuous effective ventilation should be maintained, directed towards the work area by using portable ventilation hoses, ducts or chutes if required. Any cargo pumps, pipelines, valves or heating coils which may contain flammable liquids or gases, should be thoroughly flushed with water, if possible prior opening. Tank atmosphere in the vicinity of work area should be continuously monitored. Canister type respirators do not provide any protection against shortage of oxygen and provides limited protection against toxic gases. These are not permitted for use in oxygen deficient atmospheres. Tools should be carried in a bucket or canvas bag to avoid dropping them. No hammering / chipping should be carried out if there is likelihood of hydrocarbon vapours.
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5.4.8
Work Boats Workboats used for tank repair work and tank inspections should be fit for the task for which they are to be employed. Workboats are largely used when carrying out CAP surveys in cargo/ballast tanks onboard tankers. Extreme caution should be exercised during such operations. Before and during their use within an enclosed space, the standard enclosed space entry procedures should be used. In addition, the following precautions should also be taken:
5.4.9
All deck apertures, such as tank washing plates, should be opened and effective ventilation maintained continuously while persons are in the tank. The work boat should only be used when the water surface is calm. The work boat should only be used in tanks containing clean ballast water. The water level in the tank should be either stationary or falling. On no account must the level of the water be rising while the boat is in use. All personnel working in the compartment should wear a buoyancy aid. An attendant should be standby at the top near tank hatch and if the boat is working at a point remote from tank hatch, an additional lookout should be positioned a little way down the access ladder at a point where a clear view of the boat is provided.
Cargo tank entry on Chemical Tankers Tank entry on a chemical carrier could present hazards much unlike other ships due to different nature of cargoes carried. For guidelines regarding cargo tank entry including Multiple Tank Entry on Chemical Tankers, refer to Chemical Tanker Manual.
5.4.10
References
Latest IMO resolution on Recommendations for entering enclosed spaces aboard ships. – IMO A27/Res.1050 COSWP/Chapter 17 – Entering enclosed or confirmed space. ISGOTT/Chapter 10.7 MGN 423 (M) of 2010 issued by MCA of UK. IACS Pr ‘38’ Procedural requirement for confirmed spaces.
4.
HAZARDS OF TANKER OPERATIONS
4.1.
STATIC ELECTRICITY AND OTHER IGNITION HAZARDS
4.1.1.
Flammability and toxicity are the main hazards. Mostly all petroleum vapors are heavier and tend to accumulate on deck and tanks. Petroleum cargoes give out vapors, which forms a flammable mixture when mixed in right proportions in air. The upper and lower flammable limits of the petroleum cargoes are taken as 1% to 10% by volume in general. Sources of ignition shall be controlled to protect the vessel from the hazard of flammability. STATIC ELECTRICITY
All materials normally contain equal positive and negative charges of electricity evenly distributed throughout the material. Electrostatic charging occurs whenever the equality of charge distribution is disturbed and charges of one sign are separated from those of the opposite sign (charge separation). In order to pull the opposite charges apart, physical work has to be done and the energy so expended appears in the form of a voltage between the separate groups of charges (charge accumulation).
There exists a tendency for the opposite charges to rejoin and, if a convenient conductive path presents itself, this rejoining of the charges will result in an electric current. The current will often be able to flow wholly back through such a conducting path but, where the voltage difference between the separate charges is substantial, the atmosphere in the vicinity may break down and become conductive and so permit a rapid discharge in the form of a spark (electrostatic discharge).
312
Thus, the three stages leading to a potential electrostatic hazard are charge separation, charge accumulation and electrostatic discharge with sufficient energy to ignite a hydrocarbon/air mixture. Charges can be separated when two dissimilar materials come into contact and are in relative movement with each other and this can happen during the tanker operations which are summarized in the following table.
4.1.1.1.
ELECTROSTATIC CHARGE GENERATION IN TANKER OPERATIONS Charge Separation Due To :
Examples Of Tanker Operations :
Flow of non-conducting liquids through pipelines and filters.
Turbulent flow of clean product or mixtures of such products and water through cargo pipelines.
Settling of a solid or an immiscible liquid through a non conducting liquid.
Rust and water settlement through products in cargo tanks during loading.
Ejection of particles or droplets from a nozzle.
Carbon dioxide released (ice particles); Inert gas operations.
Violent break up of a water stream into droplets.
Water mist in cargo tanks during water washing with guns.
Charge contained in IG generated in ship's boiler or IG plant.
Inert Gas operations.
from
a
clean nozzle
Splashing and spraying of liquids.
Every operation which creates a spray of mist in a cargo tank such as water washing, free fall of oil and/or water, initial stages of tank filling.
Rubbing of non-conducting solids such as synthetics.
Sliding a polypropylene rope through PVC-gloved hand.
a
The degree of charge separation that occurs depends upon the materials involved and can be considerable if the process of physical separation of the materials is continuous, violent and/or rapid. Charges which have been separated, attempt to re-combine and to neutralize each other. This process is known as charge relaxation. If one or both of the separated materials is a very poor electrical conductor, re-combination is impeded and the material accumulates charges. The period of time for which the charge is retained is characterized by the relaxation time of the material, which is related to its conductivity; the lower the conductivity the greater is the relaxation time. Thus charge accumulation can only occur when the rate of charge generation exceeds that of charge relaxation. The hazard from static electricity arises from the possibility that a charged object may discharge itself suddenly to a nearby earthed object in the form of a spark, with sufficient energy to ignite a flammable mixture. Whether a spark occurs depends on the strength of the electrostatic field between the two objects. The field strength or voltage gradient is the difference in voltage per unit length (volts per meter). Electrostatic field strength of about 3,000 kilovolts per meter is sufficient to cause break-down of air or petroleum gases. The voltage gradient is greatest near protrusions such as internal tank structures and tank cleaning guns and discharges occasionally occur at these protrusions. A discharge may occur between a protrusion and the space in its vicinity without reaching another object. These corona discharges are rarely, if ever, incentive in the context of normal tanker operations. The alternative is a discharge between two charged objects close to each other.
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4.1.1.2.
EXAMPLES ARE:
Between an earthed metal ullage bob or a sampling apparatus lowered into a tank and the surface of a charged petroleum product. Between an unearthed object floating on the surface of a charged liquid and the adjacent tank structure. Between unearthed conductive equipment suspended in a tank and adjacent tank structure when ullaging or sounding. Two electrode discharges can cause incentive sparks when:
One of the materials involved is a good insulator, for example, a static accumulator oil such as a clean petroleum product, pumped into a tank, or a polypropylene rope. The materials involved are electrically insulated conductors, for example mists, sprays or suspension of particles in air, or a metal rod hanging on the end of a non-conducting rope.
The very good insulators are usually man-made and many are derived from the petroleum industry, for example polypropylene, terylene, nylon, most plastics and nearly all refined liquids such as Gasoline’s and Kerosene’s.
4.1.2.
Good conductors are the metals and, in the case of liquids, unrefined oils and a whole range of aqueous solutions, including seawater. The human body, being composed of about 60% water, can also be considered a good conductor. PRECAUTIONS AGAINST ELECTROSTATIC HAZARDS Whenever a flammable atmosphere could potentially be present in the tanks, the following measures must be taken to prevent electrostatic hazards. However if the cargo tanks are maintained in inert condition, when static non-accumulator cargoes are carried or when the tank atmosphere can be assured to be nonflammable, the following static-electricity precautions are NOT necessary.
tank.
Prior loading cargoes, especially static accumulator cargo, ensure that there is no water in the
Metal objects (such as metallic components of equipments used for sounding, ullaging, sampling etc.) must be bonded to the metal structure of the ship. The bonding shall not remove unless the objective is removed from the tank. Any loose conductive objects in the tank or other hazardous areas that cannot be bonded must be removed from such areas. Nuts and bolts if loose must be tightened. Tank inspection must include such items. Impressed current systems must be shut off.
Commence loading and/or discharging at a slow rate. Restrict initial loading rates, especially when splashing and/or surface turbulence is likely to occur, to flow rates less than 1 meter/second.
Increase the rate gradually only after the inlet line is well submerged to prevent any splashing or turbulence. If there is more than one inlet in the tank for any reason, the one which is at the lowest part of the tank must be used.
The loading rate shall be kept as low as possible and shall not exceed 1 m/s at individual tank inlets during the initial stages of loading. The rate may be increased when the filling pipe and other structures on the base of the tank is submerged to twice the filling pipe diameter and water, if any in the pipeline is cleared. The loading manual shall be checked for any restrictions set up for the loading rate, which shall never be exceeded.
On completion of loading or discharging sufficient time (at least what is recommended for the particular cargo or 30 minutes whichever is greater) must be allowed for the charges to dissipate (settling time) prior introducing sampling or dipping objects into the tank. For ullaging fixed gauging systems are acceptable. Same is discussed in detail below.
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4.1.3.
4.1.4.
4.1.5.
Non metallic containers of less than 1 litre capacity shall not be introduced into the tank during loading or for 30 minutes after completion of loading or as specified for the cargo whichever is greater. The use of non-metallic containers over 1 litre capacity is prohibited. The equipment for dipping should be of metal and must be earthed.
When submerged cargo pump is operated during Tank cleaning/bottom flushing precautions against static electricity must be taken. When any external equipment such as the portable cargo pump is used in tanks, precautions against static electricity must be taken accordingly.
No portable electrical non-intrinsically safe equipment should be used within cargoes areas or compartments. These include, but are not limited to mobile phones, radios, radio pagers, calculators, photographic equipment, torches etc. The adjacent compartments must also be gas-free, inerted or filled with water or a safe liquid. Illumination shall be obtained from explosion proof lamps.
All communication equipment or equipments used on deck shall be intrinsically safe.
When a tank is maintained in an inert condition, when static non-accumulator cargoes are being handled, or when it can be guaranteed that the tank atmosphere is non-flammable, anti-static precautions are not necessary, but still recommended.
Operations carried out through a correctly designed full length sounding pipe are permissible at any time and no waiting period is required.
ANTISTATIC ADDITIVES If a substance contains an effective antistatic compound, it is no longer a static accumulator. Although strictly this means that the precautions applicable to an accumulator can be relaxed, it is still advisable to adhere to them in practice. DISCHARGE OF STATIC ACCUMULATOR LIQUIDS As air and / or gas bubbles in a liquid can generate static electricity, stripping pumps and edductor’s should be operated in order to avoid as far as possible the entrainment of air or gas. Reduction of rate is one good method of doing this. PRECAUTIONS RELATING TO MAXIMUM FLOW RATES If the tank is in a non-inert condition, specific precautions will be required with regard to safe flow rates and ullaging, sampling and gauging procedures when handling static accumulator oils as follows:
During the initial stages of loading into each individual tank the flow rate in its branch line should not exceed a linear velocity of 1 meter/second.
When the bottom structure is covered and after all splashing and surface turbulence has ceased, the rate can be increased to the lesser of the ship or shore pipeline and pumping system maximum flow rates, consistent with proper control of the system.
Experience indicates that hazardous potentials do not occur if the velocity is below 7 m/s and some national codes of practice suggest this as the maximum velocity.
315
However, where well-documented experience indicates that higher velocities have been safely used, the limit of 7 m/s may be replaced by an appropriate higher value. To assist in calculating the volumetric rate which corresponds to a linear velocity in a branch line of 1 metre / second, the following table can be used to relate the volumetric flow rate to the pipeline diameter:
*
Minimum Piping
Approx Flow Rate
Diameter* mm
m3/ Hour
80
17
100
29
200
116
250
183
305
262
360
320
410
424
460
542
510
676
610
987
710
1354
810
1782
Note that the diameters given are nominal which are not necessarily the same as the actual internal diameter. If the tank is in an inert condition, the designed loading rate shall never be exceeded.
4.1.6.
LIST OF STATIC ACCUMULATOR AND NON-ACCUMULATOR CARGOES Accumulator (Electrical conductivity less than 50pS/m) Gasoline (straight run)
Non-accumulator (Electrical conductivity greater than 50pS/m) Crude oil
Motor Gasoline
Heavy black fuels
Commercial Jet Fuels
Bitumen and bitumen feed stock
Xylene
Alcohols
Ultra low sulphur diesel
LSWR
Kerosene Toluene
316
Cyclohexane Lube oil Naphtha
4.1.7.
RELAXATION TIME Charges, which are separated, will try to neutralize each other. This process is called ‘charge relaxation’. The ‘relaxation time’ is depended upon the conductivity of the material. Refined clean products have a low conductivity and the relaxation time is about 30 seconds.
4.1.8.
SETTLING TIME
The surface of an accumulator cargo could be charged during and soon after the loading operation. This could be due to contaminants, presence of immiscible liquid, bubbles, splashing, flow through pipes etc. No ullaging, sampling or dipping shall be carried out during and soon after the loading operation.
A settling time of 30 minutes should be allowed for each tank before these activities. This time delay would allow the dissipation of any electric potential. Examples of equipment include manual steel ullage tapes, portable gauging devices mounted on deck standpipes, metal sampling apparatus and metal sounding rods. Non-conducting equipment with no metal parts may, in general, be used at any time. However, ropes or tapes used for lowering equipment into tanks must not be made from synthetic materials.
After the 30 minutes waiting period, metallic equipment may also be used for dipping, ullaging and sampling but it is essential that it is effectively bonded and securely earthed to the structure of the ship before it is introduced into the tank and that it remains earthed until after it has been removed.
Operations carried out through sounding pipes are permissible at any time because it is not possible for any significant charge to accumulate on the surface of the liquid within a correctly designed and installed sounding pipe. A sounding pipe is defined as a conducting pipe which extends the full depth of the tank and which is effectively bonded and earthed to the tank structure at its extremities. The pipe should be slotted in order to prevent any pressure differential between the inside of the pipe and the tank and to ensure that true level indications are obtained.
If the sounding facilities are provided, for example, through a deck standpipe that does not extend the full depth of the tank, all the static precaution detailed above should be strictly adhered to. This also applies if the primary-fixed gauging system fails for these vessels.
A permanently fitted metal float level gauge does not present a static electricity hazard provided the metal float has electrical continuity through the tape to the structure of the ship and the metal guide wires are intact. Other wire guided gauging systems may be used provided the metal guide wires are intact.
317
4.2.
ELECTRICAL SPARKS Sparks created by the operation of electrical switches or controllers or by the short circulating of live wires will normally have sufficient energy to ignite an explosive gas/air mixture.
To prevent the possibility of electrical equipment creating a source of ignition only approved electrical equipment may be used in gas hazardous operation areas.
4.3.
4.4.
4.5.
MECHANICAL SPARKS Hammering with metal on metal may cause sparks with sufficient energy to create a source of ignition. Aluminum equipment when dragged or rubbed against steel may leave a smear which, if subsequently struck by a hammer or falling object, can cause an incendive spark. Use of aluminum equipment in hazardous area shall be avoided. But if required to be used adequate care must be taken basis a risk assessment process. ELECTRICAL STORMS (LIGHTNING) Lightning and thunder has an affinity for hydrocarbon vapor and they may be easily ignited during an electrical storm. Cargo operations or the venting of flammable cargo vapor shall be stopped during electrical storms in the immediate vicinity of the ship. SHIP SHORE ELECTRICAL CURRENTS Due to possible difference in electrical potential between the ship and the berth there is a risk of electrical arcing at the manifold while connecting and disconnecting of arms. To prevent against this hazard there should be means of electrical isolation between the ship and terminal provided by the terminal. Ship shore electrical currents are separate from the static electricity hazards explained above.
Ship Shore bonding: Ship shore bonding wires do not replace the need for insulating flanges at manifolds. Use of ship shore bonding cable may be dangerous and its use is not recommended. But if terminal insists, it should be ensured to be mechanically and electrically sound. The connection point shall be well clear of the manifold and be suitable for use in hazardous area. During the manifold connection or disconnection process the bonding wire must be off. The bonding cable must be ‘on’ only when the ship-shore cable is properly connected. The cable should be attached before the manifold connection and removed only after the manifold disconnection.
Portable electrical equipment: All portable electrical equipments including but not restricted to cameras for operation in the hazardous area must be of an approved type. Lamps, hand held torches, walkie talkies, trimode gauging tapes, temperature monitors, pressure sensors are to be certified for use in a hazardous area.
Air driven lamps of an approved type may be used but the air supply should be fitted with a water trap and the supply hose should be of a low electrical resistance. Non-approved mobile phones, calculators, cameras, computers, video audio recorders, pagers etc are not to be used in the hazardous area.
4.6.
Precautions for Grit Blasting & Mechanical tools.
318
Grit blasting and the use of mechanically powered tools are not normally considered as falling within the definition of Hot Work and a hot work permit need not be issued for these operations. However, these activities have a significant potential for producing sparks and should be carried out under the control of the work permit system as included in the relevant section of the H&S manual.
Instead the following precautions must be exercised:
4.7.
The safety officer shall ensure that the work area is free of combustible material or vapors. A ‘tool box’ meeting shall be conducted and hazards identified. The work area should be gas free with LEL less than 1% These tools should not be used during cargo or bunker operations, tank cleaning, purging, gas freeing or any such activity where there is a possibility of vapor release. Fire fighting equipments must be kept ready for use As far as possible avoid use of such tools on cargo related equipments. If at all needs to be used the pipe lines or the associated systems shall be ensured to be free of any vapor to less than 1%LEL. The work should be done under supervision of a responsible officer.
Communication and bridge equipment: Communication and bridge equipment: MF/HF radio transmitters (300 KHz - 30 Mhz) should not be used during cargo, tank cleaning, gas freeing and any such operations where a risk of vapor emission exists. Any portable walkie talkies used must be of an approved type suitable for use in hazardous area. The VHF/UHF equipment, AIS shall be set to low power (1W or less) during cargo operations.
As good practice radars should be kept off during port operations unless required for testing or service for very short periods with requisite terminal approval.
4.8.
SPONTANEOUS COMBUSTION
4.9.
AUTO IGNITION
4.10.
Cleaning materials like cotton waste may cause spontaneous combustion if soaked in oil. Such material shall be cleaned before stowage or destroyed.
Petroleum liquids may cause auto ignition when heated to certain temperatures. Care must be taken to keep oil feeder lines and their surroundings free of oils. Laggings should not be stained/ saturated with oil. SMOKING Smoking on board is permitted only in designated smoking areas as decided and controlled by the master and to be strictly followed on board. ISGOTT recommendations shall be considered while deciding on the designated smoking areas. While STS or any cargo, tank cleaning, venting operations are in progress, smoking should be restricted to the designated smoking rooms only. Only self-extinguishing type ashtrays are permitted to be used onboard the vessel.
In port, the designated smoking area shall be decided by the master in consultation with the terminal. In port smoking criteria shall be strictly complied with. Under no circumstances, smoking is permitted in places other than the designated smoking area. Notice shall be posted at various locations indicating the smoking control on board. Use of all lighters (mechanical or portable) is prohibited on board tankers. Safety matches or fixed (car type) electrical lighters shall be provided and used only within the designated smoking rooms. Matches or lighters should NOT be carried on tank deck area. All tankers shall carry sufficient number of safety ashtrays {self-extinguishing type}. Prior arrival to a port, master shall advise agents that boarding personnel should not carry any portable lighters while coming aboard.
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4.11.
PYROPHORIC IRON SULPHIDE REACTION In oxygen free atmosphere where H2S gas is present, iron oxide is converted into iron sulphide. When exposed to air, iron sulphide converts back into iron oxide by an exothermic reaction. This may cause excessive heat generation, which can become a source of ignition. This reaction involving rapid oxidation of iron sulphide to iron oxide is called pyrophoric oxidation. When the tanks are in inert condition there is no risk due to the above.
The following controls shall be in place for prevention of any pyrophoric oxidation hazards:
Diligent use and maintenance of IG system Cargo tanks should be maintained in an inert or non-flammable status at all times as practicable
3.17.
ANCHORING
3.17.1.
Prior Anchoring: A detailed passage plan must be made for approaching anchorage areas. In addition to the factors usually taken into account in passage planning, the following factors must be taken into account for planning arrival and departure from anchorages:
An assessment must be made prior to approaching the anchorage for the following:
Testing the M/E in the astern direction well in advance of the approaches to the anchorage area; Reduction of speed appropriate for making the approach towards the anchorage area. If the
approach speed is too fast, it is difficult to control the vessel, especially if the anchorage is too crowded. The manoeuvrability of the vessel, especially of larger vessels at slow speeds, which may restrict the vessel from making large or sudden alterations. It is imperative that prior anchoring the vessel has come to a complete stop i.e. the speed over ground is near zero. The ship’s speed should not exceed 0.3 knots over the ground when the anchor cable is being paid out.
Identify a suitable anchoring space of appropriate depth, at a safe distance from other anchored vessels and hazards to navigation;
Consider the combined effect of tide, current and the wind direction and strength to plan the
approach towards the anchoring position. If other ships are at anchor, the general direction of heading of the vessels provides a fair indication of the way own vessel will head after anchoring. Traffic conditions, especially with respect to other vessels approaching or leaving the anchorage area, thereby restricting them in their ability to manoeuvre fully, due to their slow speeds. Other vessels, approaching or leaving the anchorage area may also be unable to manoeuvre fully, due to their slow speeds. The ship’s speed should be slowed down or the vessel stopped, if required, to carry out further assessment when approaching a crowded anchorage. Basis the assessment on the above mentioned criteria in case the conditions are found to be unfavourable for safe anchorage, the master should avoid anchoring. Critical Wind velocity:
Critical wind velocity is the wind speed at which the wind pressure exerted on the ship’s windage area is greater than the holding capacity of the anchor. The following table gives an estimation of critical wind velocity for different types of vessels in reasonably good holding ground: Vessel Type
PCC/ Container ships
Critical wind velocity
metres/sec Ave 10 m/s
knots
20 knots
Beaufort Scale Force Force 5
320
VLCC, Cape Size Bulker (Ballast)
Ave 15 m/s
30 knots
Force 7
Others
Ave 15 m/s
30 knots
Force 7
VLCC, Cape Size Bulker (Fully Loaded)
Ave 20 m/s
40 knots
Force 8
It should be noted that critical wind velocity does not take into account the effect of swells and tidal stream.
3.17.2.
The vessel’s anchoring equipment is essentially intended for the temporary mooring in a sheltered or protected area or within a harbour when the vessel is awaiting berth, tide, etc. The vessel’s anchoring equipment is designed to hold the vessel in good holding ground in conditions such as to avoid dragging of the anchor, and in poor holding ground the holding power of the anchor will be significantly reduced. The vessel’s anchoring equipment is not designed to hold a vessel in an exposed location in rough weather or to stop a vessel which is moving or drifting. The vessel’s anchor and anchor cable are designed based on an assumed current speed of 2.5 m/sec (5 knots), wind speed of 25 m/sec (50 knots) and scope of chain (ratio between chain paid out and water depth) between 6 and 10. The anchor windlass is typically designed to be capable of weighing the anchor and 3 shackles of chain hanging free in water.
3.17.3.
DEEP WATER ANCHORING: The Company requires all vessels to walk back the anchor under power to the desired scope in depths over 50 metres, except in emergency. Vessels must not anchor in depths greater than 100 metres, except in emergency. If the vessel requires to anchor in depths greater than 100 meters, during routine operations, then office permission should be sought. To avoid damaging the windlass, the anchor cable should be kept up/down and paid out continuously under power till the entire scope is paid out. Engines and anchor brakes should be used as required to avoid over-speed and/ or overload of the windlass motor.
3.17.4.
Anchor lashings must be removed while transiting in restricted and congested waters where depths allow anchoring (e.g. Dover, Singapore straits). In certain cases, such as Single Buoy Moorings and on approach to some berths, local regulations require the anchors to be secured.
3.17.5.
ANCHORING PROCEDURE When anchoring any vessel in depths less than 50mtrs, other than in an emergency there are two options:
The anchor should be lowered to just above water level under power. Incase of vessel above 50,000 MT DWT, the anchor should be lowered under power to 4-6 mtrs above sea-bed. It should then be taken out of gear and the operation completed by “letting go” maintaining full control by careful application of the brake.
The windlass should be kept in gear with the brake and cable stopper off, and the anchor lowered under power until the required amount of cable has been paid out. The brake and the cable stopper should then be applied and the windlass taken out of gear. This will ensure no damage to gear teeth in the event of sudden surge on the cable.
A pre anchoring meeting between officer incharge of forward operations and Master should preferably be carried out prior anchoring. During the meeting the planned anchoring procedure and depth available at anchorage area should be discussed.
Close communication should be maintained between the Bridge and the forward station throughout the anchoring operation. Both parties should keep each other updated regarding the depth of water, ship’s speed over ground and visual check forward, engine motion, direction and strength of wind/current and direction and tension of the cable.
321
3.17.6.
After it has been confirmed that the anchor is brought up, the ground stopper should be lowered and secured with the locking pin. The chain should be eased so that the weight of the cable is taken by the ground stopper. ANCHORING OF LARGE VESSELS Very large vessel’s (Capesize bulk carrier and VLCC’s) must in general use method 2 when anchoring, except in cases of an emergency or running moor. In shallow waters (depth less than twice the draft) option 1 can be exercised, however when doing so extreme care must be taken. It should be noted here that when lowering anchor under power, excessive load on the anchor cable could cause damage or wear of the windlass engine and gearing. Every effort should be made to maintain the brake system in fully operable condition. We remind Masters, particularly of our larger vessels, that pilots are not always well experienced in this aspect. Pilot’s intentions should be established well in advance of anchoring, preferably at the Master-pilot information exchange.
3.17.7.
On completion of anchoring, the cable stopper is to be locked in position across the cable. The cable adjusted to rest up against the stopper and then the brake engaged and windlass gear disengaged. UPON ANCHORING / ANCHOR WATCH
Immediately upon anchoring, a fix on the anchor drop position should be made and the ship’s swinging circle ascertained, based upon the length of cable in use. At sufficiently frequent intervals check this position by taking bearings of fixed navigational marks and/ or marks monitored by automatic radar plotting aids or readily identifiable shore objects. Other than visual means, positions should also be checked using all other available means on board, including Radars, GPS and ECDIS, at regular intervals. In built “anchor watch” features should be utilised (where available) and alarm limits set as per the swing circle. The swing circle radius should be calculated by adding the length of the chain paid out and the ship’s length. Ensure that the vessel exhibits the appropriate lights and shapes and that in restricted visibility the appropriate sound signals are sounded. Ensure that an efficient lookout is maintained. In case of restricted visibility, it is recommended to have a look out in addition to the OOW. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Master’s instructions.
Unless the anchorage is considered very safe and the vessel is going to be anchored for a long period of time, vessel must keep her engines at immediate notice or short notice. Observe weather, tidal, sea, current and ice conditions and obtain weather forecasts every 6 hours. In case the weather is expected to deteriorate, engines must be kept ready at all times. Generally in wind condition above Beaufort force 6 and swell height over 2 mtrs, engines must be kept ready. In case of wind force greater than force 6/7 or swell over 2 metres, an assessment must be made well in time whether the vessel must remain at anchor or drift out at sea. Notify the Master if the vessel drags its anchor and undertake all necessary remedial measures. Notify the master if any other vessel is dragging anchor. Notify the Master if the visibility deteriorates.
Notify the Master if any vessel anchors too close to own vessel.
Ensure periodic rounds on deck, where required, maintain anti piracy precautions.
Maintain a listening watch on the VHF on the channels prescribed for the port, in addition to channel 16 / 70. Ensure the security of the vessel by keeping a vigilant look out for approaching boats. Call out additional stand by crew if the situation demands
Monitor the safety of cargo deck operations from the wheel house, if applicable, and assist the Chief Officer with information as necessary.
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3.17.8.
Records shall be maintained in the Deck Log Book showing the bearings and distances being checked, the ships heading, and bearings and distances of vessels anchored around own vessel. These checks shall be recorded at intervals decided by the Master, but should be no greater than at hourly intervals.
3.17.9.
Action to take in case of anchor dragging: 1. Pay out extra length of anchor chain. It should be noted that by paying out additional three shackles of anchor chain, the critical wind velocity increases only by 1m/s. 2. Keep the ship’s head into the wind and ease the tension on the cable by using the main engine, rudder and bow thruster (if applicable). 3. Consider shifting anchorage or drifting offshore.
3.17.10.
At anchorages which are exposed to heavy wind and swell conditions, all usual heavy weather precautions must be taken. Weather forecast reports must be taken such that decisions, if required, to heave up anchor and proceed to sea can be made well in advance and not wait till the situation becomes out of control. Long range weather forecast (4/5 days) must be taken daily and carefully reviewed by Master. Efforts should be made in receiving such long term weather reports through local VHF, Radio and television sources (as applicable).
3.17.11.
In case the port allocates an anchorage position and the Master has justifiable reason to consider it unsafe, he should seek advice from the port authorities, explaining his concerns. Once at anchor, if other vessel(s) come and anchor very close and which the Master deems unsafe considering the prevailing circumstances and conditions, this should be communicated to the vessel(s) concerned as well as to the port authority, with a request to the other vessel(s) to shift anchorage.
3.17.12.
3.17.13. 3.17.13.1
3.17.13.2
If however no action is taken by the other vessel(s) then the Master should use his judgment and discretion to shift the anchorage, bearing in mind that the final responsibility for the safety of the vessel remains with him. Caution is required when picking up anchor in bad weather to avoid damage to windlass machinery. While heaving up the anchor, the cable should be kept as close as practicable to up and down. The vessels should consider use of main engines to manoeuvre vessel or bow thruster, if available, to relieve tension in the anchor chain before having up. Anchor station crew should closely monitor and report “lead “of cable. When required brakes can be tightened to avoid the load to continue on the motor and vessel can resume heaving once the weight is eased off. SECURING OF ANCHORS AT SEA It is extremely important that the anchors are stowed tightly against the shipside while at sea. It is not enough that the ground stopper is engaged whilst at sea. The anchor must make a ‘three point contact’ with the hull. Both flukes and the crown of the anchor should be in contact with the hull. If the chain is slack, the anchors will bang against the shipside, in heavy weather. This can easily cause a hole in the shipside. While the vessel is at sea, the Windlass brakes and Lashing wires are the primary and secondary means respectively for anchor securing. Hence it must be ensured that both these arrangements are fully intact and reliable.
3.17.13.3
The Windlass brakes are to be tightened as per the recommendation of makers. Please note extra tightening and insufficient tightening are both incorrect. It is to be ensured that brake linings are in satisfactory condition at all times and timely renewed if necessary. A complete set of spare brake lining and screws to be always maintained on board.
3.17.13.4
In general anchor lashing arrangement should consist of at least 2 independent lashing wires of minimum 24 mm diameter, and the Turnbuckles used should be of 50 T BL, and their Test certificates safely maintained on board. The above lashing wires should be renewed every two years.
323
The Lashing wire eyes should have a thimble with pressed fitting at both ends. On no account should bulldog grips be used. 3.17.13.5
3.17.13.6 3.17.13.7 3.17.13.8
On smaller vessels where usage of a 24mm diameter lashing wire is impracticable, a smaller diameter wire in, consultation with the Superintendent, can be used. It is recommended that wires, shackles and turnbuckles should have a breaking load of at least twice the weight of the anchor. Spurling pipes must be covered by steel plates, canvas and cement to avoid any ingress of water into the chain lockers. Chain locker doors / Man holes must be secured tightly to ensure that even if chain locker gets filled with water, it does not enter the Fore Peak Stores. Emergency Preparedness: 1. Heaving the anchor using the opposite side windlass or anchor winch: Should the windlass motor fail, vessels shall have ready a contingency plan for heaving the anchor with mooring wires/ropes by turning the gypsy using the opposite side windlass or another winch. 2.
Opening the joining shackle or the bitter end: All suitable gear i.e shackle punch, spike, sledge hammer, hooks, marking buoy etc. shall be marked and kept separately in the fore peak store for immediate use.
3.
On ships with hydraulic winches, be aware of change over procedure in case one power unit is inoperational. Compatibility of motors: Check the possibility of replacing the windlass motors/pumps with other winches.
4.
3.14. 3.14.1. 3.14.2. 3.14.3. 3.14.4. 3.14.5. 3.14.6.
3.14.7. 3.14.8.
NAVIGATION WITH THE PILOT ON BOARD The responsibility of the safe navigation of the ship remains with the Master and OOW, even with the pilot on board. The Pilots only assist in the capacity of an advisor. The Master shall be present on the bridge, as far as practical, whenever a Pilot is onboard. In case of long pilotages, the Master may delegate responsibility to the Chief Officer or the OOW, at his discretion, and in consultation with the pilot, to the extent necessary for the Master to be adequately rested for the more difficult parts of the passage. A “PILOT CARD” containing information as shown in the example in the ‘Sample Checklists’ (D-06), must be handed over to the pilot. The pilot must be requested for all necessary information for the intended passage and berthing. A list of information to be asked is provided in the sample checklists (D-07). It is absolutely critical and important that the passage plan is discussed with the pilot; e.g., the number of tugs, any extra lookout required by the pilot, requirement for men to be standby forward, etc. The Master must be fully aware of the pilots intentions. The OOW and Master must co-operate closely with the pilot and work as a team. The plotting of positions, the monitoring of progress of the vessel and the tracking of other vessels for collision avoidance, must be continued even with the pilot on board. If there is any doubt of the pilot’s intentions, the OOW must seek clarification in a polite manner or inform the Master immediately. If the safety of the ship is endangered, the Master and OOW should be assertive, Master and OOW have the full authority to take appropriate action to ensure the safety of the ship.
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