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v

Buoy1) Lateral Marks

Region AName Top

MarkShape Color Light Retro

reflectorUse

Stbdhand

Greencone

Cone, spar,pillar,

Green Green Light Q.G,Fl.G, LFl.G, Fl(2).G any rhythm exceptGp.Fl(2+1).

or Vessel willkeep thebuoy onher right

Porthand

Red can

Can, spar,pillar,

Red Red Light Q.G,Fl.G, LFl.G, Fl(2).G any rhythm except

Gp.Fl(2+1).

or Vessel willkeep thebuoy on

her right

Region B

Name TopMark

Color Light Retroreflector

Use

Stbdhand

Red

cone

Red Red Q.G, Fl.G, LFl.G,Fl(2).G any rhythm exceptGp.Fl(2+1).

or Keep thebuoy atstbd

Porthand

Greencan

Green Green Q.G, Fl.G, LFl.G,Fl(2).G any rhythm exceptGp.Fl(2+1).

or

Keep thebuoy atport

2) Preferred Channel MarksRegion A

Name TopMark


Use

Prefer Channelto Port

cone

Green withred band

Gp.Fl(2+1).G or Keep the buoyat stbd

Prefer Channelto Stbd

can

Red withgreen band

Gp.Fl(2+1).Ror

Keep the buoyat port

Region B

Name TopMark


Use

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Prefer Channelto Port

cone

Red withgreen band

Gp.Fl(2+1).R

or

Keep thebuoy at stbd

Prefer Channelto Stbd

can

Green withred band

Gp.Fl(2+1).Gor

Keep thebuoy at port

3) Cardinal Marks

Name TopMark

Color Light(all white light)

Retroreflector

Use

North Q or VQ Pass north of the buoy

East Q(3).10s or VQ(3).5s Pass east of the buoy

South Q(6).15s+LFl. or VQ(6).10s+LFl.

Pass south ofthe buoy

West Q(9).15s or VQ(9).10s Pass west of the buoy

4) Isolated Danger Marks, Safe Water Marks

Name TopMark


Use

Isolateddangermarks

Gp.Fl(2).W Both sides havenavigable water. Thisbuoy is used to indicatethe spot danger.

Safe

WaterMarks

Iso. Or Occ. Or

LFl.10s or Morse code (A) Or

Both sides have

navigable water. Usuallymoored at the entranceor middle of the channel.

5) Special Marks

TopMark

Shape Color Light Retroreflector

Use

Yellow Fl.Y or Fl(4).Y

ODAS, Traffic Separationscheme, Spoil ground, Militaryexercise zone, Cables or pipelines, Recreation zone

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6) ODAS buoyODAS buoy is a wide range of devices for collecting weather and oceanographic data.They are either moored or drifting and may have instrument in the float or slung beneaththem to any depth. They are colored yellow, marked ODAS with an identification numberand carrying a small plate showing whom to inform if the buoy is recovered.

Moored buoy may be as much as 7.5m in dia, 2-3 m in height and 18 tonnes in weight. Itmay be anchored in any part of the ocean, irrespective of any depth. The larger mooredbuoys for use in deep water are can shaped, the smaller one for use closer inshore(usually 2-3 miles offshore) are toroidal (donut shape). They all carry visible aerials. Aflashing yellow light showing 5 flashes every 20 seconds is exhibited from moored buoys.Drifting buoys are about 0.75m in dia and about 2m from top to bottom. They do not exhibitlights or carry visible aerials.The large buoys and floats should be given a berth of 1 miles or 2 miles by vessels towingunderwater.

7) What is New Danger? How is it identified?A newly discovered hazard to navigation, not yet shown on charts or included in Sailing

Directions or sufficiently announced by Notices to Mariners, is called a new danger. Newdanger covers naturally occurring obstructions, such as sandbanks and rocks, or man-made dangers, such as wrecks. A new danger is marked by one or more cardinal orlateral marks, following the IALA Maritime Buoyage System guidelines. If the danger isespecially grave, it will be marked by two marks that are identical until the danger hasbeen announced. If a lighted mark is used for a new danger, it must be a quick flashing orvery quick flashing light. If it is a cardinal mark, it must exhibit a white light; if a lateral markis used, it must exhibit a red or green light.

Lights & Shapes with fog signal

Vessel Day Shape Fog signal

Power drivenvessel makingway

___At intervals of not more than 2 minutes 1 prolongedblast

Power drivenvessel underwaybut stopped

___At intervals of not more than 2 minutes 2 prolongedblasts in succession with an interval of about 2seconds between them.

Power drivenvessel anchored,L < 100m

at thefwd

At intervals of not more than one minute ring the bellrapidly for about 5 seconds. May in addition soundthree blasts in succession, namely one short, oneprolonged and one short blast.

Power drivenvessel anchored,

L > 100m

at the

fwd

At intervals of not more than one minute ring the bellrapidly for about 5 seconds in the forepart of the vessel

and immediately after the ringing of the bell the gongshall be sounded rapidly for about 5 seconds in theafter part of the vessel. May in addition sound threeblasts in succession, namely one short, one prolongedand one short blast.

Vessel not undercommand.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by twoshort blasts.

Vessel restrictedin her ability tomanoeuvre.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by twoshort blasts.*If vessel is at anchor, shall sound the same signal.

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Dredger At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by twoshort blasts.*If vessel is at anchor, shall sound the same signal.

Vessel engagedMine Clearance

operation

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by two

short blasts.*If vessel is at anchor, shall sound the same signal.

Vesselconstrained byher draught.


Sailing vessel.

(whenalso beingpropelled bymachinery)


Vessel engagedin fishing.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by twoshort blasts.*If vessel is at anchor, shall sound the same signal.

Vessel engagedin towing or pushing anothervessel.

(length oftow >200m)


Vessel beingtowed

(length oftow >200m)

At intervals of not more than 2 minutes sound fourblasts in succession, namely one prolonged followedby three short blasts. (if manned)

Vessel aground

where bestbe seen and in

additionat the fwd

Sound the bell signal and if required the gong signal aslike anchored vessel and shall, in addition, give threeseparate and distinct strokes on the bell immediately

before and after the rapid ringing of the bell.

Pilot vesselwhen engagedon pilotage duty

Sound an identity signal consisting of four short blastsin addition to the signals of making way, stopped oranchored vessel.

Action

Firstly, I shall assess the situation. If risk of collision exists asper Rule 7(d)(i) then I am the give way vessel & this is thecrossing situation. I am responsible for taking action as per Rule15. I will give 1 short blast/flash as per Rule 34(a)/34(b)(i) andboldly alter course [Rule 8(b)] to stbd.

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Firstly, I shall assess the situation. If risk of collision exists asper Rule 7(d)(i) then I am the stand on vessel & this is thecrossing situation. Here other vsl is responsible & I have to keepmy course & speed as per Rule 17(a)(i). If the other vsl is nottaking action, then I shall give five rapid short blast/flash as perRule 34(d) to show that I am in doubt. If still, no action is taken, I

shall take action as per Rule 17(a)(ii) or 17(b). Here I will give 1short blast/flash as per Rule 34(a)/34(b)(i) and alter course tostbd to make parallel course of him and maintain for a while.After that I will again alter to stbd to pass her stern. [Here I willnot alter to pot as per Rule 17(c)].

Firstly, I shall assess the situation. If risk of collision exists asper Rule 7(d)(i) & this is the crossing situation. Here I amresponsible to keep well clear of her as per Rule 18(d)(i). I willgive 1 short blast/flash as per Rule 34(a)/34(b)(i) and boldly altercourse [Rule 8(b)] to stbd and pass her astern.

Firstly, I shall assess the situation. Here this is the case ofovertaking as per Rule 13(c). In this case, I can alter both waybut alteration to port is preferable. I will give 2 short blast/flashas per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] toport to pass her astern and keep clear until she is finally past &clear as per Rule 13(d).

Here in narrow channel, f/v should not impede the passage asper Rule 9(c). But, if she is ignoring the rule, then I shall givefive rapid short blasts/flashes as per Rule 34(d) to show that Iam in doubt. If not works, will reduce speed or take all way offas per Rule 8(e). Even though, if collision exists, I will alter to

stbd/port to ground the vsl with bow at 90 to save imminent

danger as per Rule 2(b).

Here I am following the lane as per Rule 10(b)(i). Other vessel iscrossing the lane. Firstly, I shall assess the situation. If risk ofcollision exists as per Rule 7(d)(i) then this is the crossingsituation I am the give way vessel though this is a TSS as perRule 10(a). I will give 1 short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to stbd. If require, I will goto inshore traffic zone as per Rule 10(e)(i) to avoid immediatedanger. But here, the other vessel is also responsible as perRule 8(f)(i) & 8(f)(ii).

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Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). Ifrisk of collision exists, I will alter to stbd as per Rule 19(d)(i). Theaction should be in ample time [Rule 8(c)] & bold [Rule 8(b)].

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). Ifrequire, I shall slacken my speed to allow more time to assessas per Rule 8(e). When I can avoid a close quarter situation, Iwill reduce speed more Or I will stop my engine as per Rule19(e).

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i).Here, this is the case of overtaking. So, I will alter to port as perRule 19(d)(i).

Here I will reduce speed as per Rule 8(e) to allow more time toassess. If I fail, I will stop engine as per Rule 19(e) & start

blowing sound signal at intervals of not more than 2 minutes twoprolonged blasts in succession with an interval of about 2seconds between them as per Rule 35(b).

This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line ofapproach of quarter vessel will be changed. And for the fwd vsl Iwill navigate with caution at slow speed as per Rule 19(e).When quarter vsl will be clear, I will take bold alteration to stbd

as per Rule 19(d)(i).

This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line ofapproach of stbd vessel will be changed. And for the fwd vsl Iwill navigate with caution at slow speed as per Rule 19(e). Forthe aft vsl, she is overtaking me & can alter course to any sideas per 19(d)(i). ). When stbd vsl will be clear, I will take boldalteration to stbd as per Rule 19(d)(i). Even though, if the aftvessel is not taking action & line of action of stbd vsl is not

changing, alter course to port as per Rule 2(b).

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This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line ofapproach of stbd & port vessel will be changed. And for the fwdvsl I will navigate with caution at slow speed as per Rule 19(e).For the aft vsl, she is overtaking me & can alter course to anyside as per 19(d)(i). ). When stbd & port vsl will be clear, I will

take bold alteration to stbd as per Rule 19(d)(i). Even though, ifthe aft vessel is not taking action & line of action of stbd & portvsl is not changing, alter course to stbd as per Rule 2(b).

Emergencies1) CollisionAfter collision the following actions should be taken accordingly:INITIAL ACTION

Sound the alarm.

Stop the engine.

Call Master.

Muster the crew & check no persons are missing or injured. Hoist/Show NUC signal.

Close watertight doors.

Advise the engine room staff what has happened and to be aware of the risk of

accidents because of fractured oil or steam pipes etc.

Send a distress alert or urgency signal. The Third Officer will Find tile ship's

position and this will be included in tile distress message.

The emergency party, led by the Chief Officer, will inspect and make an appraisal

of the damage.

All tanks and bilges will be sounded and an inspection made of any visible

damage.

The Chief Officer will convey the nature, extent and severity of tile damage by handheld radio and that will include details of any pollution leakage.

The boats should be prepared and swung out to the embarkation deck. The

Catering Department can make ready extra food supplies, blankets and freshwater. Engineers should check the fuel and lubricating oil supplies and warmthrough the lifeboat engines.

If the other vessel is in danger of foundering, get his crew and passengers onto

your vessel as soon as possible.

If your vessel has struck another end on it is NORMALLY better to remain

embedded in the gash until it is clear that both vessels are safe.LEGAL ASPECTSProviding it does not endanger our own crew, passengers or vessel we should render

assistance to the other vessel and crew standing by until assistance is no longer required.Exchange the following information with the other master:

(i) Names of vessels

(ii) Ports of-registry, departure and ' destination

(iii) Enter witnessed statements in the official log book.

(iv) Notify(a) Owners as soon as possible(b) Chatterer.(c) Flag state Administration within 24 hours(d) Report details of any pollution to the government of the nearest coastal

state.ON ARRIVALTO NEXT PORT

(a) Note of Protest.(b) Call in a classification society surveyor.

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(c) Call in a cargo surveyor.(d) Call in a P & I surveyor.

2) Heavy weather precaution at sea.1. Verify vessel's position2. Obtain up to date weather forecasts & expected weather predictions, for

surrounding areas.3. Warn all departments of impending weather.4. Rig lifelines fore & aft.5. Check anchor brake and anchor securing arrangements, hawse & spurling pipe

covers (adequate thickness of cement)6. Check all hatch covers are secure.7. Check Forecastle and mast house doors, access hatches and watertight doors are

secured.8. Secure all items in deck stores & paint store.9. Check Gangway/accommodation ladder is secured and take extra lashing.10. Any deck cargo secured according to Cargo Securing Manual with lashing

tightened up.

11. Tighten lifeboat gripes and take extra lashing.12. Inform chief cook/Stuart to secure everything in galley.13. Close all ventilators, removal cowls where appropriate.14. Check stability. Take soundings of tanks. No slack tanks allowed.15. Note preparations in log book.16. Secure derricks/cranes hook with extra lashing.17. Secure all loose gears & remove all surplus gears from deck.18. Close down deadlights.19. Slacken off signal halyards & other relevant cordage.20. Drain swimming pool.21. Reduce manpower on deck by operating heavy weather work routine.22. Secure bridge for excessive pitching & rolling motion.

23. Warn engine room in plenty of times to reduce revolutions.24. Check distress rockets & LSA gear.25. Check deck lights, navigational lights & accommodation lights.26. Organize meal relief before bad weather arrives.

3) Fire in Engine roomIn case of engine room fire, these actions should be taken:

Raise the emergency alarm.

Muster the crew.

Reduce speed or stop engine and alter course if require to make lee.

Report the fire location.

Shut down ventilators, sky lights.

Start the emergency fire pump and generator Close WT doors.

Hoisted/Show NUC signal.

If possible, rescue any casualty.

If not a violent fire;

Bring foam compound to affected area.

If these actions are insufficient or it is a violent fire, inject CO 2 :

Evacuate the space and close doors, dampers and fuel supplies.

Have-another head count to establish no missing persons.

Use CO2

and confirm cylinders have fired by checking levers are in the fired

position.

Cool decks, ships sides and surrounding bulkheads with hoses.

Make entry in official log book.

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4) Fire in AccommodationIn case of accommodation fire, these actions should be taken:


Inform Master and E/R.

Muster the crew.

Reduce speed or stop engine and alter course if require to make lee.


Shut down ventilators.

Isolate electrical circuits.

If possible, rescue any casualty.

When the action party reaches the site, feel the temperature of the door or

bulkhead and if cool to the touch, tackle the fire with portable extinguishers andhose backup.

if these actions are clearly insufficient:

Keep door of affected compartment shut, close the smoke doors and portholes.

Shut off the air conditioning.

Use SCBA.

Cool adjacent bulkheads and decks with water spray.

Cheek above and below size for spread of fire.

Be aware of free surface if large mounts of water used.


5) Fire in HoldIn case of cargo hold fire, these actions should be taken:

Initial detection will be from hold vent or smoke detection cabinet.


Inform Master and E/R.

Muster the crew. Reduce speed or stop engine and alter course if require to make lee.


Shut down ventilators.

If the fire is in its early stages:

It may possibly be dug out or put out by playing jets of water over the whole region

of the fire, to reduce the temperature and prevent the surrounding region igniting.

In most cases CO 2 will be needed:

Have another head count.

Check all inlets (hatches, vents, hold access etc.) are sealed properly.

Isolate electrical circuits

Release the appropriate initial charge of CO2

and thence continue at the

prescribed intervals.

Cool decks and side shell with hoses. If possible clear adjacent bulkheads of cargo

or stores. Keep a watch on temperature of adjacent bulkheads.


6) Fire at PortFire at Port should be fought by Shore Fire bridged. We should inform the port authority intime:


Muster the crew.

Inform Master and E/R. Instruct the team on shore requirements.

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One should be standby with International shore connection for shore fire bridged.

All ships should have an updated fire wallet containing the following information:

General arrangement plan

Ventilation plan

Shell expansion plan in case it will be necessary to cut through the ship's

side Plan of the fire-fighting equipment

Electrical data

Stability data due to the danger of free surface and other effects

Cargo plan with any dangerous cargoes being specifically mentioned

Location of watertight doors and fire-resistant partitions

Any special equipment that the vessel carries

The Senior Fire Officer should be presented with the wallet on his arrival. He will

also probably require following information:

The exact location of the fire and the chances of it spreading to othercompartments.

The contents of double bottoms or deep tanks in the vicinity.

The number of people on board and what the ship's staff are doing. How many hoses and pump are in operation?

If any fixed fire fighting installation is in operation.

The state of cargo operations and dangerous cargo on board.

The condition of fuel oil, ballast and fresh water tanks.

The ship's communication systems.

Any peculiarities of the ship's design.


7) Vessel agroundAction should be taken accordingly:

1. Stop engines.2. Sound general emergency alarm.3. Inform Master and E/R.4. Advice CRS and other vessel's in the vicinity by VHF.5. VHF watch maintained on Ch.16 at all times.6. Position on the chart verified and safe port options investigated.7. Display appropriate light and shape signals; switch on deck lights.8. Sound appropriate sound signals.9. Close all watertight doors.10. Sound round all bilges and tanks.11. Sound round the vessel's hull to check depth of water.12. Determine nature of seabed.13. Calculate times and heights of next high water.

14. Consider possibility of dropping anchor underfoot to prevent damaged ship fromsliding off into deeper waters.

15. Consider whether assistance is required by tugs.16. Make relevant entries in the logbook.17. Position of vessel sent ashore with updates from time to time.18. Assess the situation by i) Any crack or hole

ii) Water ingressing or notiii) Amount of water ingressing & rateiv) Can portable/ballast pump can cope upv) Ballasting, trimming, deballasting to refloatvi) Damage stability assessment

8) Man OverboardAction should be taken accordingly:

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1. Helm hard over to the side on which the man has fallen.2. Release lifebuoy with self-igniting light and self-activating smoke signal.3. Press the MOB button on the GPS, if available.4. Sound the general emergency alarm.5. Inform the Master.6. Inform the E/R and have the main engines ready for immediate manoeuvring.

7. Revert to hand steering.8. Post extra lookouts.9. Establish communications with the CRS.10. Advise other vessels in the vicinity by VHF.11. Hoist International Code Flag "O" and sound "O" (- - -) on the whistle.12. Rescue boat turned out and ready for launching.13. Hospital made ready to treat for shock and hypothermia treatment.14. Plot the datum position / appropriate search pattern, and complete the manoeuvre.15. Obtain updated weather report.16. Make relevant entries in the logbook.

9) Steering Gear Failure

Action should be taken accordingly:1. Immediately engage alternative emergency steering gear.2. Inform Master and E/R.3. Display NUC signals, lights and shapes, as appropriate.4. Sound appropriate sound signal to warn other traffic e.g. "D".5. Advise vessels in the vicinity.6. Obtain updated weather report.7. If in restricted visibility, sound appropriate fog signal.8. Post lookouts.9. Stop the vessel in the event of both emergency and auxiliary steering systems

failure.10. Make relevant entries in the logbook.

NB: If the vessel is stopped in the event of both emergency and auxiliary systemsfailure, a warning report may become necessary; depending on the vessel's position e.g.English Channel TSS.

10) Main Engine FailureAction should be taken accordingly:

1. Inform Master at the earliest and the C/E or D/E, if unmanned E/R.2. Maximize use of "head reach".3. Plot vessel's position immediately.4. Display NUC signals / lights as appropriate.5. Prepare for emergency anchoring; have anchors ready for deep water anchoring, if

possible.6. Advice vessels in immediate vicinity and if in TSS, inform respective reporting

station, if any.7. Continuous watch maintained on VHF Ch.168. Keep good watch on the traffic via radar / visual.9. Post lookouts.10. Establish rate of drift.11. Be in contact with the E/R regarding repairs and update Master accordingly.12. Obtain latest weather reports.13. Make relevant entries in the logbook.

Dry Docking

1) What facilities will you give to dock & will take from dock?

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THINGS TO GIVE TO DOCK:-The dry dock manager will need to know:

1. The position & size of any weights on board.2. The type of bow.3. The number of propeller.4. Details of bilge keel, bow thrusters & fin stabilizers.

5. Positions of echo sounder transceiver, drainage plugs & sacrificial anodes.For these things, vessel has to provide few plans to dry dock. They are:-

1. Docking plan.2. Shell expansion plan.3. General arrangement plan.4. Fire fighting plan.5. Last dry dock report.6. A list of all the work required , details may include:-

Blasting and Painting

Whether tail and shaft and propeller are to be removed.

Rudder type and work to be done to rudder.

Plates to be faired or renewed if collision or grounding damage etc.

And regarding standard repair works of dry dock.

BASIC FACILITIES PROVIDED BY DOCK:-1. access2. water for the ship's fire main3. electricity4. compressed air5. fire Watchmen6. steam7. daily garbage removal8. means of keeping the ship's refrigeration unit in operation9. telephone

10. protective coverings for alleyways and furniture11. toilet facilities (within a reasonable distance from the ship)12. means of providing heat in accommodation areas13. tugs and riggers when moving the vessel14. facilities for cleaning and removing residues of slop tanks15. liability and insurance cover

2) What are the precautions to be taken before entering the dock?There are some precautions to be taken before entering the dry dock. They are as follows:

1. Any list should be corrected. Vessel should be upright2. Vessel should preferably be trimmed 0.3 to 1 meter by the stern. A rule of the

thumb for trim is 1 meter for every 100 meters of length. Trim should take into

considerationthe declivity of the dock and virtual loss of GM due to up thrust.3. Vessel should have adequate stability i.e. she should have positive stability when

waterborne and until the critical moment. Stability should take into account the lossof GM due to up thrust.

4. Slack tanks should be pressed up or emptied to reduce free surfaces within theship.

5. All lavatories are to be sealed and notice to be posted.6. Hatches should be secured to make the continuous strength of the vessel.7. Take soundings to all tanks, noted down & calculate the stability condition.8. All moveable weight should be made fast and equipment such as derricks, boats,

cranes & gangway etc. secured in their sea going condition.9. Adequate fenders to be ready alongside the ships hull.

3) Why minimum trim is required for docking?Minimum trim is required in dry docking for two great reasons.

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1. To reduce the critical period.2. To handle the vessel for placing on keel block.

For critical period: - The interval of time between the stern post landing on the blocks andthe ship taking the blocks overall is referred to as the critical period. If the trim is minimum,the critical period will also be smaller.During this period part of the weight of the ship is being borne by the blocks, and this

creates an up thrust at the stern which increases as the water level falls in the dry dock.The up thrust causes a virtual loss in meta centric height and it is essential that positiveeffective meta centric height be maintained throughout the critical period, or the ship willheel over and perhaps slip off the blocks with disastrous results.For this reason, minimum trim results in faster critical period. During the critical period, if'P'is the up thrust at the stern and lis the distance of the centre of flotation from aft. Thetrimming moment is given by P X I. But the trimming moment is also equal to MCTC XChange of trim.

Therefore P X l = MCTC X t

Or, P = lMCTCXt

For handling the vessel: - Due to little trim by stern, it is easy to centre the vessel on thekeel block. Because, in this case, the pivot point of the vessel is behind of center of thevessel.

4) What are the standard work/initial works & precautions to be carried out at Drydock?

1. Blocks should be placed to minimize dry docking stresses. Longitudinal spacingmay be reduced and bilge blocks may be placed in cases of docking with cargo onboard. Blocks should be placed so as to permit work on damaged plates and topermit painting in areas that were missed during the previous docking.

2. Shores, if used, should be placed at the intersection of a transverse beam andframe or on a transverse frame. Never between frames.

3. Cleaning of ship's sides and bottom should be carried out preferably as the waterin the dock falls to ensure that barnacles and other forms of marine life do not dry.

4. Underwater valves should be inspected.5. Bottom plugs, if removed should be kept in a safe place. The number of plugs

removed should be entered in the Deck Log and possibly marked on the drydocking plan.

6. The rudder, pintails and gudgeons should be inspected.7. The hull plating should be carefully examined for dents, fractures, damage and

wastage and faired or renewed as necessary.8. Anchors and cables should be lowered into the dock. The cables should be ranged

and shackles removed. Anchors and cables should be cleaned. Care should betaken to ensure that the recess in the anchor is clean and that the head movesfreely without excessive play. The anchor should be inspected for damage. Thecables should be inspected for loose studs and for wear down. Similarly, theshackles should be inspected for damage/flaws. Prior to heaving the anchoraboard, the cables should be transposed. Anchors and cables should be coatedwith Stockholm tar after inspection. Cable marking should be renewed.

9. The chain locker should be cleaned, treated for rust and the pump or eductorshould be tested.

10. The propeller should be examined for damage and erosion. It may be polished andcoated with a propeller lacquer.

11. Anodes should be renewed, especially if they do not appear wasted. An unwashedanode could be a sign of an inefficient one.

12. The hull may be scraped or blasted to bare metal, according to the need.Alternatively, rusted portions may be scaled to bare metal. In either case, bare

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metal should be coated with anticorrosive paint. A sufficient number of coatsshould be given to minimize the risk of corrosion.

13. Below the light waterline, one or two coats of antifouling paint should be appliedover the anticorrosive coatings. Alternatively, a self polishing polymer coating maybe applied.

14. An anti galvanic, coating may be applied in the stern area near the propeller and

around underwater discharges. Boot topping should be applied over theanticorrosive coating in the belt area between wind and water lines.

15. The hull above the load waterline, after suitable treatment with anticorrosive,should be coated with flat paint and finally a gloss finish.

16. Draft and load line marks should be painted in.5) Before refloating, what are the things to be checked?Before floating we should check the following

1. Check the stability & make the stability condition like entering situation.2. Underwater valves to be checked put back in place before the dock is flooded.3. Bottom plugs should be securely replaced prior to flooding the dock.4. Propeller nut and cap should be replaced securely.

5. Check chain locker & check bitter end is fixed properly.6. Zink anodes are fixed properly.7. Draft and load line marks painted properly.8. Condition of echo sounder transducer, Doppler log.

Ship Handling

1) Master told you that ship is going to anchorage this evening? What will you do asa chief officer?In this situation, I have to prepare the anchor station & myself. For preparing the anchorstation I will send the bosun & another AB or cadet to forward for the following work:

Break the cementing over spurling pipe.

Unlash the extra lashing, if any.

Give power to windlass.

Prepare devils claw.

Prepare torch light.

Bosun & AB must wear safety clothing i.e. safety shoe, safety suit, safety goggles, safetyhelmet and hand gloves.For preparing myself:

Inform E/R to give electric supply to forward.

I will check the battery of my walkie talkie.

Set an agreed channel with the bridges walkie talkie.

Check walkie talkie is functioning correctly.

Wear safety clothing.

Take safety torch.

After arriving anchor station, inform bridge about the station condition.

Lower down the anchor to make acock bill position & take the anchor on brake.

Wait for next instructions.

2) What are the factors to consider before anchoring?There is no magic formula but a rough guide is 3 to 4, times the depth of water (minimum)(One shackle = 15 fathoms = 90 feet = 27.8 meters). But before anchoring consider thefollowing points:

1. Depth of water

2. Nature of the seabed. Some bottoms provide good holding power through suctionand/or friction. Others do not. Good = mud, sand, shells, pebbles, Poor = hardrock.

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3. State of loading of the ship (draft/freeboard).4. Wind, sea and tidal conditions.5. Anticipated length of stay.6. Proximity of shallow ground, land and other dangers.7. Number of other vessels at anchor or manoeuvring in vicinity.8. Weather forecast.

9. Condition of engine availability.10. Underwater obstruction.

3) Turning on anchor no tide / tide at the sternMethod 1 - No tide. Aim to turn on stbd side of the channel

1. Approach with little headway, wheel amidships.2. At the turn, wheel hard-a-port, let go port anchor, stop engine.3. Allow cable to run out a brake to about twice the depth of water (i.e. sufficient to

hold bows) while the way is reduced and cable set taut.4. When cable taut, put engine dead slow/slow ahead, wheel still hard-a-port, and

gradually steam round until the required heading.5. Steady up, stop engine, heave up anchor and proceed.

(N.B. For best turning the anchor should be positioned near ship's pivoting point. Also,cable can be heaved taut before putting engine ahead, thus avoiding undue stress oncable.)This manoeuvre can also be used when leaving an anchorage and needing to proceedpromptly in a particular direction. Shorten the cable first to the appropriate amount,

Method 2 Tide at the stern. Using full width of channel or in open water (transversethrust) with or without a trailing anchor.

1. Start the manoeuvre from the port side of the channel to provide maximumdistance for the head reach movement of the vessel.

2. Rudder hard a starboard, main engine kicks ahead. Stop engines. Do not allow thevessel to gather too much headway. Trail the stbd anchor.

3. Rudder amidships, main engine full astern. Ship is on the stbd anchor.4. As sternway is gathered, the bow of the vessel will cant to starboard while the portquarter will move to port (transverse thrust). Stop engines.

5. Rudder to starboard, engines ahead.

4)Mooring

Standing Moor Let us assume the vessel is required tomoor with her bridge along the line ABas in Fig. The vessel is headed into thestream with sufficient headway to takeher to (1) which will be roughly fiveshackles plus a half ship's lengthbeyond the line AB. At position (1) theport anchor is let go and the vessel driftsdown stream, rendering her port cable to

nine shackles, the sum of the twolengths. She is brought up gently on thiscable and the stbd anchor is let gounderfoot at (2). The vessel thenmiddles her between the anchors byveering or rendering four shackles onthe stbd (lee) anchor cable and heavingin four shackles on the riding cable untilshe reaches position (3). During themiddling, engines may be used torelieve the windlass of the stress on thetaut riding cable.

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Running Moor The vessel heads the tidal stream, orwind. The starboard (lee) anchor is letgo with headway on the vessel at aposition distant from the line AB roughlyfour shackles less a half ship's length(1). The cable is rendered as the vesselmoves upwind or upstream so that thebow is not checked round. The lee cable

is laid out to a length of nine shackles,the sum of the two lengths and thebrake is screwed up. The cable is notallowed to tighten, otherwise the bowwill cross the stream and high enginerevolutions will be necessary to correctthis sheer. At position (2) while the leecable is still slack, the port anchor is letgo underfoot and the vessel movedastern. This riding cable can be veeredto its length or else alternately surgedand snubbed. As the vessel movesdown wind or stream five shackles mustbe weighed on the lee cable (20 minutesand five shackles veered on the ridingcable. The vessel is then brought up on

her riding cable at (3).

Baltic Moor If the manoeuvre is to be executed in anaverage sized merchant ship, a 25 - 30mm wire is passed from the after leadson the poop, along the offshore side,outside and clear of everything. Theoffshore anchor is acockbilled and aman sent over side on a chair to securethe wire to the anchor, preferably at theshackle. The after end of the wire is sentto a warping barrel, ready for heaving inslack wire. When the stem is abreast theposition on the quay where the bridgewill eventually be the anchor is let go,still with headway on the vessel. Abouthalf a ship's length of cable is surged

and then the cable is snubbed. The wireis hove-in aft. The onshore wind will driftthe vessel down on to her berth, and thescope of the cable, and the wire, isadjusted and slowly veered until the shiplands alongside.

MediterraneanMoor

This moor is used when wharf space islimited and there is deep wateralongside the wharves. The vessel ismoored stern on to the jetty with bothher anchors lying ahead of her, fine oneach bow.Here in (2) the lee anchor has just beenlet go. In (3) the vessel is allowed to runahead so that both anchor cables growto windward, snubbing the bow rapidly

upwind. The engine should not bereversed until the wind is dead ahead,otherwise the stern will swing upwindand a crooked run astern will be madeinto the berth.

4) Berthing without tide

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Stbdside

1. Approach berth at controllable speed.Aim slight below to mooring point (mp),making narrow angle with wharf.2. When near the wharf, helm to port toswing the bow to port.3. When bow is nearly abreast MP, go

astern. Transverse thrust causes bow tocant to starboard.4. When bow is abreast MP and ship isparallel, or nearly parallel to wharf, sendlines ashore, heave alongside. Makefast.

Portside

1. Approach berth at a controllablespeed, aiming slightly ahead of the MP,making a broad angle with the wharf.2. When bow is nearly in line with MP,go astern. Transverse thrust causesbow to cant to starboard.3. When bow is abreast the MP and theship is parallel to, or nearly parallel thewharf, send away lines. Heavealongside. Make fast.

5) Cast off without tide

Stbdside

1. Stand by engines. Single up to a for'dbreast and a headline led well ahead.2. Heave on breast line to bows in ship. i3. Go astern. Let go breast. Pivotingpoint moves to forward bollard ashore.Transverse thrust causes stern to cant toport.4. When it is apparent that the bow willnot rub alongside the wharf if the shipcontinues to swing, relieve stress onheadline and let it go. Continue goingastern.5. When well clear of wharf, head ship inthe desired direction and proceed.

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Portside

1. Stand by engines. Single up to a for'dbreast and an after spring. Slack hebreast line. Work engines astern.Transverse thrust causes bow to cant tostbd. Use breast to check swing of bow.2. When bow is sufficiently far off wharf,

relieve stress on spring by workingengines ahead. Check swing of bow andlet go all lines.3. Go ahead when propeller is clear.

6) Berthing with tide at the bow

Stbd

side

1. Stem tide. Approach at controllable

speed, parallel to berth. Have bothanchors ready for letting go.2. When slightly ahead of MP, causebow to cant to starboard. Let go portanchor.3. Allow vessel to drop astern whilesheering towards wharf.4. When bow is abreast MP, useengines to prevent ship from droppingastern.5. When near wharf, line up ship withtide. Use engines to stop ship droppingastern. Send away mooring lines.

Heave alongside. Make fast.

Portside

1. Stem tide. Approach at controllablespeed, parallel to wharf. Have bothanchors ready for letting go.2. When slightly ahead of MP, cantvessel to port. Let go stbd anchor.3. Allow ship to drop down with tidewhile sheering towards wharf.4. When bow is abreast MP, useengines to stop ship from droppingdown with tide. Allow ship to continuesheering towards wharf.5. When near wharf, align ship with tide,Use engines to stop ship dropping downwith tide. Send mooring lines ashore.Heave alongside. Make fast.

7) Cast off with tide at the bow

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Stbdside

1. Stand by, engines. Single up to aforward breast and an after spring, Putwindlass in gear and heave up slackcable.2. Check swing of bow by means ofbreast. When vessel has slight port

sheer, relieve stress on spring. Let gospring and breast rope. Continueheaving up cable while ship drifts awayfrom wharf.3. Heave up as though ship is at a

single anchor.

Portside

1. Stand by, engines. Single up to aforward breast and an after spring, Putwindlass in gear and heave up slackcable.2. Check swing of bow by means ofbreast. When vessel has slightstarboard sheer, relieve stress onspring. Let go spring and breast rope.Continue heaving up cable while shipdrifts away from wharf.3. Heave up as though ship is at asingle anchor.

8) Cast off with tide at the stern

Prepared By- Towhedur Rahman30th Batch

Stbdside

1. The vessel is singled up to fordspring & stern line.2. Pick up the slack of the cable.3. Give helm to commence the cant tostbd.4. The stern line can be let go quitesoon because even if the wharf isopen, due to cushioning effect, sternwill come out.

5. When stern comes out about 40

to

50

, use engines astern propulsion toride on the tide. Heaving up anchor.6. Cast off all line. Use asternpropulsion as required. Remember, donot allow vessel to ride on the anchor.

Proceed as the course

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Portside

1. The vessel is singled up to fordspring & stern line.2. Pick up the slack of the cable.3. Give helm to commence the cant toport.4. Slack down the stern line down

soon because even if the wharf isopen, due to cushioning effect, sternwill come out.

5. When stern comes out about 30

to

40

, use engines astern propulsion toride on the tide.6. 5. Let go ford spring, the ship willthen pivot on the after line andstraighten up off the berth. Heaving upanchor.6. When the ship has straightened up,

stop engine. Cast off all line. Useastern propulsion as required.Remember, do not allow vessel to rideon the anchor. Proceed as the course

9) Berthing stbd side on shore/off shore wind

Onshorewind

Do not attempt to berth if the wind isvery strong and/or if the rate ofapproach cannot be controlled.1. Approach parallel to or nearlyparallel to the wharf giving sufficientallowance for leeway.2. Use two tugs, one for'd and the

other aft, to control the rate ofapproach. If only one tug is available,let go windward side anchor whenship has lost its way and bow isabreast MP. Check cable to controlrate of approach of bow and use tugto check rate of approach of stern.Stem the tide, if any.*Remember the wind blows gusts andyou may consider waiting for a calmto berth the ship.N.B. - The procedure for berthing portside to is similar.

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Offshorewind

1. Approach at a controllable speedwith a broad angle to the wharf,sufficient to counteract the effect ofthe wind. Have two anchors ready foruse.2. When in position 1, let go offshore

anchor. Slack the cable slowly whileapproaching the berth. Use cable tostop headway, if necessary. Steamagainst cable to maintain angle withwharf.3. When near to wharf, send awaylines. Heave alongside.N.B. - Prior to arrival off the berth,you should prepare the stern line forSending away. When near the wharf,you could consider heaving alongsideusing the stern line, or by putting the

helm away from the wharf andsteaming on the spring, or both.Consider the use of a tug for pushingthe stern alongside.

10) Moor the vessel in a single buoy with tide ahead

1. The vessel approaches under slowheadway over the ground with the buoy fineon the port bow.2. Pass mooring rope to tie on the buoy.3. Heave up mooring rope to bring the buoycloser.

4. While the buoy comes under the bowpass the slip wire to the buoy.5. Pull the buoy & take load to wire but notfully. The engine must be worked deadslow/slow ahead.6. Let go mooring rope & connect the chain.7. Release the wait from slip wire slowlywith the tide.8. Gradually the load will come to the cable& the vessel will be steady.

Convention

1) IMOThe Geneva conference opened in February 1948 and on 6 March 1948 the Conventionestablishing the Inter-Governmental Maritime Consultative Organization (IMCO) wasadopted. (The name was changed in 1982 to International Maritime Organization (IMO)).On 17 March, 1958, Egypt became the 21st State to accept the IMO Convention and itfinally entered into force 12 months later. But by the time the new Organization met for thefirst time in January 1959, so many reservations had been submitted that it was clear thatit would not be able to engage in any activities that might be regarded as economic orcommercial. It would have to confine itself to mainly technical issues, especially thoseinvolving safety.Purposes of the Organization:

1. To provide machinery for co-operation among Governments in the field ofgovernmental regulation and practices relating to technical matters of all kinds

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affecting shipping engaged in international trade, and to encourage the generaladoption of the highest practicable standards in matters concerning maritimesafety, efficiency of navigation and prevention and control of marine pollution fromships; and to deal with administrative and legal matters related to the purposes setout in this Article;

2. To encourage the removal of discriminatory action and unnecessary restrictions by

Governments affecting shipping engaged in international trade so as to promotethe availability of shipping services to the commerce of the world withoutdiscrimination; assistance and encouragement given by a Government for thedevelopment of its national shipping and for purposes of security does not in itselfconstitute discrimination, provided that such assistance and encouragement is notbased on measures designed to restrict the freedom of shipping of all flags to takepart in international trade;

3. To provide for the consideration by the Organization of matters concerning unfairrestrictive practices by shipping concerns in accordance with Part II;

4. To provide for the consideration by the Organization of any matters concerningshipping that may be referred to it by any organ or specialized agency of the UnitedNations;

5. To provide for the exchange of information among Governments on matters underconsideration by the Organization.

Functions:

states that IMO provides for the drafting of conventions, agreements or other

suitable instruments; provides machinery for consultation among Members andexchange of information; facilitates technical co-operation.

states that for matters capable of settlement through the normal processes of

international shipping business, the IMO should recommend their resolution in thatmanner.

Membership:At present no. of member country is 163.Organs:

states the Organization consists of an Assembly, council, Maritime Safety Committee,Legal Committee, Marine Environment Protection Committee (MEPC), Technical Co-operation Committee and such subsidiary organs as the Organization may at any timeconsider necessary; and a Secretariat.

2) What are the conventions?Maritime safety

International Convention for the Safety of Life at Sea (SOLAS), 1974

International Convention on Load Lines(LL), 1966

Special Trade Passenger ShipsAgreement (STP), 1971

Protocol on Space Requirements for Special Trade Passenger Ships, 1973

Convention on the International Regulations for Preventing Collisions at Sea

(COLREG), 1972

International Convention forSafe Containers (CSC), 1972

Convention on the International Maritime Satellite Organization (INMARSAT), 1976

The Torremolinos International Convention for the Safety of Fishing Vessels (SFV),

1977

International Convention on Standards of Training, Certification and Watch keeping

for Seafarers (STCW), 1978

International Convention on Standards of Training, Certification and Watch keeping

for Fishing Vessel Personnel (STCW-F), 1995

International Convention on Maritime Search and Rescue(SAR), 1979

Marine pollution

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International Convention for the Prevention of Pollution from Ships, 1973, as

modified by the Protocol of 1978 relating thereto (MARPOL 73/78)

International Convention Relating to Intervention on the High Seas in Cases of Oil

Pollution Casualties (INTERVENTION), 1969

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other

Matter(LDC), 1972 International Convention on Oil Pollution Preparedness, Response and Co-

operation (OPRC), 1990

Protocol on Preparedness, Response and Co-operation to pollution Incidents by

Hazardous and Noxious Substances, 2000 (HNS Protocol)

International Convention on the Control of Harmful Anti-fouling Systems on Ships,

2001

Liability and compensation

International Convention on Civil Liability for Oil Pollution Damage(CLC), 1969

International Convention on the Establishment of an International Fund for

Compensation for Oil Pollution Damage (FUND), 1971

Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear

Material (NUCLEAR), 1971

Athens Convention relating to the Carriage of Passengers and their Luggage by

Sea (PAL), 1974

Convention on Limitation of Liability for Maritime Claims (LLMC), 1976

International Convention on Liability and Compensation for Damage in Connection

with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996

International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001

Other subjects

Convention on Facilitation of International Maritime Traffic (FAL), 1965

International Convention on Tonnage Measurement of Ships (TONNAGE), 1969

Convention for the Suppression of Unlawful Acts Against the Safety of Maritime

Navigation (SUA), 1988

International Convention on Salvage (SALVAGE), 1989

Conventions in developments

Wreck Removal Convention (1/6/2004)A draft wreck removal convention (WRC) is

being developed by the Legal Committee, but it is anticipated that it will be ready

for consideration by a Diplomatic Conference in the 2004-2005 biennium. Regulations for ballast water management to prevent the transfer of harmful

aquatic organisms in ballast water (proposed adoption February 2004)(1/6/2002)The Marine Environment Protection Committee has developed draft newregulations for ballast water management to prevent the transfer of harmful aquaticorganisms in ballast water. It is planned to hold a diplomatic conference inFebruary 2004 to adopt the new measures.

3) What are latest amendments coming to IMO conventions?Date of Entry into

Force

Convention Or Code

1 January 2003 December 1998 Amendments toSTCWCode

Amendments to the Seafarers' Training, Certification and Watch keeping Code aimed at improvingminimum standards of competence of crews sailing on ships carrying solid bulk cargoes enter into force. The

amendments concern section A-II/1 and A-II/2 under "Cargo handling and stowage at the operational and

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management levels".

1 January 2003 June 2001 Amendments to SOLAS

Amendments to SOLAS Chapter VII - Carriage of Dangerous Goods - and to the International Code for the

Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board

Ships (INF Code) to align them with Amendment 30 to the International Maritime Dangerous Goods (IMDG)

Code.

Also amendments to the International Code of Safety for High-Speed Craft (1994 HSC Code) to bring the

provisions for navigational equipment of the 1994 HSC Code in line with the relevant provisions of the 2000HSC Code (which enters into force on 1 July 2002 for ships built after that date). In particular the

amendments relate to carriage of voyage data recorders and carriage of automatic identification systems

(AIS).

1 May 2003 January 2002 amendments to Facilitation Convention

Amendments to the Convention on Facilitation of International Maritime Traffic, 1965 add new

standards and recommended practices for dealing with stowaways. Another amendment relates to the

Dangerous Goods Manifest (FAL Form 7), which becomes the basic document providing public authorities with

the information regarding dangerous goods on board ships.

27 September

2003

Entry into force of MARPOL Annex IV (Sewage)

Annex IV ofMARPOL 73/78 sets out in detail how sewage should be treated or held aboard ship and the

circumstances in which discharge into the sea may be allowed. It requires Parties to the Convention to provideadequate reception facilities for sewage and contains a model International Sewage Pollution Prevention

Certificate to be issued by national shipping administrations to ships under their jurisdiction.

The Annex will apply to ships engaged in international voyages. On entry into force it will have immediate

effect on all new ships of 400 gross tonnages and above and new ships of less than 400 gross tonnages which

are certified to carry more than 15 persons. It will apply to existing ships of 400 gross tonnages and aboveand of less than 400 gross tonnage and above but certified to carry more than 15 persons five years after the

date of entry into force.

1 November

2003

October 2000 Amendments toCLC and Fund Conventions

In October 2000, IMO's Legal Committee of IMO adopted amendments to raise by 50 percent the limits of

compensation payable to victims of pollution by oil from oil tankers.

The amendments to the 1992 Protocol of the International Convention on Civil Liability for Oil Pollution

Damage (CLC Convention) and to the 1992 Protocol of the International Convention on the Establishment of

an International Fund for Compensation for Oil Pollution Damage ( IOPC Fund) are expected to enter into forceon 1 November 2003.

The CLC Convention makes the ship owner strictly liable for damage suffered as a result of a pollutionincident. The amendments raise the limits payable to 89.77 million Special Drawing Rights (SDR) for a ship

over 140,000 gross tonnages, up from 59.7 million SDR in the 1992 Protocol. The IOPC Fund amendments

raise the maximum amount of compensation payable from the Fund for a single incident, including the limit

established under the CLC amendments, to 203 million SDR, up from 135 million SDR. However, if three

States contributing to the Fund receive more than 600 million tonnes of oil per annum, the maximum amount

is raised to 300,740,000 SDR, up from 200 million SDR.

29 November2003

November 2001 amendments toCOLREGS

The amendments include new rules relating to Wing-in Ground (WIG) craft. The following are amended:

General Definitions (Rule 3) - to provide the definition of wing-in-ground (WIG) craft;

Action to avoid collision (Rule 8 (a)) - to make it clear that any action to avoid collision should be

taken in accordance with the relevant rules in the COLREGs and to link Rule 8 with the other

steering and sailing rules; Responsibilities between vessels (Rule 18) - to include a requirement that a WIG craft, when taking

off, landing and in flight near the surface, shall keep clear of all other vessels and avoid impeding

their navigation and also that a WIG craft operating on the water surface shall comply with theRules as for a power-driven vessel;

Power-driven vessels underway (Rule 23) - to include a requirement that WIG craft shall, in

addition to the lights prescribed in paragraph 23 (a) of the Rule, exhibit a high-intensity all-roundflashing red light when taking off, landing and in-flight near the surface;

Seaplanes (Rule 31) - to include a provision for WIG craft;

Equipment for sound signals and sound signals in restricted visibility (Rules 33 and 35) - to cater

for small vessels; Positioning and technical details of lights and shapes (Annex I) - amendments with respect to high-

speed craft (relating to the vertical separation of masthead lights); and

Technical details of sound signal appliances (Annex III) - amendments with respect to whistles and bell orgong to cater for small vessels.

1 January May 2002 Amendments to SOLAS - IMDG code

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http://www.imo.org/Conventions/index.asp?topic_id=250http://www.imo.org/Conventions/index.asp?topic_id=250http://www.imo.org/Conventions/mainframe.asp?topic_id=259&doc_id=684http://www.imo.org/Newsroom/mainframe.asp?topic_id=583&doc_id=1852http://www.imo.org/Newsroom/mainframe.asp?topic_id=583&doc_id=1852http://www.imo.org/Newsroom/mainframe.asp?topic_id=583&doc_id=1852http://www.imo.org/Conventions/mainframe.asp?topic_id=255http://www.imo.org/Conventions/mainframe.asp?topic_id=256http://www.imo.org/Conventions/mainframe.asp?topic_id=256http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=660http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=660http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=661http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=661http://www.imo.org/Conventions/mainframe.asp?topic_id=251http://www.imo.org/Conventions/mainframe.asp?topic_id=251http://www.imo.org/Conventions/index.asp?topic_id=250http://www.imo.org/Conventions/mainframe.asp?topic_id=259&doc_id=684http://www.imo.org/Newsroom/mainframe.asp?topic_id=583&doc_id=1852http://www.imo.org/Newsroom/mainframe.asp?topic_id=583&doc_id=1852http://www.imo.org/Conventions/mainframe.asp?topic_id=255http://www.imo.org/Conventions/mainframe.asp?topic_id=256http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=660http://www.imo.org/Conventions/contents.asp?topic_id=256&doc_id=661http://www.imo.org/Conventions/mainframe.asp?topic_id=251

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2004

The amendments to SOLAS VII (Carriage of Dangerous Goods) make the International Maritime Dangerous

Goods Code (IMDG Code) mandatory.

However, the provisions of the following parts of the Code will remain recommendatory:

chapter 1.3 (Training);

chapter 2.1 (Explosives, Introductory Notes 1 to 4 only);

chapter 2.3, section 2.3.3 (Determination of flashpoint only);

chapter 3.2 (columns 15 and 17 of the Dangerous Goods List only);

chapter 3.5 (Transport schedule for Class 7 radioactive material only),

chapter 5.4, section 5.4.5 (Multimodal dangerous goods form), insofar as layout of the form is concerned; chapter 7.3 (Special requirements in the event of an incident and fire precautions involving dangerous goods

only).

In practice, this means that from the legal point of view, the whole of the IMDG Code is made mandatory, but

provisions of recommendatory nature are editorially expressed in the Code (e.g. using the word "should"

instead of "shall") to clarify their status.

The mandatory IMDG Code incorporates certain changes relating to specific products, as well as relevant

elements of the amendments to the UN Recommendations on the Transport of Dangerous Goods, Model

Regulations adapted by the UN Committee of Experts on the Transport of Dangerous Goods at its twenty-first

session in Geneva from 4 to 13 December 2000.

Also other SOLAS amendments:

Updates to Chapter IV - Radio communications The amendments to this chapter relate to changes

following the full implementation of the Global Maritime Distress and Safety System (GMDSS) on 1 February1999, which renders some of the provisions relating to implementation dates in the current chapter IV

superfluous.

The amendments also state that a listening watch on VHF Channel 16 for distress and safety purposes should

continue until 2005.

Carriage requirement for IAMSAR Manual The amendment to Chapter V Safety of Navigation, requires

ships to carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and

Rescue (IAMSAR) Manual.

Amendments to the 1988 Protocol to SOLAS, 1974, relating to updates to the Record of Equipment for the

Passenger Ship Safety Certificate (Form P); Record of Equipment for the Cargo Ship Safety Radio Certificate

(Form R); Record of Equipment for the Cargo Ship Safety Certificate (Form C).1 July 2004 December 2002 amendments to SOLAS - Measures to enhance maritime security

--------- for this read further down-----------

4)International Convention for the Control and Management of Ships' Ballast Waterand SedimentsStudies carried out in several countries have shown that many species of bacteria, plants,and animals can survive in a viable form in the ballast water and sediment carried in ships,even after journeys of several months' duration. Subsequent discharge of ballast water orsediment into the waters of port States may result in the establishment of harmful aquaticorganisms and pathogens which may pose threats to indigenous human, animal and plantlife, and the marine environment. Although other media have been identified as beingresponsible for transferring organisms between geographically separated water bodies,

ballast water discharge from ships appears to have been among the most prominent.The potential for ballast water discharge to cause harm has been recognized not only bythe International Maritime Organization but also by the World Health Organization, which isconcerned about the role of ballast water as a medium for the spreading of epidemicdisease bacteria.Ships' operational proceduresPrecautionary practices

Minimizing uptake of harmful aquatic organisms, pathogens and sediments: When

loading ballast, every effort should be made to avoid the uptake of potentiallyharmful aquatic organisms, pathogens and sediment that may contain suchorganisms. The uptake of ballast water should be minimized or, where practicable,avoided in areas and situations such as:

- areas identified by the port State in connection with advice relating to 8.2.2above;

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- in darkness when bottom-dwelling organisms may rise up in the watercolumn;

- in very shallow water; or- where propellers may stir up sediment.

Removing ballast sediment on a timely basis: Where practicable, routine cleaningof the ballast tank to remove sediments should be carried out in mid-ocean orunder controlled arrangements in port or dry dock, in accordance with theprovisions of the ship's ballast water management plan.

Avoiding unnecessary discharge of ballast water: If it is necessary to take on and

discharge ballast water in the same port to facilitate safe cargo operations, careshould be taken to avoid unnecessary discharge of ballast water that has beentaken up in another port.

Ballast water management options

Ballast water exchange: Near-coastal (including port and estuarine) organisms

released in mid-ocean, and oceanic organisms released in coastal waters, do notgenerally survive. When exchanging ballast at sea, guidance on safety aspects of

ballast water exchange as set out in appendix 2 should be taken into account.Furthermore, the following practices are recommended:

- where practicable, ships should conduct ballast exchange in deep water, inopen ocean and as far as possible from shore. Where this is not possible,requirements developed within regional agreements may be in operation,particularly in areas within 200 nautical miles from shore. All of the ballastwater should be discharged until suction is lost, and stripping pumps oreductors should be used if possible;

- where the flow-through method is employed in open ocean by pumpingballast water into the tank or hold and allowing the water to overflow, atleast three times the tank volume should be pumped through the tank;

- where neither form of open ocean exchange is practicable, ballast

exchange may be accepted by the port State in designated areas;- other ballast exchange options approved by the port State.

Non-release or minimal release of ballast water: In cases where ballast exchange

or other treatment options are not possible, ballast water may be retained in tanksor holds. Should this not be possible, the ship should only discharge the minimumessential amount of ballast water in accordance with port States' contingencystrategies.

Discharge to reception facilities: If reception facilities for ballast water and/or

sediments are provided by a port State, they should, where appropriate, be utilized.Survey & Certification: A Ballast Water Management certificate will be issued for 5 yearsperiod. The survey will be held for checking the certificates & for ballast water record book.

5) Anti foulingThe International Convention on the control of harmful anti-fouling systems on ships wasadopted on 5 October 2001This new IMO convention will prohibit the use of harmful organ tins in anti-fouling paintsused on ships and will establish a mechanism to prevent the potential future use of otherharmful substances in anti-fouling systems. Under the terms of the new Convention,Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag butwhich operate under their authority and all ships that enter a port, shipyard or offshoreterminal of a Party.Ships of above 400 gross tonnage and above engaged in international voyages (excludingfixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey

before the ship is put into service or before the International Anti-fouling System Certificateis issued for the first time; and a survey when the anti-fouling systems are changed orreplaced.

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Cause: Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such asalgae and mollusks attaching themselves to the hull thereby slowing down the ship andincreasing fuel consumption. The new Convention defines anti-fouling systems as acoating, paint, surface treatment, surface or device that is used on a ship to control orprevent attachment of unwanted organisms.In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until

the modern chemicals industry developed effective anti-fouling paints using metalliccompounds.These compounds slowly "leach" into the sea water, killing barnacles and other marine lifethat have attached to the ship. But the studies have shown that these compounds persistin the water, killing sea life, harming the environment and possibly entering the food chain.One of the most effective anti-fouling paints, developed in the 1960s, contains the organtin tributylin (TBT), which produce bio acid & which has been proven to causedeformations in oysters and sex changes in whelks.Remedy: Annex I attached to the Convention and adopted by the Conference states thatby an effective date of 1 January 2003, all ships shall not apply or re-apply organ tinscompounds which act as biocides in anti-fouling systems.By 1 January 2008 (effective date), ships either:

(a) shall not bear such compounds on their hulls or external parts or surfaces; or

(b) shall bear a coating that forms a barrier to such compounds leaching from theunderlying non-compliant anti-fouling systems.

6) ISPS codeISPS Code means International Ship & Port Facilities Security Code. This code is adaptedaftera few incidents of hijacking and acts of terrorism especially in the shipping world. On13th December 2002 the IMO ratified a set of amendments to the 1974 Convention for

Safety of Life at Sea (SOLAS) that will bring into force far-reaching maritime securitylegislation. The adopted amendments aimed at enhancing maritime security on boardships and at ship/port interface areas have allowed for the creation of a new chapter,introducing the International Ship and Port Facilities Security Code (ISPS Code).Theexisting Chapter XI of SOLAS was amended and re-identified as Chapter XI/1 and a newchapter XI/2 was adopted on Special Measures to Enhance Maritime Security.Part A of this code will become mandatory and Part B contains guidance on compliancewith the mandatory requirements.OBJECTIVES:- The objectives of this Code are

i. to establish an international framework involving co-operation betweenContracting Governments, Government Agencies, local administrations and theshipping and Port industries to detect, assess security threats and takepreventive measures against security incidents affecting ships or port facilitiesused in international. trade ;

ii. to establish the respective roles and responsibilities of all these partiesconcerned, at the national and international level, for ensuring maritimesecurity ;

iii. to ensure the early and efficient collation and exchange of security relatedinformation ;

iv. to provide a methodology for security assessments so as to have in placeplans and procedures to react to changing security levels;

v. to ensure confidence that adequate and proportionate maritime securitymeasures are in place;

FUNTIONAL REQUIREMENT:- In order to achieve its objectives, this code embodies anumber of functional requirements. These includes but not limited to

i) Gathering and assessing information with respect to security threats andexchanging such information with appropriate contracting government.

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ii) Requiring the maintenance of communication protocols for ships and portfacilities.

iii) Preventing unauthorized access to ships, port facilities & their restricted areas.iv) Preventing the introduction of unauthorized weapons, inflammable devices or

explosive to ship or port facilities.

v) Providing means for raising alarm in reaction to security threats or securityincidents.

vi) Requiring ship & port facilities security plans based upon securityassessments.

vii) Requiring training, drills, and exercises to ensure familiarity with security plans& procedures.

7)What are the new amendments made to SOLAS in relation with ISPS code?Amendments are:-

Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting ofAutomatic Information Systems (AIS). Ships, other than passenger ships and tankers, of

300 gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fitAIS not later than the first safety equipment survey after 1 July 2004 or by 31 December2004, whichever occurs earlier. Ships fitted with AIS shall maintain AIS in operation at alltimes except where international agreements, rules or standards provide for the protectionof navigational information."

The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has beenre-numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identificationnumbers to be permanently marked in a visible place either on the ship's hull orsuperstructure. Passenger ships should carry the marking on a horizontal surface visiblefrom the air. Ships should also be marked with their ID numbers internally.

And a new regulation XI-1/5 requires ships to be issued with a Continuous SynopsisRecord (CSR) which is intended to provide an on-board record of the history of the ship.The CSR shall be issued by the Administration and shall contain information such as thename of the ship and of the State whose flag the ship is entitled to fly, the date on whichthe ship was registered with that State, the ship's identification number, the port at whichthe ship is registered and the name of the registered owner(s) and their registeredaddress. Any changes shall be recorded in the CSR so as to provide updated and currentinformation together with the history of the changes.

New Chapter XI-2 (Special measures to enhance maritime security)A brand-new Chapter XI-2 (Special measures to enhance maritime security) is added afterthe renumbered Chapter XI-1.

This chapter applies to passenger ships and cargo ships of 500 gross tonnages andupwards, including high speed craft, mobile offshore drilling units and port facilities servingsuch ships engaged on international voyages.

Regulation XI-2/3 of the new chapter enshrines the International Ship and Port FacilitiesSecurity Code (ISPS Code). Part A of this Code will become mandatory and part Bcontains guidance as to how best to comply with the mandatory requirements.

The regulation requires Administrations to set security levels and ensure the provision ofsecurity level information to ships entitled to fly their flag. Prior to entering a port, or whilstin a port, within the territory of a Contracting Government, a ship shall comply with the

requirements for the security level set by that Contracting Government, if that security levelis higher than the security level set by the Administration for that ship.

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Regulation XI-2/4 confirms the role of the Master in exercising his professional judgmentover decisions necessary to maintain the security of the ship. It says he shall not beconstrained by the Company, the chatterer or any other person in this respect. RegulationXI-2/4 confirms the role of the Master in exercising his professional judgment overdecisions necessary to maintain the security of the ship. It says he shall not be constrainedby the Company, the chatterer or any other person in this respect.

Regulation XI-2/5 requires all ships to be provided with a ship security alert system,according to a strict timetable that will see most vessels fitted by 2004 and the remainderby 2006. When activated the ship security alert system shall initiate and transmit a ship-to-shore security alert to a competent authority designated by the Administration, identifyingthe ship, its location and indicating that the security of the ship is under threat or it hasbeen compromised. The system will not raise any alarm on-board the ship. The shipsecurity alert system shall be capable of being activated from the navigation bridge and inat least one other location.

Regulation XI-2/6 covers requirements for port facilities, providing among other things forContracting Governments to ensure that port facility security assessments are carried out

and that port facility security plans are developed, implemented and reviewed inaccordance with the ISPS Code.

8) ISMThe ISM code means the International Management code for the safe operation of theships and for pollution prevention as adopted by the Assembly as may be amended by theOrganization.OBJECTIVE: - The objectives of the code are to ensure the safety at sea, prevention of thehuman injury or loss of life and avoidance of the damage to the environment in particular tothe marine environment & to property.FUCTIONAL REQUIREMENT: - Every company should develop, implement & maintain a

safety management system (SMS) which include the following functional requirement.1. A safety & environment protection policy.2. Instruction & procedures to ensure safe operation of ships and protection of the

environment in compliance with relevant international & flag state legislation.3. Defined levels of authority and lines of communication between & amongst shore &

shipboard personnel.4. Procedures for reporting accidents and non-conformities with the provision of this

code.5. Procedures to prepare for and respond to emergency situation.6. Procedures for internal audits and management reviews.

The Document of Compliance (DOC) is valid for a period of five years. The

validity of the DOC is subjected to annual verification within 3 months before or afterthe anniversary date to confirm effective functioning of the SMS.

The Safety Management Certificate (SMC) is valid for a period of five years. Oneintermediate verification is to be carried out, it should take place between the 2 nd & 3 rd

anniversary date of the issue of the SMC.

9) What are the chapters of SOLAS?Chapter I General Provision.Chapter II/1 Construction Structure, subdivision & stability, machinery & electrical

installations.Chapter II/2 - Construction Fire protection, fire detection & fire extinction.Chapter III Life saving appliances & arrangements.

Chapter IV Radio communication.Chapter V Safety of navigation.Chapter VI Carriage of cargoes.

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Chapter VII Carriage of Dangerous goods.Chapter VIII Nuclear ships.Chapter IX Management for the safe operation of ships.Chapter X Safety measures for high speed craft.Chapter XI/1 Special measures to enhance maritime safety.Chapter XI/2 Special measures to enhance maritime security.

Chapter XII Additional safety measures for bulk carriers.

10) What are the special areas in the world as per MARPOL 73/78?SPECIAL AREASAnnex I of MARPOL 73/78

i) The Mediterranean Sea areaii) The Baltic Sea areaiii) The Black Sea areaiv) The Red Sea areav) The Persian Gulf areavi) The Gulf of Aden area

vii) The Antarctic area [south of 60 S]

viii) The North-west European watersAnnex II of MARPOL 73/78

i) The Baltic Sea areaii) The Black Sea area

iii) The Antarctic area [south of 60 S]Annex V of MARPOL 73/78

i) The Mediterranean Sea areaii) The Baltic Sea areaiii) The Black Sea areaiv) The Red Sea areav) The Persian Gulf areavi) The Gulf of Aden area

vii) The Antarctic area [south of 60

S]viii) The North Sea areaix) The wider Caribbean region (Gulf of Mexico & Carrie bean Sea)

11) How many volumes in new IMDG code? How many classes are there & what arethey?There are two volumes with one supplement in new IMDG code. There are 9 classes givenbelow:-Class 1 - ExplosivesClass 2 - Gases

Class 2.1 - Flammable gasesClass 2.2 - Non-flammable gases

Class 2.3 - Poisonous gasesClass 3 - Flammable liquids

Class 3.1 - Low flashpoint groupClass 3.2 - Intermediate flashpoint groupClass 3.3 - High flashpoint group

Class 4 - Flammable solids or substancesClass 4.1 - Flammable solidsClass 4.2 - Substances liable to spontaneous combustionClass 4.3 - Substances which, in contact with water, emit flammable

gases.Class 5 - Oxidizing substances (agents) and organic peroxides

Class 5.1 - Oxidizing substances (agents)

Class 5.2 - Organic peroxidesClass 6 - Toxic and infectious substances

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Class 6.1 - Toxic substancesClass 6.2 - Infectious substances

Class 7 - Radio active materialsClass 8 - Corrosives SubstancesClass 9 - Miscellaneous dangerous substances and articles.

12) IAMSARIAMSAR means International Aeronautical and Maritime Search And Rescue. The manualcontains 3 volumes. They are:

Volume 1 - Organization & ManagementVolume 2 - Mission Co-ordinationVolume 3 - Mobile Facilities

Among them volume 3 is require for a vessel.

13) What will be you action to rescue the casualties?WHILST PROCEEDING TO A DISTRESS VESSEL TO RESCUE THE SURVIVORS:

Give all possible revolutions; movements will be needed on approach to casualty.

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.

Rig a derrick, crane or davit on each side - preferably mid-ships - well clear

propellers and where the freeboard is least. Attach lifting devices (cargo nets,trays, pallets etc.) to ease recovery of survivors.

If sea and swell state allow it may be possible to use the accommodation ladder to

embark survivors.

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.

Brief operation personnel, OOW, boat coxswain.

At the station have aids such as heaving lines, gantlines, rocket lines, scrambling

nets, pilot ladder and, if possible, pilot hoist, lifebuoys, etc.

Rig guest rope/boat from bow to quarter.

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.

CONDUCTING THE RESCUE: Before carrying out the rescue we must decide whether itis advisable to await day-light before carrying out the rescue; this will depend upon thestate of the wreck and the present and expected weather conditions. Find out the set anddrift of the casualty so, as to know where to lie and how to approach him. Before startingthe operation find from the casualty:How many people are aboard?Is anyone seriously injured?Are there are explosives or dangerous gases?

Is the vessel on f Ire?Can his lifeboats and/or life rafts be used?

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The lee side is chosen because of wave battering, the rescue boat avoids contact withwreck the wreck since the rate of drift may be several knots and/or if the wreck is rollingdamage may develop. Consider picking up survivors using a lifebuoy on two heaving lines- one from the ship and one from the boat.RESCUE FROM LIFE RAFTS: Unless we have been stopped in the water sometime weshould expect the raft to drift faster th

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