Class 1 : explosives

Class 2 : gases compressed, liquefied or dissolved under pressure.

Class 3 : inflammable liquids.

Class 4.1 : inflammable solids.

Class 4.2 : inflammable solids or substances liable to spontaneous combustion.

Class 4.3 : inflammable solids or substances which when in contact with water emit flammable gases.

Class 5.1 : oxidising substances.

Class 5.2 : organic peroxides.

Class 6.1 : poisonous toxic substances.

Class 6.2 : infectious substances.

Class 7 : radio active substances.

Class 8 : corrosives.

Class 9 : miscellaneous dangerous cargo which presto a danger not covered by other classes.

the following requirements shall be complied with-

1. The package must be clearly marked with the correct technical names of goods and an indication must be given with the hazards that could arise during the transportation of the goods.
2. Markings must comply with IMDG.
3. The outer material of the package will survive 3 months immersion and the marking must be durable.
4. If the outer material does not survive 3 months then the inner receptacle which will survive 3 months must be durably marked.
5. If the goods are carried in a container then the unit must have distinctive labels on the external.

1. Shall be in good condition.
2. Of such a character that an interior surface with which the contents may come in contact is not dangerously affected by the substance being conveyed and capable of withstanding the ordinary risk of carriage at sea.
3. Where absorbent or cushioning is being used-

• Capable of minimising the danger to which the liquid may give rise.
• Prevent movement and ensures that the receptacle remains surrounded.
• Absorb liquid in the event of breakage.

1. Receptacles shall have an ullage at the filling temperature sufficient to allow for the highest temperature during the voyage.
2. Cylinders or receptacles under pressure shall have been adequately constructed, tested and correctly filled.
3. Empty receptacles shall be considered as dangerous and be treated as dangerous cargo unless they have been cleaned and dried.

1. Dangerous cargo should be stowed safely appropriately according to the nature of the cargo. Incompatible goods to be separated from one another.
2. Explosives to be stored in magazines and to be kept securely closed at sea. They should be kept far away from electricals.
3. Goods which give dangerous vapours should be stowed in well-ventilated places.
4. Ships carrying inflammable liquids and gases special precautions should be taken against fire and explosion.
5. Substances liable to spontaneous heating should not be carried unless adequate precautions have been taken.

Objectives:

1. Observe safe operation of ships
2. Prevent pollution
3. Prevent loss of life and damage
4. Project environment

• Designated person from compare – DPA designated person ashore
• Master responsible from ship
• Internal audits
• Reports non confirmatives NCR – non conformance report
• Corrective action
• Log all activities
• Have an approved SMS (safety management system)

Standard items:

1. Hull cleaning and surface preparation.
2. Survey of ships bottom (sighting the bottom).
3. Anchors- including ranging and marking, turned end to end.
4. Chain locker- chipping, painting, bitter end and chain locker educting system.
5. Sea v/v and sea chest to be inspected, overhauled and painted.
6. Anodes- location, weight and size.
7. Inspection and overhaul and load test of lifting equipment.
8. Tank, hold and closing appliances to be to be inspected and overhauled.

Repair items:

1. Renewal of piping.
2. Cargo handling equipment.
3. Hatch closing arrangement.
4. Bulkhead leaks.
5. Replacement of ships side rails.
6. Electrical cables.
7. Fire fighting equipment.

Check and consult with the master the following:

1. General arrangement plan.
2. Shell expansion plan.
3. Fire plan.
4. Repair list.
5. Plug plan.
6. Stability data.
7. Cargo plan if docking with cargo- inform shore authorities for shoring and position of shoring required.
8. Rigging plan.
9. Inform dock authorities in plenty of time regarding any projections on the hull.
10. Post docking information if any.

1. Free surface effect in tanks to be removed or reduced.
2. GM to be positive when going to the dry-dock and throughout the critical period. When going out ships constants will change- mud, new plates, etc.
3. Consult dock authorities for required draft and trim. Generally a small trim by stern is required. More the trim the more the critical period.
4. All round sounding of all tanks.

1. Hatches and beams stowed in position.
2. Derricks and cranes stowed in position.
3. Adequate fendering required.
4. FFA ready.
5. Inform head of all departments.
6. Inform c/e to take shore power facilities.
7. Required notices posted.
8. Security- lock up spaces.
9. Rig fenders

1. Time the dock gates open.
2. Time vessel enters the dock (bow and stern).
3. Time dock gates close.
4. Pumping out commenced.
5. Time Lines ashore.
6. Time the vessel touches the blocks.
7. Time all sewn on the blocks forward and aft.
8. Dock draining completed.
9. Time gangway walkable.
10. Vessel certified gas free.
11. Utilities connected.

When coming out:

1. Time when authority to flood certificate has been signed.
2. Time flooding commenced.
3. Time all lines cast off.
4. Time dock gates open.
5. Time vessel clears lock gates forward and aft.

1. Have documentation ready and repair list.
2. Sound all tanks once again.
3. Tank plugs when being removed sight their removal and retained.
4. Close all overboard discharges.
5. 2 means of safe access.
6. Take over facilities from docking master.

1. Toilets.
2. Electric shore connection.
3. Fire line pressurised, fire men on board.
4. Emergency numbers.
5. Bonding wire.
6. Garbage disposal.
7. Gas free certificates.
8. Hotwork permits.

1. Check that all repairs have been done to satisfaction. All departments to also to check.
2. Checks that all plugs removed to be placed back in position and have been visually sighted.
3. Any securing on echo sounder or logs to be removed.
4. Propeller and rudder to be clear of any obstruction.
5. Any loose objects or staging overhanging on ships side to be removed.
6. General check on the anchor- anchor secured and marked.
7. Check that the overboard is clear.
8. I shall be the last person to leave the dock.
9. All soundings to be same as before when the vessel entered the dock.
10. Recalculate stability, trim and +ve GM to be maintained throughout.
11. Go through the checklist- obtain satisfied and written from the master.
12. Sign Authority to Flood Certificate.
13. Flooding stopped before rising the forward to check if overboard valves are not leaking.

1. Sole Piece is the strongest part of the ship.
2. Dragging ship head to centreline is easier.
3. Gradual loss of GM.

1. Cable is ranged and inspected visually for any damage or hairline fractures by hammering each link.
2. If any part of the cable is corroded and worn more than 10% of diameter then it should be renewed.
3. Anchor is changed end to end- all parts of the cable experience equivalent stresses over the years.
4. Remarking of the cable.
5. Overhauling of the bitter end.

To ensure similar stability state at the time of leaving the dock as it was when entering.

1. Good design, construction and of adequate strength for the purpose of which it is intended.
2. Slings to be of good construction.
3. To be used in safe proper manner and safe working load not be exceeded.
4. Persons operating to be competent and experienced authorised by a responsible officer.
5. After 1993 lifting plant to be tested every 5 years.
6. No lifting plant to be used unless it has been tested atleast once every 12 months by chief officer.
7. No plant to be used after installation or repair unless it has been tested then thoroughly examined by a competent person.
8. Each lifting appliance is to be clearly marked with the following-

• SWL
• Means of identification.

1. Each item of the lifting gear is to be clearly marked with SWL.
2. Full account is to be taken of the principles and guidelines in CSWP chapter 17.

Certificate obtained within 28 days of testing and retained on board for a period of 2 years.

Lifting appliance given a static test using a proof load or a dynamometer (static test).

Proof Load: exceeds a SWL by a given percentage or weight to check the safety of a derrick or a crane.

The proof load is to be applied by hoisting movable weights by using the cargo purchase and with the weights in the hoisted position the hoisted position the derricks are to be swung in both directions as far as possible.

Tests on Derricks:

Upto 20 t: SWL + 25% (if less than 15t then dynamometer may be used)

20t – 50t: SWL + 5 t

50t and more: SWL + 10%

1. In any 8 diameter when 10% of the strands are broken.
2. For standing rig (steel wire rope)- 6 X 6 wires per strand.
3. For running rig-

• Flexible steel wire rope- 6 X 12/18/48 wires per strand.

• Extra flexible steel wire rope- 6 X 36 wires per strand.

The extra flexible steel wire rope has a fibre core for lubrication.

Breaking Stress: 20 D² / 500

Safe Working Load: Breaking Stress / 6

Union Purchase SWL: 1/3 SWL of single derrick

Safe Angle Between Runners: 90^o and 120^o occasionally.

1. A test is carried out.
2. The weight and the proof load is known.
3. Lift is a straight lift by a single appliance.
4. Lift is supervised by a competent person.
5. The competent person has given in writing that it is safe to do so.
6. No person is exposed to danger.

1. Certificates and tests together with reports of examination.
2. Certificates and identity number recorded on certificate of loose gear- blocks, shackles, bridle etc.
3. When testing a lifting plant the following are recorded- name and status of competent person, SWL, proof load.
4. Details of regular maintenance, defects and repairs.

1. Position of derricks producing maximum force.
2. Position of guys and preventers to resist maximum forces.
3. Position size and SWL of blocks.
4. Position of inboard and outward booms.
5. Length size and SWL of runner, topping lift, guys and preventers.
6. Maximum angle between runners.
7. Maximum headroom (permissible height of cargo hook above hatch coaming).
8. Position and size of deck eye plates.
9. SWL of shackles.
10. Guidance on maintenance of derricks.
11. Combined diagram showing forces for a load of 1 tonne or the SWL.

Information regarding derrick strength if found- in the Register of Lifting Appliances and Cargo Handling Gear.

1. Ensure vessel provides stable platform (i.e. vessel should be at anchor free from any rolling or pitching).
2. Secure the derrick head in its crutch.
3. Remove and overhaul derrick heel block.
4. Secure a purchase of appropriate SWL on mast or Samson Post and to the derrick.
5. A direct lift can be obtained over the derrick heel by unshipping the derrick topping block and securing the purchase by a strap to the derrick heel.
6. Withdraw horizontal and vertical bolts and nuts and recondition them.
7. Unship the derrick and secure in its temporary crutch.
8. Clean all parts and check for- wear and tear, hairline fractures, and particular attention to the bolts.
9. All parts to be properly lubricated and reassemble the goose neck area to its operational condition.
10. Make relevant entries in ``Register of ship Lifting Appliances and Cargo Gear``.

1. A competent person to examine all gears.
2. Any test involving proof load.
3. Every 12 months thorough examination which includes- dismantling of all loose gear and hidden parts as judged necessary to arrive at a reliable conclusion as safety of plant is examined.
4. Certificate numbers.
5. Examination performed e.g. initial, yearly, 5 yearly, if any repairs or damage etc.
6. Declaration of competent person to be signed and dated.
7. Remarks to be signed and dated.

Competent person: someone over 18 years in age possessing practical and theoretical knowledge and actual experience of the type of plant being examined. His job will be to discover any defects or weakness and assess their importance in relation to strength, stability, and function of the equipment.

1. Check swivel head and sheeve (also check grooves on sheeve for wear down) for free movement.
2. Examine side plate for distortion or buckling.
3. Check axil pin- ensure no play and check thread of pin.
4. Check split pin and distance piece.
5. Oil surface of blocks.
6. Do not paint grease nipples and statutory markings.

1. Weekly: grease nipples on whinches, blocks, derricks cranes.
2. 3 months: auxiliary equipment (chains, rings, hooks, swivels, blocks and shackles).
3. 6 months: a thorough overall check of the above equipment.

• Grease nipples checked.
• Derrick: stripped and all auxiliary equipment gear taken apart examined greased and reassembled.
• Whinches to be overhauled with engineer.
• Location and identification number of each item complying with the rigging plan.
• Amend the rigging plan if any part of the gear has been replaced.
• Each item to have a certificate.

1. 12 months: derust, paint and overhaul derrick gooseneck.
2. All gear should be inspected before use.

1. Stability-

• ensure stability if the vessel is adequate and maximum heel is acceptable.
• Eliminate FSE.
• Large GM available since rise in G is going to occur.

1. Rid extra mast stays as necessary.
2. Check condition of derrick and gear before use (all moving parts to be freely rotating).
3. Rig fenders.
4. Gangway up.
5. Moorings taut (men standby in case of an emergency).
6. Cast off all barges.
7. Unauthorised personnel sent ashore. Inform head of all departments before lift commences.
8. Check ships data to ensure deck is strong enough to support load (Deck Load Capacity Plan).
9. Clear area of deck where load is to be placed and adequate dunnage to be placed to spread load evenly.
10. Whinch driver competent.
11. One person at all times giving directions.
12. Put winches in double gear.
13. Set strong steam guys before lifting. Secure steadying lines at ends of the load.
14. Lateral drag- simultaneously slacken on topping lift and runner wire to keep plumbline intact. Derrick to be plumb over the weight at all times.

1. Consult rigging plan, register of ship lifting appliances and cargo handling gear, deck capacity plan, stability information booklet.
2. Rig derrick correctly.
3. Bring in surveyor.

Practically speaking no. Due allowance is to be made for other parts of the lifting gear- slings, shackles is also to be taken into account.

M- Notices: merchant ship notices which are published by the MCA and recommendations contained in it should be complied with. It is a method by which the MCA promulgates information, which is quickly brought to the attention of seafarers, management and those associated with the industry.

They are divided into three categories:

Merchant Shipping Notices (white coloured): convey mandatory information that must be complied with under UK law. In otherwards they explain and amplify statutory requirements.

Marine Guidance Notices (blue coloured): SOLAS, MARPOL, etc.

Marine Information Notes (green coloured): administrative information aimed at training establishments.

Each notice will be affixed as follows: (M): for merchant ships

(F): for fishing vessels

(M+F): for merchant ships and fishing vessels

Every oil tanker of 150 grt and above and every vessel of 400 grt and above other than a tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations).

Every oil tanker of 150 grt and above shall also be provided with Oil Record Book Part II (Cargo / Ballast Operations).

Entries: Any movement of oil in and out of the vessel and internal shifting of oil.

1. ballasting or cleaning of fuel tanks.
2. discharge of ballast or water from fuel oil tanks, which have been ballasted or cleaned.
3. disposal of oil residues.
4. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery space.
5. Bunkering operations.

1. loading of oil cargo.
2. discharging of oil.
3. internal transfer of oil during the voyage.
4. ballasting of cargo tanks and dedicated clean ballast tanks.
5. cleaning of cargo tanks including crude oil washing.
6. discharge of ballast except from segregated ballast tanks.
7. discharge of water from slop tanks.
8. closing of all applicable valves or similar device after slop tank discharge operations.
9. closing of v/v necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations.

Any discharge of oil into the sea is prohibited except when the following conditions are satisfied-

1. tanker is not within a special area.
2. tanker is more than 50 nm from the nearest land.
3. tanker is proceeding enroute.
4. instantaneous discharge of oil content does not exceed 30 ltrs / nautical mile.
5. total quantity of oil discharged into the sea does not exceed-

• 1/ 15,000 of the total quantity of the particular cargo of which the residue formed a part (for existing tankers).

• 1/30,000 of the total quantity of the particular cargo of which the residue formed a part (for new tankers).

1. the tanker has in operation an oil discharge monitoring equipment and slop tank arrangement.

For a ship of 400 grt and above other than an oil tanker and from machinery space bilges excluding cargo p/p room bilges of an oil tanker unless mixed with oil cargo residue-

1. The ship is not within a special area.
2. The ship is more than 12 nautical miles away from the nearest land.
3. The ship is proceeding enroute.
4. The oil content of the affluent is less than 15ppm.
5. The ship has an an oil discharging monitoring and controlling system, oily water separating equipment, oil filtering equipment or any other installation as required by regulation.

1. every vessel of 12m or more in length shall display placards informing the crew and passengers of the disposal requirements of garbage.
2. every ship of 400grt and above certified to carry 15 passengers or more shall carry a garbage management plan and a garbage record book.
3. v/l`s which are exempted-

• A vessel certified to carry 15 passengers or more if engaged in a voyage of one hour or less.

• fixed or floating offshore installations.

1. designated person who is incharge of carrying out the plan.
2. procedures for collecting, processing, stowing and disposing the garbage.

1. Antarctic
2. Baltic Sea
3. Black Sea
4. Mediterranean Sea
5. North Sea
6. Persian Gulf
7. Red Sea
8. Wider Caribbean

1. Plastics.
2. Floating dunnage, lining and packing material.
3. Ground down paper products, rags, glass, metals bottles and crockery.
4. Paper products, rags, glass, metal bottles, crockery.
5. Food waste.
6. Incinerator Ash.

1. when garbage is discharged into the sea, reception facilities ashore or other vessels.
2. when garbage is incinerated.
3. accidental or other exceptional discharge of garbage.

• time of occurrence.

• port or position of vessel at the time of occurrence.

• category of garbage and estimated amount in m³.

• reason of disposal and remarks.

1. no plastics.
2. floating materials- more than 25 nautical miles.
3. food, crockery, bottles, rags, meals, cans etc- more than 12 nautical miles.
4. food crockery etc comminuted- more than 3 nautical miles.

1. food wastes- more than 12 nautical miles.
2. in wider Caribbean region food wastes comminuted- more than 3 nautical miles.

Every non-tanker of 400 grt or above and every tanker of 150 grt and above must have SOPEP on board in the form of a manual. The plan should consist of the following:

1. The procedure to be followed by master or another person having charge of the ship to report an oil pollution incident.

• If discharge exceeds MARPOL limits.
• Discharge to save life or property.
• Discharge resulting from damage.
• Threat or probability of discharge.

• By quickest available means to coastal radio station, designated ship movement reporting system or RCC at sea.
• By quickest available means to local authorities in port.

• Initial report.
• Follow up report.
• Cargo / ballast bunker disposition.
• Characteristics of oil spilled.
• Slick movement.
• Weather and sea conditions.

1. List of authorities to be contacted in the event of an oil spill.

• Nearest coast station.
• Harbour and terminal authorities.
• Ship owners / managers / P & I authorities.

• Immediate action to preserve life and property.
• Immediate action to prevent escalation of the incident.
• Damage assessment procedures.

• Preventive measures and procedures.
• Actions in the event of-

• Pipeline leakage.
• Tank overflow.
• Hull leakage.

1. The procedures and point of contact on the ship for co-ordinating ship board action with national and local authorities in combating the pollution.

• Action required initiating response.
• Ships responsibility regarding monitoring clean up activities.
• Assistance that can be provided by the ship.
• Details of any materials carried on board to assist the cleaning on deck spills.
• Details of oil spill response arrangement and policies.
• Guidance on record keeping and sampling procedures.

1. List plans and drawings.

• Company organisational charts.
• List of key contacts-

• Company.
• P & I club and correspondents.
• Agents.

• Ships particulars.
• General arrangement plan.
• Table of tank capacities.
• Piping and pumping plan.
• Bunker disposition.
• Mid ship section plan.
• Plan indicating frame spacing.
• Damage stability data.
• Cargo stowage plan.
• Cargo certificates of quality.
• List and disposition of shipboard clean up material.
• Record of shipboard oil pollution emergency drills.

The points that are mentioned in bold, he should not go into details.

1. Check that access and openings in superstructure are in good condition-

• Dogs, clamps and hinges to be free and well greased.

• Gaskets and watertight openings to be free of cracks.

• Doors should be able to be opened from both sides.

1. Machinery space openings to be checked on exposed weather deck.
2. Cargo hatches-

• Hatches and access to be weather tight.
• Portable wooden hatch covers to be in good condition- tarpaulins in good conditions and atleast 2 provided for each hatch cover.

1. Ventilators- opening and closing arrangement to be free.
2. Air pipes- opening and closing arrangement to be functioning freely.
3. Free ports in good condition.
4. Manholes and flush scuttles- watertight.
5. Check efficiency securing of portable beams.
6. Guard rails and bulwark to be of satisfactory, lifelines to be rigged.
7. Below the freeboard deck check- cargo ports, side scuttles and openings to have must have efficient internal watertight dead lights.
8. Non return and overboard valves functioning properly.

Life saving appliances:

1. Lifeboat-

• Stores and equipment.

• Particular attention to bottom boards and buoyancy material.

• Thwarts free of cracks.

1. Overhaul and grease which davits and blocks. Falls to be renewed or turned end to end. Repaint markings on the lifeboat.
2. When boats are in water run the boats ahead and astern.
3. Inflatable liferafts to be serviced within the last 12 months.
4. Lifebuoys- si lights, grab lines, markings well painted.
5. Lifejackets- lights, whistles and markings.
6. Pyrotechnics- expiry dates.

Fire Fighting appliances:

1. Fire control plans legible.
2. Check fire hoses, nozzles and applicators in good condition.
3. Test emergency fire pump.
4. Overhaul all extinguishers.
5. Test and overhaul fixed fire equipment system.
6. Check breathing apparatus and firemans suit.
7. Check fire and smoke detection system.

Other checks:

1. Emergency lighting system.
2. Check closing arrangements for- ventilators, skylits, doors and funnel.
3. Check navigational equipment.
4. Check pilot ladders and pilot hoists.

In general all checks to be carried out as per the record of inspection form at the back of the SEQ certificate.

1. NUC lights.
2. V/l on hand steering.
3. Inform master.
4. Bring vessel head to wind.
5. Increase weights forward by filling up the forepeak and consider walking back anchor upto 4 to 5 shackles. This will increase the weight forward considering the pivot point of the vessel to shift forward resulting a sailing effect.
6. To reduce the rolling-

• Winging out weights- increases the rolling period.
• Reduce GM by ballasting TST`s.

1. Helm hard over on the side which the man has fallen.
2. Release lifebuoy with smoke signal. If possible release the SART.
3. Press GPS MOB button.
4. Sound emergency alarm.
5. Main engines for immediate manoeuvring.
6. Inform master.
7. Post lookouts.
8. Sound emergency signal ``O`` on fog signal. Broadcast by VHF to all vessels in the vicinity. Hoist ICS flag ``O``.
9. Turn out rescue boat- muster crew and standby.
10. Continuos monitoring of vessels position on chart.
11. Update weather reports.
12. Log book entries.

1. Stop engines and obtain an assessment of the situation. It may be prudent to maintain a few revolutions in the engines to avoid the other vessel form flooding and consequent sinking when both vessels are separating.
2. Sound emergency alarm.
3. Switch on deck lights and NUC lights.
4. Inform master. Inform engine room and all departments.
5. Broadcast message to all ships in the vicinity.
6. Carry out head count and damage assessment.
7. Muster damage control parties and detail duties.
8. Order bilge pumps and ballast pumps to start pumping out effected area.
9. Shut all watertight doors and fire doors.
10. Communication officer- standby to obtain weather report. Navigational officer to update vessels position and assist master as required.
11. Prepare survival craft for immediate launching if situation demands.

1. Internal sounding of all tanks- check watertight integrity.
2. Machinery space wet or dry.
3. Head count- check for casualties.
4. Investigate pollution possibilities.
5. Will consider ballasting to bring damaged portion above waterline.

1. Standby to render assistance.
2. Exchange information with master of other information-

• General particulars of other vessel.

• Port of departure.

• Port of destination.

1. Report accident to Marine Accident Investigation Bereau (MAIB).
2. Make entries in official log book.

1. Stop engines.
2. Sound emergency alarm.
3. Display aground lights and switch on deck lights.
4. Inform master and all departments.
5. Broadcast warning message to all vessels in the vicinity and continuos VHF watch maintained.
6. Position on chart investigated and safe port options investigated.

Chief officers duties:

1. Extent and position of damage.
2. Head count- casualties.
3. Check watertight integrity of hull- internal and external soundings. After soundings have been made air pipes and sounding pipes to be well secured. This will prevent oil pollution and water pressure causing the oil to rise upwards.
4. Condition of machinery wet or dry.
5. Shut all watertight doors and fire doors.
6. Obtain damage reports from all departments.
7. Refer to vessels damage stability information.
8. Damage control party mustered and reduce the ingress of water.
9. Consider the possibility of fire or oil pollution hazards.
10. Determine nature of bottom. Determine time of next high water.
11. Lifeboat ready and swung out. LSA / FFA equipment standby.
12. Appropriate entries made in logbook.

I will call for an underwater survey.

Is defined as taking the ground intentionally as occurs for 2 reasons-

• To prevent the loss of the vessel when damaged below the waterline.
• When it is the intention to refloat after watertight integrity has been restored.

1. Take on full ballast before beaching.
2. Consider bow first if bow damaged and stern first if stern damaged at about 90 ^o to the tide.
3. Consider letting go the weather anchor first, this would prevent the vessel from slewing parallel to the beach.
4. Should the vessel be damaged stern then stern first approach would be desirable. In this case it could be made in the form of a Mediterranean Moor, letting go both anchors which may be used to heave the vessel of when the time comes.
5. Anti slew wires to be used in conjunction with the anchor.
6. Make internal and external soundings after beaching.

1. Master to be informed at all times.
2. Calculate times of immediate high water.
3. Consider reducing weights on board- deballasting and jettison as last option.
4. Damage stability.
5. Consider dropping an anchor to prevent a damaged ship from sliding into deeper waters.
6. Tug to standby at all times when refloating.

1. Plug all scuppers.
2. Repair damage and leaking areas.
3. Pump out surplus to barges or other vessels or transfer to other tanks internally.
4. Organise oil pollution barrier and chemical dispersants.
5. Consider listing or trimming vessel to bring damaged portion over water line.

1. Verify vessels position and consider re routing.
2. Update weather report and plot storm movement.
3. Stability- avoid slack tanks and minimise FSE.
4. Warn all departments.
5. Rig lifelines forward and aft.
6. Check cargo lashing.
7. Close all deck ventilation.
8. Anchors to be well secured- spurling pipe cemented, break tight, bow stopper well secured and additional lashing at the hawse pipe.
9. All derricks and cranes secured.
10. Check that accommodation ladder has been well secured.
11. Clear deck of surplus gear.
12. Secure bridge against heavy rolling and pitching.
13. Slacken halyards and remove awnings.
14. Establish heavy weather work routine-reduce manpower on deck.
15. Obtain and update weather reports continuously. Update position.
16. Reduce speed to prevent pounding and engage manual steering in ample time.
17. Revise e.t.a.
18. Make relevant log entries.

1. Do not secure any line passed down.
2. Do not touch whinchman, stretcher, hook or wire until earthed.
3. Do not fire rockets or line throwing apparatus.
4. Do not direct strong light towards chopper.
5. No radio communication during radio operations.
6. Avoid wasting time as fuel is expensive.

1. Alter course towards rendezvous position.
2. Prepare deck reception.
3. Continuos communication with chopper.
4. Display r.a.m. lights.
5. Continuously monitor own ships position and other vessels in the vicinity.

1. Display wind indicator.
2. V/l on manual steering.
3. Course altered to pilot’s instructions.
4. Maintain maximum manoeuvring speed.
5. Clear of all navigational obstructions and maintain adequate sea room.
6. Log all events.

This operation is employed when there is-

• Exposed rigging.
• Rough seas.
• Numerous persons.

1. Aircraft will establish a high hover position clear of all obstructions.
2. Weighted heaving line is passed down towards the vessel.
3. Hoist wire will then be lowered down once deck crew have got hold of weighted heaving line.
4. Chopper will then traverse backwards to gain visual contact.
5. Aircrew man descends and deck crew to heave on heaving line.
6. Aircraft maintains station, aircrewman organises double hoist transfer for vessel.

1. Display windsock.
2. Ensure all rigging and obstructions, loose objects about the helicopter landing area is clear. Loose objects could come in contact with the rotor blades.
3. Deck party correctly dressed and well equipped- wearing brightly colour waistcoats and protective helmets.
4. Communication between chopper, deck and bridge.
5. Fireman standby fully equipped.
6. Fire p/p running with adequate pressure on deck.
7. Fire hoses, extinguishers, foam monitors and portable foam applicators ready. Foam applicator nozzles pointing towards landing area.
8. The following to be standby-

• Large axe.
• Crowbar.
• Wire cutter
• Red emergency signal torch.
• Marshalling battons at night.
• First aid equipment.

1. Rescue party detailed, manoverboard rescue boat ready for lowering.
2. Static hook hander is properly equipped- helmet, rubber gloves, and rubber soled shoes.
3. At night if operating adequate light available without blinding chopper.
4. Display proper lights or shapes.
5. Clear access to and from operational area.

Additionally requirements for tankers:

1. Ships with i.g. system- have pressure released from tanks within 30` of commencement of chopper operations and pressure released to slightly positive.
2. Tank openings closed.

Additional requirements for bulk carriers:

1. Surface ventilation ceased.
2. Hatch openings fully battened down.

Additional requirements for gas carriers:

1. Avoid vapour emissions on deck.

1. Prepare hospital.
2. Plot rendezvous position and continue updating target position. Highlight navigational dangers.
3. Radar on long range scanning and systematic plotting of targets detected.
4. Communication officer standby.
5. V/l on manoeuvring speed and manual steering.
6. Post extra lookouts as high as possible.
7. Pass own details with relevant search and rescue operation update to RCC.
8. Prepare rescue boat and emergency crew.
9. Obtain weather reports.
10. Maintain internal and external position.
11. Rig guest wrap (a rope that extends from forward to aft).
12. Advice owners agents and reschedule e.t.a.

1. Rig a good strong rope from bow to quarter (guest wrap).
2. Rig derrick on each side with platform cargo sling ready to help injured or helpless survivors out of water.
3. Rig fenders on each side- to bring lifeboats safely alongside.
4. Get rescue boat ready and crew standby, keep liferaft ready but do not inflate.
5. Check rescue boat equipment.
6. Proper communication between rescue boat and vessel.
7. Medical party and first aid party standby.
8. Ships signalling equipment and LTA standby.

1. Post extra lookouts.
2. Reduced speed and manual steering employed.
3. Continuos radar watch.
4. Get in touch with RCC and follow instructions.
5. Make own vessel visible to survivors- at night signalling lamp and by day black smoke or use ships whistle.
6. Do not dump anything overboard- this may confuse the survivors.

1. On board communication equipment.
2. Whether doctor or trained medical staff on board.
3. Hospital and casualty treatment facilities.
4. Vessels characteristics- freeboard, speed manoeuvrability ETA.

1. Type of object being searched.
2. Meteorological visibility.
3. Track spacing may be decreased to increase the probability of detection or decreased to increase the area covered in a given time.
4. Sea condition.
5. Time of day.
6. Effectiveness of observers.

1. Ships name and call sign.
2. Complement.
3. Whether other survivors are still in the vicinity.
4. Casualties- names.

1. Putting own vessel, crew or passengers in danger.
2. Bunker capacity does not permit.
3. Weather conditions are unfavourable.
4. Loadline zone does not permit.
5. When it is not practical to do so.

1. Ask engine room for deck and windlass power.
2. Anchor party standby.
3. Checks to be made-

• Windlass oil, bottle screw, fair lead, capstan, bitter end and chain locker.
• All moving parts and gears on the windlass are well greased.
• Anchor lashings at hawse pipe and cement at spurling pipe is clear.
• Before switching on the windlass power ensure that the anchor breaks are tight and bow stopper is well secured and windlass is not in gear.
• Check overside is clear and anchor sighted.
• Anchor lights and shapes available.
• When taking in anchor deck water.

1. Switch on windlass. Put windlass in gear, slacken on break and take slight weight on the bow stopper.
2. Clear away the bow stopper.
3. Lower away the anchor under power and leave the anchor hanging about 1m above water level.
4. Tighten breaks and disengage windlass from gear.
5. Inform bridge anchor is ready for letting go.

1. Do not let go anchor.
2. The anchor is then walked back all the way to the seabed.
3. As the vessel drops astern the cable will grow. The officer on watch should be aware of the amount of cable being paid out so that too much cable is not paid out till the bitter end.
4. Chief officer should be aware of the windlass capacity when picking up the anchor- amount of cable paid out plus the weight of the anchor.

Letting go is not prohibited because:

1. Control could be lost due to excessive weight on the cable, thereby resulting in loss of anchor and cable making the vessel unseaworthy.
2. Possibility of serious damage or injury.

Drop astern to shallower waters thus relieving the weight of the chain on the windlass, then bring up the anchor.

Bring the anchor up using the derrick.

1. Inform master.
2. Sound 5 or more rapid blasts on the whistle.
3. Call on VHF- station identification.
4. Engines to be ready for immediate manoeuvring.
5. Anchor party standby.
6. Pay out more cable. Go ahead and steam over own cable.
7. Provide the vessel with a sheer with a hard over action.
8. Make relevant entries in logbook.

1. Makers name or initials.
2. Progressive number.
3. Weight.
4. Number of certificate.

1. Type of anchor.
2. Weight excluding stock in KGs.
3. Weight of stock and head.
4. Length of shank and arm in mm.
5. Diameter of trend.
6. Proof load applied in tonnes.
7. Identification of proving house, official mark and government mark.
8. Number of test certificate.
9. Year of licence.
10. Number and date of drop test.

1. Less than 12.5 mm cables to be tested.
2. Three links are taken from each length (27.5 m) for a tensile breaking test.
3. If this is successful then the total length of the cable will be subjected to a tensile proof test.

Read clearing a foul hawse and tests on anchors form House.

1. Remove lead pellet by using a punch and a drift.
2. Remove spile pin.
3. The stud can be extracted and then 2 halves of the shackle will be separated by means a top swage obtained from the manufacturer.

• All ships to be provided with main and auxiliary steering gear, independent from each other.

• Test is within 12 hours of departure.
• Emergency steering drills once every 3 months.

Construction-

1. A mechanical powered winch with brake.
2. Two separate falls.
3. A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a short length of pilot ladder which enables a person to board from or disembark a launch.

• Hand operating gear in emergencies.
• Safety limit switch.
• Emergency stops (capable to be operated by person in the hoist)
• Speed of hoist 15 – 30 meter’s / minute.
• Hoist securely attached to ships structure not side rails.
• Falls long enough to do the job and still have 3 times on the drum.

Ladder section –

1. Rigid part – 2.5 meters long.
2. Non skid steps for safe access and safe hand holds
3. Spreader with rollers fitted at lower end to roll freely on shipside.
4. Flexible lower part must be 8" steps long.

• New hoists subjected to over load test of 2.2 times the working load.
• Operating test of 10 % over load.
• Every 6 months regular test rigging and inspection which includes a load test of 150 KGs.
• Entry in ships official log book.

Length < 100: min no of life buoys = 8

Requirements:

1. Outer diameter not more than 800 mm
2. Inner diameter not less than 400 mm
3. Constructed of buoyant material.
4. Mass not less than 2.5 KGs ( MOB not less than 4 KGs )
5. Support 14.5 kg of iron for 24 hours in fresh water.
6. Withstand a drop into water from a stowage position to waterline in light condition or 30 meter whichever is greater.
7. Fitted with a grab line not less than 9.5 mm in diameter. Grab line secured at 4 equidistant points. Length not less than 4 times the outside diameter.

• Painted international orange / highly visible colour.
• Readily available on both sides of vessel. At least one at stern. No permanent securing.
• At least one buoy on each side fitted with buoyant life line ( 2 x stow height or 30 meter)
• At least ½ the no of life buoys with SI lights ( 2 hours )
• At least 2 with smoke floats ( 15 minutes )
• Marked in roman - name and port of registry.

Requirements –

1. One for every person on board + 25 % extra.
2. Fitted with retro reflective tape + life jacket lights ( visibility 1 mile )
3. For children 10 % of the no of passengers on board

Construction –

1. Correctly donning within 1 minute.
2. Capable of wearing inside out
3. Can jump from a height of 4.5 meters into water
4. Turn the body of an unconscious person in 5 sec’s
5. Lifts the mouth 128 mm clear of the water
6. Fitted with a whistle
7. Buoyancy not reduced by more than 5 % after 24 hour immersion in fresh water

Requirements –

1. Unpacked + donned within 2 minutes
2. Permit the wearer to climb up and down a vertical ladder at least 5 meter in length
3. Jump from a height of 4.5 meter into the water
4. Cover the whole body with exception of face.
5. Core temperature does not fall more than 2° C after a period of 6 hours in water of temperature 0° - 2° C
6. Turn the wearer face up in 5 seconds.

• Provided for every person assigned to crew rescue boat.
• Cargo ships for each life boat at least 3 suits or if necessary 1 for each person on board
• TPA for persons on board not provided for by immersion suits.
• Immersion suits and TPA not required if ---

1. Vessel had total enclosed life boats for 100 % of compliment on each side
2. Free fall life boat for 100 % of compliment
3. Engaged in warm climates
4. If vessel less than 85 meters than davit launched life rafts required 100 % of compliment

• Turned end for end at intervals not more than 30 months ( 2 ½ years )
• Renewed not more than 5 years unless required earlier.

Weekly inspections :

• All survival craft, rescue boats and launching appliances inspected visually
• Engines of life boats and rescue boats run ahead and astern for not less than 3 minutes
• General emergency alarm ( if not done daily )

Monthly inspections:

• All LSA, lifeboats and rescue boat equipment using checklist provided.
• Report logged

Confidential Page 45 30/10/02

Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)

• Every 12 months can be extended for additional 5 months but not more.
• Disposable HRU’s ( HAMAR) 2 years life cycle.

1. Dimensions
2. Capacity
3. Name and port of registry of vessel on each side of bow
4. Lifeboat number on each side of bow and also on top of boat to identify from air.
5. Retro reflective tape all round at intervals of 12"

All ships (validity of certificates):

1. Certificate of registry: 5 years
2. International loadline certificate: 5 years
3. Intact stability: life long
4. International tonnage certificate: life long
5. Deratting or de-ratting exemption certificate: 6 months
6. Oil record book: to be kept on board for 3 years
7. Cargo ship safety construction certificate: 5 years
8. Cargo ship equipment certificate: 2 years
9. Cargo ship safety radio certificate: 1 year
10. D.O.C. with for ships carrying dangerous cargo: 5 years

For passenger ships: including no 1 to no 10 and also

Passenger ship safety certificate: 1 year

For ships carrying liquid cargo in bulk: including no 1 to 12 and also

1. International oil pollution prevention certificate for the carriage of noxious liquids in bulk (NLS certificate) validity: 5 years
2. Cargo record book validity: kept for 3 years
3. Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk validity: 5 years
4. Grain stability booklet for grain carriers (document of authorisation for grain carriage)
5. International oil pollution prevention (IOPP) 5 yrs
6. Certificate of insurance of other financial security in respect of civil liability for oil pollution (CLC)
7. Noise survey report
8. Ship board oil pollution emergency plan ( SOPEP) vessels response to pollution prevention (VRPP)
9. For oil tankers equal to or more than 100 GRT
10. Other ships equal to or more than 400 GRT

Under ISM Code:

1. Document of compliance issued for every company complying with the ISM code copy of certificate to be held on ship
2. Safety management certificate issued for every ship complying with ISM ( also company must comply = DOC)