CHIEF MATE ORALS- FUNCTION 3

(PREPARED BY: ALFIN FRANCIS)

REFERENCE:

PAWAN NOTES (MMD EXAM APP)

ORAL EXAM MMD PREP (YOUTUBE CH)

SOLAS

GOOGLE
EEDI- It is the measure of amount of CO2 emitted by the ship per capacity mile.

EEDI= CO2 emitted/ (DWT x Dist) (gms/ t.nm)

SF- 2 external parallel forces, in opposite directions, causing any part of a structure to
break.

BM- Amount of bending to ships hull due to external forces.

Various plans on ship ?

GA plan

 profile view, plan view and cross section

 Basic data such as length, breadth, Draft

 location and arrangement of bhds, superstructure, winches, loading gear, bow

thruster, life boats

Capacity plan

 Profile view, plan view

 Cubic capacity of all cargo spaces, stores, DB, fuel oil tanks etc

 COG of all cargo spaces, stores, DB, fuel oil tanks etc

 Deadweight capacity on winter, summer and tropical loadline.

 Loadline marks with a position of deck line, placed alongside DWT and displacement
scale

Pumping and piping plan

 Cargo system, ballast system, bunkering system

 bilge system, fire/foam line arrangement, foam system

 for tanker- Tank cleaning, gas freeing, IG, ODMCS system

 air vent and sounding pipe arrangement

 working temp and test pressure

 dia, thickness, material of pipes and v/vs

  manifold ht, distance

 list of reducers, U piece, Y piece etc

Mooring plan

 Location of rollers, bits, winch, windlass, bollard, fire wire, fairlead

 Distance of bollards, rollers from each other and ship structure

 Principal particulars

Docking Plan

 Profile view, plan view

 Location of bottom plug

 Location of E/sounder, speed log transducer

 Sea chest ( E/ R, Ballast, Emcy)

Shell expansion plan

 It is a 2D drawing of 3D surface of ships hull (we get “painting area” also)

 It gives Plate Thickness and material used

 It is used during repair or in case of damage to identify the plates, type of material.

Strakes- Continuous F/A line of plates.

The numbering is ‘0’ at Aft perpendicular. Plates fwd of this is numbered positive and aft of
this is numbered negative.

In athwardship direction plate are named A, B, C etc after keel plate(Letter I is not used to
avoid confusion with 1).
The name of a plate is a combination of F/A number and P/S letter.

Garboard Strake- Strakes next to keel on either side.

Sheer strake- Uppermost strake n both sides near to upper deck.

Stealer Plates-
The girth of the ship reduces toward the ends. So, width of plates to be reduced in these
places.
To avoid making narrow plates, 2 strakes fused and name of lower plate is given.
LSA/ FFA plan

 Location of all LSA items

 Location of all FFA items

 Quantity of each LSA and FFA item on ship

 Plan view of each deck with Location of LSA and FFA item

As per STCW sec A II/2 para 3

Master has ultimate responsibility for the safety of the ship, crew and cargo and for
protection of marine environment against pollution by the ship,
and the chief mate shall be in a position to assume that responsibility at any time.

Thus the mate is 2nd in command to the Master.

3 levels of responsibility as per STCW ?

Management level

operational level

Support level

Duties of Mate as per STCW A-II/2 ?

Compliance with legislative requirement

Plan safe loading, unloading, carriage

control trim, stability and stress
maintain safety, security of ship

Plan voyage
determine position
establish wk arrangement
Respond to navigational emergency
Develop emergency and damage control plans
Coordinate SAR
Manoeuvre and handle ship in all conditions

Organise and manage crew

Organise and manage medical care onboard
STCW ch- 7 Alternate certification ?

To gain STCW certificates, there is traditional and alternate method.

The standards are same in both. The difference is in the number of functions that one can
perform onboard.

In traditional method, seafarers will work in same department their entire career.

Purpose of alternate certification is to open u a new career path for seafarers and to allow for
shipboard organisation to be in line with modern technological developments.

Ship owners are not allowed to use alternate certification to reduce number of crew.

STCW rest hours ?

10 hrs rest in any 24hrs and 77 hrs in any 7day.

Rest hrs may be divided into not> 2 period and one of which shall 6hrs.

Interval b/w consecutive rest not> 14hrs.

Drills to be conducted such as they cause minimum disturbance to rest hrs and does not
induce fatigue.

Watch schedule posted.

When a seafarer is on call, he shall have adequate compensatory rest hrs if his rest hrs are
disturbed.

A record of rest shall be maintained daily in standardized format and seafarer shall be given
a monthly copy endorsed by master.

Master can suspend rest hours where immediate duty is required for safety of ship, person,
or cargo or for giving assistance to ship or persons in distress at sea, until normal condition
is restored and later on provide with adequate rest.

After taking permission from flag, rest can be reduced to 70hrs in any 7 day period for not> 2
consecutive weeks.(after this next 4 weeks to be 77 hrs in any 7 days period)

Hrs of rest may be divided into not more than 3 period, one of which shall be at least 6hrs
and other 2 of at least 1hr in length for 2 days in any 7 days period.
STCW 2010 amendments ?

Security- Mandatory training and certification (SSO)

Drug & Alcohol- Revised (not> 0.05% or 0.25 mg/l)

Rest hrs- Revised

Medical fitness- Additional standards and requirements. Common medical standards.

Leadership, teamwork and managerial skill related to New competency requirements

DP system- New training Guidance for personnel

ETO- New training and certification.

E learning- modern training methodology, distance learning and web based learning.

STCW revalidation every 5 yr.

ECDIS- Training requirements.

Tanker- New training req for oil, che, gas tanker training.

Polar- New training Guidance for personnel

Fraud- Improved measures to prevent COC fraud.

KN Curves- Cross curves of stability

These are set of curves of KN values plotted against a scale of displacement for various
angle of heel.

GZ Curves- Statical stability curve

This is created by plotting GZ values against a scale of heel for a particular displacement
and KG.

GZ- horizontal distance b/w COG to a vertical line from B1 when the ship heels.
What we get from GZ curve ?

The initial metacentric height Gmf.

Angle of contra flexure (angle of heel upto which the rate of increase of GZ with heel is
increasing) it is the angle of deck edge immersion.

Max GZ value and angle of heel at which it occurs.

Angle of vanishing stability(GZ become zero).

Range of stability(angle of equilibrium to angle of vanishing stability).

Dynamic stability of vsl at any angle of heel (area under GZ curve x displacement).

Whether the ship fulfills stability criteria as per code of intact stability.

Accurate determination of List.

Angle of loll (in vessels with -ve GM).

Stable condition- A vessel is said to be in stable condition of stability, if heeled by external

force in calm water to a small angle of inclination, it return to being upright when external
force is removed. For this GM must be +ve.

Neutral condition- A vessel is said to be in neutral condition of stability, if heeled by

external force in calm water to a small angle of inclination, it does not have tendency to
return upright or heel further, when external force is removed. For this GM must be zero.

UnStable condition- A vessel is said to be in unstable condition of stability, if heeled by

external force in calm water to a small angle of inclination, it continues to heel when external
force is removed. For this Gm must be -ve.

Angle of loll ?
it is the state of a ship that is unstable when upright, and therefore takes on an angle of heel
to either port or stbd, when an external force is applied.

At some point of heel, KM will increase sufficiently equal to KG, thus making GM of vessel
equal to zero.

When this happens vessel goes to neutral equilibrium and the angle at which this occurs is
called angle of loll.
Remedial action for angle of loll ?

Fill the ballast tank to the side where ship is listed.

Press up all tanks.

If removing weight then remove wt from top.

Ballast to be taken in smallest deep tanks.

If centre deep tanks are available, fill it first to bring down KG faster.

How to determine whether vsl is at angle of Heel ?

Slow rolling before detection of list, means vessel heeled due to angle of loll.

If sudden list in voyage, check P/S symmetry by taking sounding.

If P/S weight is equal then vsl is not listed for sure.

Stiff Ship Tender Ship

High GM Low GM

Excessively stable Insufficient Stability

High righting moment Very small righting moment

Roll period short Roll period long

To be avoided because- To be avoided because-

jerky motion can cause cargo shift, small righting moments will offer only limited
loose gears will be thrown about, resistance to being rolled, causing ship to be
uncomfortable for crew and may cause rolled to larger angle of heel.
injury,
structural damage due to racking.

Loadline ?

Maximum legal limit upto which a ship can be loaded.

Applies to ship >24m on international voyages.

LBP- length as mentioned in LL convention. 96% length in W/L of 85% moulded depth.
With respect to LL ZONES how to load cargo ?

Vessel going from,

TROPICAL- can load more than SUMMER load line after calculation of consumables till
point of entry to SUMMER or WINTER zone.
At the point of entry into summer or winter zone, the vessel to be at respective load line.

SUMMER- can load more than WINTER load line after calculation of consumables till point
of entry to WINTER zone.

WINTER- can load till WINTER zone only.

Condition Of Assignment of freeboard ?

Conditions to be met before freeboard is assigned and load line certificate is issued following
a survey.

Freeboards are computed assuming ship to be a completely enclosed and weathertight

envelop.

GT- it is a unit less function of volume of all enclosed spaces of a ship.

It is used to determine things such as ships manning regulation, safety rules, port dues etc.

NT- it is a unit less function of volume of all cargo spaces of a ship.

It indicate a vessels earning space. NT not< 30% GT

What is PSC ?

as per SOLAS ch 1 reg19- Control.

Every ship when in port of another contracting government is subject to control by officers
duly authorised by such government.

Port state control is the inspection of foreign ships in national ports to verify vessel meets
international safety, pollution and other requirements.
What is MOU ?

IMO has encouraged the establishment of Regional PSC organisation and agreement on
PSC.

Thus MOU (Memorandum of Understanding) has been signed.

It is signed regionally among countries to avoid duplication of work within a short interval.

There are 9 MOU’s in the world.

CIC ?

Concentrated Inspection Campaigns.

Regional MOU member will carry out Special inspection campaigns from time to time for 3 to
4 months.

These campaigns are pre announced and generally focus on certain aspects of ship safety.

Clear grounds ?

Evidence that ship, its equipment or its crew, does not correspond substantially with
requirements of relevant convention.

PSC code ?

Code 10- rectified

Code 15- to be rectified at next port

Code 16- to be rectified in 14 days

Code 17- to be rectified before departure

Code 30- Detainable deficiency

Preparing for PSC ?

Complete an inspection of the vessel as per company PSC inspection checklist. Any
shortcoming to be highlighted to the company through master and defects rectified prior PSC
inspection.(refer page 99 for detailed answer)

Ensure ship does not have any NC from last reports.

Mostly MOU have list of deficiencies on their website year wise.

There is a safety campaign every 3 to 4 months. Refer that, and cover that particular
campaign related inspection.

What is Flag state ?

Flag state of a vessel is the state under whose law the vessel is registered.

It has the authority and responsibility to enforce regulation over vessels registered under its
flag.

Basic difference b/w FSI and PSC is that PSC can detain a ship.

Life boat damaged in port action ?

Inform owner, request repair

Get repair done before departure

If repair not possible in present port inform owner and P and I

Ask additional Life Raft

Obtain dispensation from flag till next port

what is classification society and its functions ?

As per SOLAS ch II-1 reg 3 sec1

ship shall be designed constructed and maintained as per structural mechanical and
electrical requirements of a classification society, recognised by admin.

Class set technical rules based on experience and research,

confirm that the design and calculation meet these rules,
survey ships and structure during the process of construction and commissioning
and during periodical survey to ensure that they continue to meet these rules.
IACS- International association of classification society.
To make uniformity b/w various classification society.
Helpful for a vsl when changing class as IACS member will have same set of standards.

What is class survey ?

A class survey is a visual examination of the vessel which normally consist of:

 Overall examination of items identified in rules for survey.

 Detailed checks of selected parts on a sampling basis.

 Witnessing test, measurement and trial when applicable.

 For existing vessels specific procedure apply for class transfer.

 ‘’Certificate of class’’ is issued for a vessel on successful completion of class survey.

What is ‘’Certificate of class’’?

‘’Certificate of class’’ is issued for a vessel on successful completion of class survey.

This is issued by classification society itself.

Valid for 5 years.

If a ship is ice class, it will be mentioned in ‘’Certificate of class’’ under class notation.

Class notation- indication of specific rule requirement which have been met.

Types of class notation-

 construction symbol

 main class notation

 ship type notation

 additional notation

Main class notation- it means ships hull, machinery and equipment complies with rules of
that classification society.
 ANNUAL INTERMEDIATE RENEWAL

Carried out within a window Carried out within a window Carried out at 5 year interval.
of 3months before to of 3months before 2nd Survey may be commenced
3months after each anniversary to 3months after at 4th annual survey and
anniversary date. 3rd anniversary date. progressed with a view to
This will replace either the 2nd complete by 5th anniversary
or 3rd annual survey. date.
Extension may be granted for
3 months in exceptional
circumstances.

Certificate examination, General exam of hull, Extensive examination to

visual examination of ship Machinery, equipment, verify that structure,
and its equipment. Fire fighting equipment. machinery and equipment
Visual exam to confirm no are in a condition that
unapproved modification satisfies relevant rule.
have been made.

Ultrasonic thickness gauging Thickness measurement to

to find out whether plate assess structural condition,
thickness are within limits. corrosion, deformation,
fracture.

Special survey- For class renewal survey is special survey. It is in perspective of class as
major items are inspected.

Additional Survey- If there are any defects noted during any survey and are required to
be re examined again within specific time.

Or ship undergone modification.

Or in case of accident to ship.

Initial survey- complete inspection before ship is put in service.

It is to ensure that specific requirement is complied of all items related to each certificate.

An examination plan, diagram, specs and other technical docs to verify that structure,
equipment and machinery comply with particular certificate.
Bottom or Docking survey-

as per SOLAS ch I reg 10

Inspection of outside of ships bottom and survey of related items inspected at the same time
shall be such as to ensure that they remain satisfactory for the service for which the ship is
intended.

It may be carried out either in dry dock or when afloat.

A minimum of 2 inspections in any 5 year period, with a max 36 months interval b/w them.

In case if underwater survey not possible, an internal inspection of ships bottom structure to
max extend possible to be done.

For ships subject to ESP and ≥15 years of age, intermediate bottom survey is to be done in
Ddock.

If bottom survey is not carried out as per ESP or within 36 months max interval
CSSC certificate will become invalid.

Condition of Class ?

A Requirement of class surveyor, recorded on interim certificate of class,

that must be carried out by a specific date in order for the ship to retain her class.

It may contain description of deficiency, required action, due date, temporary req etc.

COC will be removed when a class surveyor re inspects the deficiency.

Memorandum to Owner ?

For info relates to ships, its machinery, equipments or to rule req, class may issue
Memorandum to owner.

A Memorandum to owner may be issued when,

 limitation on the use of ship or its equipment

 defects, deficiencies of no concern to class

 equipment in excess of class requirement

Memorandum to owner does not req survey or corrective action.

Suspension of class ?

Ship not operated in compliance with rule req

ship proceed to sea with less freeboard

owner fails to request survey after damage

repair or alteration without attendance of surveyor

renewal survey not completed by due date

Annual/ intermediate survey not completed in time

Condition of class not dealt within specified time limit

Withdrawal of class ?

When requested by owner

when class certificate is suspended for more than 6 months

when ship is reported lost

when ship is reported as a constructive total loss

ship will not trade further as declared by owner

Can Condition of class be given to statutory items ?

No, for statutory items, dispensation from flag state to be taken.

Audit- independent review & examination of records & activities, to assess the adequacy of
the system. It cares about past activities. Ex ISM Audit.

Inspection- Examination of particular area or item of the ship, checking records, docs. It
cares about present activities. Ex PSC inspection.

Survey- Thorough examination of ships hull, machinery, LSA, FFA etc. It cares about future
activities. Ex HSSC survey.
Harmonised System of Survey and Certification ? ( IMO resolution A.883(21)

The objective of HSSC was to simplifying and systemizing the survey and certification of
ships. Inforce year 2000.

Less work for crew

cost effective and time saving for owner

unification in date of survey of all certificates

1 year standard interval between surveys

max period of validity of 5years for all cargo ship certificates

max period of validity of 12 months for passenger ship safety certificate

it allows flexibility of surveys with time window of 6 months (-3 months to +3 months from
anniversary date), also renewal survey can be carried out 3 months before expiry date of
certificate.

What is ESP ? (IMO Resolution A.744(18))

Enhanced Survey Program

as per SOLAS ch XI-1 reg 2- Enhanced Surveys

Bulk carriers and oil tankers shall be subject to enhanced program of inspection during
surveys as per ESP code.

Its aim is to ensure that structural strength will not be compromised in any manner by
periodically measuring the thickness of ship structure and doing close up survey.

It gives detailed info to owner and class about condition of ship.

The survey programme is to be prepared by owner and submitted to class 6 months prior to
survey. It will be reviewed by class and returned back.

Information to be considered during Enhanced survey programme ?

The ESP code gives guidelines. It has 2 annexes.

Annex 1- requirements of close up survey during renewal survey of ship.
Annex 2- requirements of thickness measurement during renewal survey of ship.

Survey planning questionnaire is filled by owner (hull related deficiencies during PSC and
SMS audit, cargo carried history).

Damage history of ship.

General damage trends in history.

Substantial corrosion- assessment of corrosion pattern indicate wastage in excess of
75% of allowable margin but within acceptable limit.

ESP documents onboard ?

Survey report file

 hull related survey reports

 condition evaluation report

 thickness measurement report

 survey planning documents

Previous repair history

 cargo and ballast tank history

 condition of coating history

Main structural plan of holds and ballast tank.

Preparation for enhanced survey ?

Tanks and spaces to be safe for access (gas freed, ventilated)

all spaces cleaned for survey and thickness measurement

area planned for renewal need to be cleaned and descaled to determine limit of area

sufficient illumination to reveal corrosion

means provided for surveyor to carry out examination safely(staging, boat).

Statutory certificates- Certificates which are required by law.

For example for Indian flag vessels solas certificates are statutory as India has ratified solas.

It is illegal to sail without statutory certificates.

Mandatory certificates- not required by law, but are mandatory as per the law of the
country ship is visiting.

For example ship visiting USA need COFR.

Obligatory certificate- required by a particular state when trading in it or transiting

through it.
CLC certificate- issued by flag state. In India by DG Shipping.

SEC Form E contents ?

Record of eq for cargo ship safety equipment certificate.

 Details of LSA

 Details of Navigational eq

 Nautical Publications

 Pilot transfer arrangement details

SRC Form R contents ?

Record of eq for cargo ship safety radio certificate.

 VHF/ MF/ HF radio installation

 DSC

 RT

 Inmarsat system

 Navtex rcvr, EGC rcvr

 EPIRB, SART

duplication of eq yes//no

Shore based maintenance yes/no

at sea maintenance capability

IOPP form A contents ?

record of construction and equipment for ship other than oil tanker

OFE

oil content monitor

oil residue tank

standard discharge connection for bilge and sludge

SOPEP

IOPP form B contents ?

record of construction and equipment for oil tanker

OFE

oil content monitor

oil residue tank

standard discharge connection for bilge and sludge

SOPEP

segregated ballast tank

COW system

ODMCS system

cargo/ slop tanks location and capacity

STS plan yes/no

preparing for loadline survey ? (watertight integrity)

Movable parts greased

Gaskets and rubber packing on doors, hatches, manholes checked for damage

vents on deck and ER must be checked for damage/ corrosion

ventilators and air pipes provided with closing mechanism

Tank domes/ hatches weathertight and butterfly screw checked for free movement

Locking bars, locking pins de rusted and checked for free movement

NRV and OB valves working operating satisfactory

Guard rails checked for corrosion

deck line, plimsol line and draft mark de rust and paint

side scuttles and opening below Freeboard deck checked for corrosion and water tightness

Man holes checked for condition of cover, packing and all nuts in place

scuppers checked for corrosion and operation

freeing ports clear

LL certificate ready for inspection

Preparing for Safety Eq survey ? (SOLAS ch I reg 8)

It include LSA, FFA, B Eq, nautical publications and pilot boarding arrangements

Preparing for IOPP survey ?

Proper entry of ORB part I and II

OWS, ODME condition and operation

High level alarm of sludge tank and waste oil tank

ER and PP room bilges clean and clear

Ensure proper locking arrangement of Annex I o/b

Notices posted at o/b discharge v/v’s

SBT checked for contamination with oil

COW system operational and no leak

ESD for cargo pump working

High level, overfill alarms of cargo tanks, SOPEP equipments.

Preparing for Safety Construction survey ? (SOLAS ch I reg 10)

Cargo Holds & Ballast Tanks examined internally for satisfactory condition
Water-tight doors are in good condition
Hatch Covers and Coamings examined for weather-tightness
Satisfactory operation of Hatch Covers should be carried out.
Anchoring and mooring eq. Condition and operation

steering gear operation and means of communication

operation of fire doors

inspect emcy source of power

Manoeuvring booklet onboard and manoeuvring info on bridge

Ship specific ETA procedure on board and ETA fitted

Approved copy of loading/ stability info booklet onboard

inspect machinery b/hd, stern tube, boiler, ballast system, bilge pumping system, steam pipe
system, air pressure system, cooling water system.

for tanker: cargo tank opening, PV valve operation

Preparing for Radio survey ? (SOLAS ch I reg 9)

Operation and condition of

VHF, MF, HF DSC Tx/Rx

Navtex, EPIRB, SART, Inmarsat.

GMDSS log, Shore based maintenance validity, duplication of equipment complied with.

Graving Dock- constructed on land with blocks, walls and gates.

Floating dock- U structure used in salvage, to carry a ship which had met with an
accident.
This U structure can take ballast and sink or de ballast and rise.

Synchro lift Docking- system for lifting ships out of water for maintenance or repair.
Vessel is manoeuvred over a submerged cradle, which lifted by a set of synchronised
winches. Can lift upto 1,00,000 tons.
Preparation for Dry dock ? (Before entering)

DD specs- details of jobs to be carried out shall be prepared and submitted to company.

Thorough inspection of deck and engine and defects noted.

Due consideration to pending jobs and surveys which will fall in the dry dock.

Job description must be detailed so that work can be planned better.

Past repair history consulted.

Photograph taken and sent to company for better planning.

Preparations would include:

 cleaning and gas freeing of tank

 de sludging of tanks

 securing loose items

 updating inventory

 update , arrange all plans and diagram, at one place

 ensure all plans onboard

 fill up the questionnaire given by drydock

 HOD must have a copy of repair list

Routine jobs in DryDock ?

Hull painting, cleaning, marks renewal

repainting ship name, loadline

Ranging and marking of anchor

ballast tank and chain locker de mucking

transducer inspection

bottom plug inspection

rudder propeller inspection, propeller polishing

check propeller drop

anode replacement

structural modification if any

Service provided by DryDock ?

Power supply

Fresh water

Compressed air

temporary staging lighting

welding cutting service

safe access

garbage disposal

Declivity of drydock ?

It is the natural trim of the drydock (angle of slope of drydock bottom with horizontal).

Purpose is for draining of water and easier dry dock with small trim.

Bilge blocks- Blocks used at the turn of the bilge of a vsl in a Dry Dock.

Bilge shores- additional supports at the round of the bilge area, to resist lateral movement,

Blocks- made of concrete and have hardwood layer on top, movable using forklift.

Documents required to be given to drydock shipyard ?

Docking plan

shell expansion plan

DD specs

last docking plan

GA plan, LSA FFA plan

Precautions Prior entering docks ?

Sound all tanks

communicate with DD manager regarding draft and trim, SF/BM, stability criteria.

Prepare necessary documents

Precaution for flooding in Drydock ? (After completion)

All HOD’s must confirm repairs completed

check all bottom plugs secured and tested

check rudder plug and vent and also check if anodes are fitted back on rudder

check hull for proper coating of paint

sea inlets and sea chest gratings fitted

check Echo sounder and Speed log are fitted and coverings removed

anchor and anchor chain secured

check sounding of all tanks try to match them with arrival figures

disconnect all shore supplies and take ship generator on load

when flooding reach level of o/b valve stop it, check valves and stern tube for leak

steering gear test.

Factor on which critical instant and virtual loss of GM depends ?

Trim of vessel

Declivity of dock

Critical period- The time when the stern touch the blocks to the time when full ship is on
the block.

Critical instant-The time when the fwd is just about to touch the blocks.

Why critical instant is important ?

Because the residual GM of the vessel start reducing because of loss of GM and if GM
become zero ship might capsize.
Condition necessary for Docking from stability point of view ?

 Positive GM at all times

 If GM become -ve or zero, there is chance of capsizing due to external force.

 For +ve GM vessel must have minimum trim

Change in trim, Tc= tm / MCTC

Tc= (P x d) / MCTC

P (upthrust at stern)= (Tc x MCTC) / LCF _____________1

Virtual loss of GM= P x KG / (W – P) ______________ 2

From 1 and 2 virtual loss of GM is directly proportional to Trim.

 The more the trim more is the value of virtual loss of GM.

 FSC to be kept minimum as possible, GMs- FSC= GMf.

 Vsl must be upright.

 DB tanks fully filled or empty.

 All loose weights secured.

 Less the trim, less will be critical period time. Keep trim as least as possible as
guided by dock master, to comply with stability req, and to keep propeller immersion.

Why even keel docking is not done ?

With small trim, shoring if required is easier at the stern rather than stem, as the vsl takes
the blocks.

On even keel P will increase suddenly from 0 to a high value.

Residual GM will reduce suddenly.

Stern frame is much stronger and designed to withstand impact due to P.

In even keel, critical period will be zero.

Final adjustment of blocks is possible, as it is monitored by divers in ship with trim.

Why docking plan is required ?

The number of keel blocks, their spacing and exact location are decided
considering the ship hull structure, location of brackets and stiffeners
provided specially for the purpose of strengthening the hull at the location where hull is
resting on the block.

It gives location of bottom plug, sea chest, and transducer.

How to make sure vessel GM is positive after sitting overall ? (back calculation)

Virtual loss of GM must not be more than initial GM at which vessel has entered.

Find initial GMf of ship.

Assume virtual loss of GM = GMf

Get value of P, virtual loss of GM = P x KG / (W-P)

Initial displacement – P = Displacement at which GM is zero.

Check hydrostatic particulars and get draft for displacement at which GM is zero.

Since vessel is sitting overall on blocks Hydrostatic draft is same as fwd, aft draft.

So, we have the F/ A draft at which GM is 0.

Find F/A draft with which vsl must arrive by Tc formula, Tc= P x LCF/ MCTC

How to ensure GM is adequate for Docking ?

In the stability booklet there is docking condition and if our condition is same as docking
condition, we will get what GM is req to be maintained to have positive GM throughout.

Where is force P when vsl sits on blocks F and A ?

Fwd- bonnet plate, Aft- coffin plate

How integrity of bottom plug checked before flooding ?

After tightening, soap solution is applied at bottom plug, then a leak test is done on the plugs
by vacuum. This is done in the presence of a ships officer.
What is a treaty ?

Formal agreement between 2 states.

Following 4 conditions to be met for any for any agreement to be called a treaty.

 It has to be a binding agreement, which means that the contracting parties intend to
create legal rights and duties.

 Agreement concluded by states or international organisations with treaty making

powers.

 It has to be governed by international law.

 It has to be in writing

what is a convention ?

It is a treaty(formal agreement) between states negotiated under an international

organisation, to provide uniformity in international law.

Convention is identified by name and year of adoption (solas 74)

Convention may have technical info.

Countries which ratify convention assumes 2 obligation

 commitment to apply provisions of the convention by making its req part of National
law.

 Willingness to accept a measure of international supervision.

Convention come into force by explicit method only, which means when 2/3 of contracting
states or 50 % of world tonnage has accepted it.

What is a Protocol ?

It is one of the way in which a convention can be modified.

IMO has only used the ‘protocol to amend’ function in its convention (protocol has 5
functions in international law).

In order for a change in the convention to be called a protocol and not an amendment, 2
parameters have to be fulfilled.

 The issue has to be of vital importance.

 The change should be such that the existing face of the convention is altered.
What is an amendment ?

Changes made to conventions or protocols or annexes

after discussion, agreement and adoption by IMO assembly.

Amendments are made by adoption of resolution.

Amendments come into force by Tacit and Explicit method.

What is a resolution ?

It is the final document resulting from the agreement by IMO assembly, or MSC or MEPC
committee.

MSC brings resolution to SOLAS and STCW.

MEPC brings resolution to MARPOL.

Ex: MSC 11(22)

11 : resolution number
22 : 22nd session of MSC

What are M notices ?

Issued by British marine authorities.

Important info is quickly brought to seafarers and management.

It refers to incidents recently occurred and recommendation to prevent recurrence.

It is primarily concerned with safety and new regulations.

Types of M notice:

MSN: contains mandatory info to be complied under UK legislation.

MGN: advice on improving safety of shipping and safety of life at sea and prevent pollution.

MIN: for a limited audience. It is numbered in sequence with cancellation date.

MS Notice: printed by govt of India on occurred accidents, cause and recommendation on

prevention.
What is IMO committee and sub-committee ?

The technical work of IMO is carried out by a series of committees.

5 Committees

1. MSC: its functions are to consider any matter directly affecting maritime safety within
the scope of IMO. MSC brings resolution to SOLAS and STCW.

2. MEPC: addresses environmental issues under the scope of IMO, including the
control and prevention of pollution by ship.

3. The legal committee

4. Technical cooperation committee

5. Facilitation committee: to simplify paperwork in international shipping.

7 Sub committees:

1. subcommittee on Human element training and watchkeeping HTW

2. subcommittee on Implementation of IMO instruments III:

it brings together flag, port and coastal state to consider implementation issues.
It receives and analyses PSC data and keeps under review the procedure for PSC,
guidelines for survey and certification, including survey guideline under HSSC.

3. subcommittee on navigation, communication, Search and rescue NCSR

4. subcommittee on pollution prevention and response PPR

5. subcommittee on Ship design and construction SDC

6. subcommittee on ship system and eq SSE

7. Subcommittee on Carriage of cargo and containers CCC: deals with carriage of

packed DG, SBC, Bulk gas cargoes and containers. It keeps updating the IMSBC,
IMDG, IGC code.

What is ITF (international transport workers federation) ?

Organisation for the purpose of looking after the interest of workers in transport job.

ITF encourages ship owners to have agreement with their crew to pay what the ITF
considers as FAIR WAGES.
If this is done the owner has made an ITF standard agreement with the crew and is issued
with a Certificate of compliance called ‘ITF blue card’ or ‘ITF blue certificate’ by the ITF.

ITF green card is issued to companies utilising IBF agreement. (Head quarters in London).
Aim of ITF ?

Promote respect for trade union and human rights world wide.

To work for peace.

help ITF affiliated union defend the interest of their member.

General assistance to transport workers in difficulty.

IBF international bargaining forum ?

Mechanism by which maritime employers represented by the joint negotiating group JNG
and seafarers union represented by ITF,
could negotiate over the wages and condition of employment of seafarers,
serving on ships to which ITF special agreement apply.

IBF seafarers support fund was created to support seafarers on vsls under IBF agreement.

IBF agreements are available only to shipping companies that are members of JNG and can
be signed by ITF affiliated unions only.

Duties of mate as per ISM code ?

Implementation of company SMS.

Emcy preparedness and training.

Defects and NC reporting to company.

Following maintenance schedule.

Following company checklist and procedures for carrying out various jobs.

Training ship staff in effective implementation of SMS.

Verifying compliance with ISM code ?

To comply with ISM code, Companies should develop, implement and maintain a SMS to
ensure safety and environmental protection policy of the company is implemented.

Its objectives are

 provide safe practices in ship operation and safe working environment.

 Establish safeguard against all identified risks.

 improve continuously the safety management skills of personnel ashore and

onboard.

 Comply with mandatory rules and guidelines

How is ISM code certification done ?

Initial verification:

company should apply for ISM code certification to flag.

Flag or class on behalf of flag will carryout assessment of shore side management system.

On successful completion arrangements may commence for assessment of company ships.

On successful assessment a DOCUMENT OF COMPLIANCE will be issued to company and

a copy is kept on ship.

On successful assessment a ship will be issued with a SMC.

Annual verification:

annual SMS audit to maintain validity of DOC.

It should include examining and verifying correctness of statutory and class records of one
ship among each ship type to which DOC applies.

Purpose is to verify effective functioning of SMS.

Annual verification done +/ - 3 months of DOC anniversary.

Intermediate verification of SMC:

to maintain validity of SMC.

Purpose is to verify effective functioning of SMS and to ensure any modification done to
SMS comply with ISM.

If only one Intermediate verification is to be carried out it should be b/w 2nd and 3rd
anniversary.
Renewal verification:

to be done before expiry of DOC or SMC and to be within 3 months before expiry.

How auditing is done for ship or company ?

Company request flag

flag appoint auditor

auditor review safety management manual to determine whether SMS of ship comply with
ISM code.

If review reveal that company system is not adequate, the audit will be delayed until
company takes corrective action.

Auditor will liaise with company and provide audit plan.

Audit to start with opening meeting, summarise the method for conducting audit.

Audit team should assess SMS on the basis of docs provided by company/ship.

Evidence to be collected through interview and examination of docs.

Audit observation to be documented.

Audit team to review observation to determine which are Non Conformity.

Closing meeting to be carried out prior making audit report.

Audit report to be made under the direction of lead auditor.

Company should receive audit report and will provide copy of shipboard audit report to ship.

Company to take initiative action to correct NC.

Interim DOC ?

 Issued to new company or new ship type in company.

 Valid for 12 months.

 Copy of interim DOC to be carried onboard.

Interim SMC ?

 Issued to new ship on delivery.

 issued to ships newly taken over by company.

 Also when ship exchanges flag.

 Valid for 6 months, may be further extended for 6 months.

 The company must have interim DOC or DOC.

 The company must plan internal audit of ship within 3 months.

 Master and Officers familiar with SMS

Near miss: sequence of events, conditions that could have resulted in a loss.

Observation: SOF made during safety management audit, with objective evidence.

Non Conformity: observation where objective evidence indicate non fulfilment of a specific
requirement.

Major NC: NC which possess a serious threat to personnel, ship, or environment and
require immediate corrective action.

PMS requirement ?

As per ISM code part A sec 10 (PMS)

and ISM code compliance is required as per SOLAS chapter IX reg 3 (the company and ship
shall comply with req of ISM code).

Hence PMS is solas requirement.

Difference between incidental and planned maintenance ?

Incidental maintenance: maintenance carried out following an incident and breakdown of

machinery.

Planned maintenance: it is divided into corrective and preventive maintenance.

 Corrective maintenance: carried out when eq does not work satisfactory but under
acceptable condition.

 Preventive maintenance: carried out when equipment is working satisfactory.

What is PMS ?

PMS is a paper or software based system which allow ship owner and operator to carry out
maintenance at intervals according to manufacturer and class requirements.

PMS must contain inventory contents.

Maintenance supervised by onboard person.

PMS to be class approved.

PMS is mandatory requirement of ISM code.

It contains list of critical spares.

A record of history is present.

Each person has login id and password.

A person carrying out work must sign for it.

Maintenance time interval and instruction to be present in PMS.

Advantages of Electronic PMS ?

No area of vessel is neglected or missed as it is auto generated.

Due and overdue is highlighted.

No duplication of work.

Description of work to be performed is given along with job list.

Critical jobs are highlighted.

Company can monitor the maintenance of eq with timely report.

PMS of windlass/ mooring winch ?

Monthly:

As per manufacturer instruction.

Check condition of foundation and securing bolt.

Check clutch movements are free and securing pins in place.

Check oil level.

Carryout greasing as per schedule, check grease nipple condition.

Check engaging gear clearance.

Check drum is free of rust and scale.

Shaft bearing bush well lubricated and checked for wear.

Effective lubrication can be achieved while eq running.

If knocking sound observed, hydraulic motor must be checked for air trap.

Brake lining thickness to be checked.

To avoid brake lining damage due to overheat during let go anchor, it is advised to stop
anchor every half shackle and drop.

Oil leak, markings

6 monthly windlass:

Ensure anchor lashing taken and no load on chain drum of windlass and mooring drum.

Slacken brake fully and gauge thickness of brake band.

The thickness of brake band for chain drum is 10mm and on mooring drum is 8mm.

If brake band is worse more than 50% thickness renew it.

6 monthly mooring winch:

warping drum to be inspected for securing, disorientation and play in shaft.

5 yearly:

carry out inspection as per manufacturer and class.

PMS of anchor ?

Monthly:

check bitter end instruction placard and release gear readiness (hammer in place, free
movement of pin).

3 monthly:

check condition of anchor lashing including turnbuckle and shackle.

Grease on lashing wire.

Check locking bar, locking pin.

Check condition of hawse pipe ans spurling cover.

Grease anchor gear.

Inspect gear for presence of rust.

6 monthly:

inspect chain locker for cleanliness.

2.5 yearly:

de rusting, washing and painting of chain and anchor.

Anchor chain inspected for wear tear.

Link thickness measured, kenter shackle and cable link to be inspected.

Usual method of checking wear limit is by visual inspection of 3 worst link in a shackle and
calibrate them at posn of most wear. When D1 < 0.88D the length of cable to be renewed.
D1=(d1+d2)/2.

At drydock- both anchor and cable to be lowered. In dock chain is ranged for calibration. The
dia of link are checked and noted to surveyor.
PMS of LSA and life boat ?

Weekly:

All survival craft and rescue boat and launching appliance shall be visually inspected to
ensure that they are ready for use.

This inspection involve condition of hooks, their attachment to life boat and onload release
gear properly reset.

Life boat engine to be run for 3 mins.

Life boat except free fall to be moved from their stowed position without any crew.

General emcy alarm shall be tested.

Monthly:

All life boat except free fall, shall be turned out from stowed posn without any person
onboard if weather and sea permit.

Inventory of all eq in life boat, confirm battery charging.

L/R HRU expiry.

Life buoy, life jacket, immersion suit, EEBD, EPIRB, SART all in place.

3 monthly:

Life boat and rescue boat to be launched and manoeuvred in water.

Try out sprinkler system.

PMS of fire fighting appliance ?

Weekly:

check Operation of fire doors, PA System, BA bottle for Pressure.

Fixed fire detection and alarm system operation and control panel inspection.

Check Water mist, sprinkler system.

Monthly:

verify all hoses, nozzle and F key in place, check movement and grease if req.

Operate all fire pump to confirm their water supply.

Fire fighter outfit condition.

Fire extinguisher in place and condition.

ISC condition, nuts and bolts in place.

Foam hydrant, isolation valve operation condition, cap in place.

Fire hose in place and coupling to be firmly attached with seizing wire, greasing moving part.

3 monthly:

fire hose pressure test.

Annual:

check ventilation system and fire damper.

Check Fire door.

Check BA compressor for air quality.

Weigh CO2 extinguisher cartridges.

Galley deep fat fryer fire extinguishing system.

Foam sample shore analysis.

Clearing a foul hawse ?

Pickup riding cable, so that foul is above water level.

A natural fibre above foul to be lashed.

Pass and Rig a preventer wire through sleeping cable below foul.

Heave preventer wire and lash it.

Walk back sleeping cable till next joining shackle on deck.

Rig easing wire forward of joining shackle.

Rig a messenger wire fwd of joining shackle. This wire should come down the hawse pipe,
retrace the path of the sleeping cable and directed to the warping drum through the same
hawse pipe.

Disconnect joining shackle.

Keeping preventer wire tight, the easing wire is slacked and messenger wire is heaved to
remove the turn.

The process is repeated if there is multiple turn.

Scope of cable: length of cable paid out / depth of seabed from hawse pipe.

Anchor aweigh: when anchor is broken out of ground and clear of seabed during heaving
up.

Anchor dragging: anchor not held in seabed.

Anchor cockbill: when anchor is hanging vertically from hawse pipe with flukes turned
towards ship side.

Anchor wrap: name given to hawser or rope, when it is attached to the anchor and used
as a temporary cable.

Brought up: a vsl is said to be brought up when her way has stopped and she is riding to
her anchor with anchor holding.

Foul anchor: the term used to describe the anchor when it has become caught on an
underwater obstruction like old hawser, cable etc.

Hanging off anchor: anchor totally disconnected from cable and hanging by means of
other rope at ship side.

Foul hawse: crossing of anchor cables when both anchors are used at same time.

Short stay: when anchor is closed to ship side.

Long stay: cable leading forward close to the horizontal with weight.
Snub the cable: stop cable running out by applying brakes.

Walk back anchor: lower anchor under power.

Parts of kenter shackle: 2 lugless shackle, stud, spile pin, lead pellet.

Ganger length: the length of the cable from anchor shackle to 1st joining shackle. (anchor
shackle, bending shackle, end link, swivel, kenter shackle).

How to release cable from bitter end ?

Cable lowered and the end slack in locker.

Engine dead slow ahd to reduce tension on cable.

A wire with required SWL and length atleast 4 times the depth to be passed through the
cable fwd of gypsy.

One end of the wire to warping drum and other to bollard.

Wire hove tight and cable is disconnected from bitter end.

Gypsy is veered slowly until the end of the cable clears the gypsy head.

Connect a buoy to the end of the cable.

Slack warping drum until it is fully slack.

Slip the other end and start heaving the wire.

Preparing for anchoring ?

Bridge:

check anchoring position

nature of sea bed

state of wind, sea and current

other ships heading

which anchor to be used

Forecastle:

clear anchor lashing when informed from bridge.

Test windlass

maintain communication.

Ensure all scuppers and save alls are closed prior operation of power pack.

Once at anchorage area, check overside prior lowering.

Anchoring procedure ?

Head for current

ground speed close to zero when lowering

report direction of chain from forecastle

stop engine and let current push the ship.

Confirm vessel brought up

Brakes tight, stopper down, gear out, anchor ball up.

A depth of more than 45m is considered as deep water. Always walk back the anchor.

How will you know vessel is dragging anchor ?

Vibrations

vessel out of swinging circle

bearing and range from fixed objects will change

check GPS posn, SOG will increase.

Flag on the anchor chain will fall

anchor chain will go long stay then rapidly up and down and again long stay.
Action to be taken when anchor dragging ?

Call station and call master

inform port control and VTS

hoist flag Y (i am dragging anchor)

try out steering

engine should be ready

use engine if req to maintain posn

if engine not ready and if sea room available, pay out more cable or else drop 2nd anchor till
engines are ready.

When engine ready use short burst of ahead movement.

Inform other ships in vicinity, broadcast urgency on VHF.

Anchor chain certificate ?

This certificate is given by yard, but it is class approved.

Certificate serial no.

Name of certifying authority

wt and type of anchor

length of shank and fluke

proof load

markings on anchor ?

Wt, certificate number, date of test, class stamp

Chain register ? (as per ILO convention)

Register of lifting appliances and loose gears

it is also called as form 99

3parts

 PART 1- initial and periodic load test of lifting appliances

 PART 2- initial and periodic load test of loose gears

 PART 3- annealing of chains, rings, hooks, shackles, swivels etc

the test, exam and inspection included in register are based on the req of ILO convention no
152

the purpose is to ensure that the vsls lifting appliance are initially certified by a competent
person and periodically verified that they continue to be in safe working order.

Regular visual examination of every item of loose gear shall be carried out by a responsible
person before use.

All gear used must be entered in chain register

all cargo gear marked with SWL

it is to be preserved for 5 years.

Annealing: it is a process of heating and subsequent cooling slowly to obtain ductility,

remove internal stress and toughen it.

Competent person: a person belonging to a testing establishment in india, who is

approved by chief inspector for the purpose of testing, examination or annealing and
certification of lifting appliances, loose gears and wire ropes.

Responsible person: person authorised by employer or Master or owner of the gear or

port authority to be responsible for the performance of a specific duty and has sufficient
knowledge, experience and required authority for the proper performance of duty.

Authorised person: person authorised by employer or Master or responsible person, to

undertake a specific task and possessing necessary technical knowledge, experience.
Power of inspector as per dock labour act ?

Can enter any ship, dock or warehouse where any dock work is being carried out.

Conduct examination of any ship, dock, warehouse or lifting appliance, loose gear, staging,
transport eq used for dock work.

Inspection of muster roll of employment.

Can take copies of register, records and other docs for inquiry.

Take photo, sample, weigh, measure or record as he may consider necessary for inquiry.

Hold an inquiry into the cause of an accident due to the failure of lifting appliance, loose
gear, staging, transport eq etc

issue show cause notice relating to safety, health and welfare as per this act.

Prosecute, conduct or defend before any court any complaints arising under this act.

Direct employers of dock workers for getting them medically examined if necessary.

Test and periodical exam of lifting appliance ?

Tested and examined by a competent person before it is put into use for the first time and
every 5 years.

Thorough exam of lifting appliance every 12 months.

Thorough exam means visual examination, supplemented by hammer test to verify safety of
the parts examined.

In static test spring balance is shackled to an eye on deck and the crane runner wire is used
to pull on it till proof load is reached.

In dynamic test a pre weighed load equal to proof load is used. It is brought alongside by
barge or truck and lifted by crane. Test load is swung as far as possible in both directions
and if crane has variable radius then max and min radius to be tested.

In speed test the SWL of load test is applied and speed of lifting appliance is checked.
Test and periodical exam of loose gears ?

Tested and examined by a competent person before it is put into use for the first time and
every 5 years.

Thorough exam of loose gears every 12 months.

Heat treatment of loose gears:

All chains, rings, hooks, shackles, swivels used in hoisting or lowering shall be subject to
heat treatment.

12.5mm and smaller every 6 months, rest every 12 months.

Test and periodical exam of ropes and wires ?

No rope used for dock work unless it is of suitable quality and free from defects.

In case of wire rope, it shall be tested by a competent person.

Every wire used in dock work inspected by responsible person once every 3 months, if any
wire is broken, it shall be inspected every month.

Wire shall not be used if in any length of 8 times diameter, the total number of visible broken
wire exceeds 10% of total number of wire, or it shows excessive wear or corrosion.

Eye splice and loops for attachment shall be made of suitable thimble.

How to change gangway wire ?

Extra lashing on gangway

remove old wire from drum end

connect rope to the end part removed from drum

pull wire from other end so that the rope passes through all sheaves

uncoil new wire according to lay and check for new wire certificate.

Ensure no knots or turns in new wire

connect new wire to the rope and pull the rope from drum end.

The new wire end will pass through all sheaves and reach drum.

Secure wire end on drum and heave.

What is AOA ?

Article of agreement is a tri party agreement.

The agreement with the crew shall be in prescribed form and shall be dated at the time of
first signature and shall be signed by the owner and master before any seamen signs the
same.

It contains:

 ship name

 details of employee

 details of seafarer and capacity in which employed

 amount of wages

 a scale of warm clothing and a scale of additional clothing during period of

employment in specific cold region.

 Payment of compensation in case of personal injury or death

 details of next of kin

 details of ship

Why AOA is required ?

AOA is legal document which states employment of seamen legally

payment of wages will be as per AOA

in case of dispute b/w seamen and owner the AOA become legal document and the disputes
are settled as per it.

Disputes shall be referred to nearest Indian consular officer and his decision shall be binding
till ship return to port of india.

Amendments to AOA ?

DGS order no 1 of 2016

Indian flag ship owners after submission of AOA online, need not submit hard copy to DG or
shipping master.

They may however retain it, so as to be produced to shipping master office,

as and when called for the redressal of disputes b/b ship owner and seafarer.
As per DGS order 7/ 2002

5 originals of AOA

1. master

2. seaman

3. shipping master

4. company

5. shipping master (to be sent to shipping master within 48 hrs now this is sent online
as per DGS order 1/2016)

CBA collective bargaining agreement ?

It is a biparty agreement.

It is negotiation relating to TOE and condition of work b/w employer or a group of employers
or employers organisation on one hand

and

representatives of workers organisation on the other side (example MUI)

with a view to reaching an agreement.

In such bargaining certain essential condition need to be satisfied.

Its a method used by trade union to improve terms of employement.

Crew Complaining about food ?

Hold meeting

gather facts and inform master

assure crew that the matter is being dealt with

IBF international bargaining forum ?

Formed due to negotiation b/w ITF and JNG (joint negotiation group)

JNG consist of IMEC and IMMAJ

negtiation takes place every 2 years for IBF framework agreement.

It incorporates 3 main elements- social, professional and financial.

Acts of indiscipline ?

Insubordination, not punctual, alcohol abuse, attitude, abusive language.

MS ACT section 194: general offences against discipline

 if a seaman quits ship without leave after arrival at port and before she is placed in
security.

 If he is guilty of wilful disobedience of any lawful command or neglect of duty.

 If he assaults master or any other seamen.

Action incase of verbal or physical fight b/w 2 seafarers ?

Enquire and investigate reason

engage them in productive work

give verbal warning, inform master

if no improvement, then conduct meeting and readout relevant section of CBA.

If still no improvement then official log entry.

Inform company.

if it is physical fight then initial action itself must be log entry.

A copy of entry shall be given to offender. If he makes any reply, it shall be entered in OLB.

MS ACT 190- 211: Disciplinary actions

MS ACT 101: AOA

MS ACT 348: Render assistance after collision

MS ACT 191: Desertion and action without leave

MS ACT 352: Pollution compensation

)
How to train cadet ?

Ensure cadets have undergone safety, security and shipboard duties

primary training is to be given for safety items and duties in emergency

Hold meeting with cadet and ask questions related to pre sea training to know their
knowledge level. This will give an idea from where to start.

1st month of 1st ship is important as cadet has entered a new environment.

Create daily, weekly and monthly programme for them.

Atleast their 1st week to be with senior crew to get familiarised with all deck items.

Daily reports to be taken from them.

Inspection of CRB weekly and monthly to be done.

Initially ask to make rough diagram of ship and its parts so that he get familiarised with the
terms and location of items.

Monitor their progress.

Ensure they are self motivated to learn and perform job

ensure that you are approachable guy

ensure them to undergo video training.

How to train 2off?(read job responsibility from SMS+ previous Handing over reports+
Audit checklist)

Will train him in coff day to day jobs

cbt videos required for coff

will keep him around during maintenance of cargo gear or overhauling of v/vs

will take him on deck round and ask for his inputs regarding ships maintenance.

Will look for his method of distributing work to deck crew.

How he behaves with other crew member.

Will advise him regarding leadership qualities like be an approachable guy, positivity etc

will give task of making loading unloading plan with different cargo, draft restriction, ballast
restriction, and other practical situation during loading and unloading.

Will share personal experience regarding coff job.

Will train him regarding conducting of drills and safety meeting.

Difference between OLB and Deck engine log book?

OLB

it is req as per MS Act sec 212

every indian ship except a home trade vsl of <200gt is req to have OLB

it is flag requirement and upon completion to be submitted to flag

for indian vsl entries in OLB is as per MS Act sec 214

OLB is signed by master and other crew members as witness

Deck engine Log Book

it is req by company and charterers to see the parameters or events related to movement of
ship.

These are signed by OOW after each watch and each page by HOD and Master.

These are not sent anywhere and kept onboard.

Official log book entries ?

As per MS Act sec 214

crew sign on sign off with date and place.

a report on the quality of work of any crew

every offence onboard and punishment inflicted

every conviction by a court related to ships crew and punishment inflicted

any illness or injury with medical treatment given

death onboard with cause

wages due to any seamen who died during voyage

money, property onboard of seamen who died during voyage

Any marriage or birth on board

ALSO-

Accommodation inspection, FW inspection, Drills and training, LSA FFA maintenance

vsl arrival and dep date with draft and freeboard

Change of command
conduct of drills ?

As per SOLAS ch III reg 19: emergency training and drills

Each crew member shall participate in 1 fire and abandon ship drill every month.

Once ship leaves port, the drill shall take place within 24 hrs if, more than 25 % crew
changed or not participated in previous month fire /abandon ship drill.

Free fall life boat: Atleast once every 3 months during abandon ship drill with its crew
properly secured and commence launch procedure but not release of hooks.
The life boat shall then be free fall launched with req operating crew
or
lowered by sec means with or without crew and shall be manoeuvred in water.

Free fall life boats to be launched by free fall method with operating crew every 6 months or
simulated launching

All life boats except free fall, shall be turned out from stowed position and shall be launched
and manoeuvred in water by assigned crew once every 3 months.

Enclosed space entry and rescue drills every 2 months.

Emcy steering drill every 3 months. (Within 12 hrs prior dep steering gear shall be checked)

Security drills to be completed every 3 months.

SOPEP drills to be completed every 6 months.

Fire drills to be completed in 12 months.

Onboard training:

onboard training in use of LSA and FFA shall be given within a period of 2 weeks of joining.

Instruction in the use of LSA and FFA at different part of the ship shall be covered in 2
months.
Steering gear testing ?

As per SOLAS ch V reg 26

within 12 hrs before departure the ship steering gear shall be checked and tested by the
ships crew.

 The main steering gear, aux steering gear

 emergency power

 rudder angle indicator

 remote steering gear control system (if in bridge wing)

 remote steering gear control system power failure alarm

 steering gear power unit failure alarm

 auto isolation arrangements and other automatic eq

checks and tests shall include:

 Full movement of rudder

 Visual inspection of steering gear and its connecting linkage.

 Means of communication b/w nav bridge and steering gear compartment.

 Operating instruction for changeover permanently displayed on bridge and steering

gear compartment.

SOLAS ch II-1 reg 29: steering gear

every ship shall be fitted with main and auxiliary steering gear so arranged that the failure of
one will not hinder other.

Where the main steering gear comprises 2 or more identical power units, an auxiliary
steering gear need not be fitted.

For every tanker (oil, che, gas) of 10,000GT and above and every other ship of 70,000GT
and above the main steering gear comprises 2 or more identical power units.

For every tanker (oil, che, gas) of 10,000GT and above, the main steering gear so arranged
that, the loss of steering capability due to single power supply regained in not more than 45
sec.

Main: 35 to 30 deg in 28 sec at service speed and summer draft.

Aux: 15 to 15 deg within 60 sec at half service speed or 7 kts and summer draft.
How to carry out emcy steering drill ?

Vessel on hand steering, Stop both motor

telemotor system off

At steering room take both motors on local control

switch on motor connected with emcy power.

At steering gear a push pin is provided which control the flow of oil to RAMs with a rudder
angle indicator.

Check gyro repeater and try out communication with bridge.

You left port and steering gear fails ?

Change over telemotor system, try NFU

if not then Try emergency steering

call and inform VTS

see if it is possible to anchor

if possible call back tugs

display NUC lights and shapes

modify AIS status

Broadcast safety message

procedure for Interim ISSC certificate ?

Issue on delivery and change of flag

issued when:

a SSA is carried out

a copy of SSP is onboard

CSO has ensured SSP is submitted for approval and plan implemented on the ship.

Ship has established necessary arrangement, including arrangements for drills, exercises
and internal audit.

The master and SSO are familiar with their duties and responsibilities.

Interim ISSC is valid

what is ship security assessment SSA ?

It is an important part of developing and updating SSP

a recognised security organisation may carryout SSA of ship

SSA shall include:

 on scene security survey

 identification of existing security measure, procedure

 identification of key shipboard operation that is important to protect

 identification of possible threats to key shipboard operation

 identification of weakness including human factor in proceedures and policies

the SSA shall be documented, reviewed and retained by company.

DOS declaration of security ?

It is to be agreed b/w ship and shore

a ship can request completion of DOS when:

 ship is operating at higher sec level than port

 there has been a security threat involving ship or port.

 Ship is at a port which is not req to have port facility sec plan.

 Ship conducting STS with a ship not having approved SSP

DOS shall be completed by Master or SSO and PFSO.

Explain SSP ?

Each ship shall carry Ship security plan approved by flag.

The plan must have 3 levels

the RSO will conduct SSA

Based on this SSP is developed

the flag may review and approve the plan or amend it.
Contents of SSP ?

Identification of SSO

Identification of restricted area and measures to prevent unauthorised access

location of SSAS

procedure to respond to security threat or incident

procedure for training and drills

inventory of security eq

duties of shipboard personnel in security aspect

procedure for survey

Duties of SSO ?

Implementing SSP

propose modification to SSP

enhancing security awareness

reporting security incident

carry out security inspection of ship

ensuring security equipment is properly operated.

Documents req as per ISPS code ?

ISSC

SSA

SSP

gangway log

CSR

DOS
Sec level 1: minimum security level required by ship or port at all times.

Sec level 2: level applying as long as there is a heightened risk of sec incident.

Sec level 3: level applying for a limited period of time when there is an imminent risk of sec
incident. loading/unloading is suspended.

HRA entry preparation ?

As per BMP5

 register with MSCHOA

 report to UKMTO

 implement ship protection measures as given in BMP5

Prior transiting HRA master to carry out RA

Large freeboard is preferred >8m

Sea state: for small skiffs in sea state 3 and above, it will be more difficult to attack.

Conduct drill prior entry HRA and brief crew

Reduce maintenance and engineering work to minimum

Review all recent warning

Use IRTC, use of group transit is recommended.

Increase lookout

Limited opening from accommodation. All doors hatches providing access to bridge
accommodation and engine room to be secured.

Kevlar jacket and helmet for bridge team

Sand bags at aft part of bridge wings

Physical barriers like razor wires and water spray fixed in posn

Try out SSAS

Upper deck lighting checked. It is recommended to keep nav lights on

Plan citadel
Action in case of pirate attack ?

Sound GE alarm announce on PA

Report to UKMTO immediately

Activate SSAS

Send DSC distress alert by all available means

Switch on AIS

All crew to proceed to citadel except bridge duty personnel

Activate water spray

Ensure all doors are closed

Carry out evasive manoeuvre

Ballast water management convention (BWM convention) ?

22Articles 5 annexes

ballast water convention entered into force on 8 sep 2017

it require ship to have BWMP and BRB

section D of BWM convention: standards for ballast water management

 Reg D1- ballast water exchange standard:

at least 95% of volumetric exchange.

 Reg D2- ballast water performance standard:

in 1 cubic meter less than 10 viable organisms( ≥ 50 micro meter) and
in 1 milli litre less than 10 viable organisms( ≤ 50 micro meter and ≥ 10 micro meter).

 Reg D3- approval requirement for ballast water management systems:

BWMS must be approved by admin.

 Reg D4- prototype Ballast water treatment technologies.

section B of BWM convention: management and control requirement for ship,

Entries in BRB ballast record book ?

Ship particulars and total ballast capacity in m3

entries with date time location quantity signature:

 when ballast taken onboard

 when ballast is circulated or treated for BWM purpose

 when ballast discharged into the sea

 accidental or other exceptional uptake or discharge of ballast waterline

BWMP contents ?

Purpose of ballast water management plan

 national international requirements

Ballast water exchange

 sequential method

 flow through method

 crew training and familiarisation

 duties of BWM officer

 Ballast water reporting form

 Ballast water handling log

vessel particulars

 sketch of ballast system

 ballast capacity tank wise

 ballast sample points

 allowable SF/ BM

 ballast exchange in heavy weather

 air pipe and vents in ballast tk

 reference docs
ballast water exchange method ?

Flow through method:

 pumping of atleast 3 full volume of tank could be needed to be effective when filling
from bottom and overflowing from top.

 Air pipes are not designed for continuous ballast water overflow, so manholes may
be opened.

 It can be carried out in heavy weather

 the loading condition of vsl is less effected

 corrosion of deck can occur

 freezing weather can cause ice accretion

 time required is more

 chance of over pressurisation is more

Sequential method:

 discharging 1 full volume of a tank (usually 1 set of wing tanks) and refilling it.

 It is much faster

 no corrosion or over pressurisation

 it cannot be performed in heavy weather

 proper calculation of stability must be done prior performing this method

Ballast water treatment method ?

There are 2 generic types of technology used in ballast water treatment

 solid liquid separation:

it is simply the separation of suspended solid materials from ballast water. (ex: filtration)

 disinfection:

removes or inactivates micro organisms using one or more of the following method

-chemical inactivation of micro organisms

-physiochemical in activation by UV light

-de oxygenation, displacement of dissolved oxygen by IG or stripping it by vacuum thereby

asphyxiating micro organisms.
D-2 compliance ?

Ships constructed after 8 sep 2017 must comply with D-2 standards on delivery

existing ships by 1st IOPP renewal after 8 sep 2019

by 8 sep 2024 all ships to be D-2 compliant.

Fundamental requirements of BMP5 ?

Understand the threat-maritime threats are dynamic, obtain latest info.

conduct risk assessment- companies must conduct RA

planning- company planning (review of SSA, guidance on recommended route, ship

protection measures), ship masters planning, test communication plan.

implementing ship protection measures- vessel hardening measures as per SSP prior HRA
entry, drills and briefing to crew

report- to UKMTO and register with MSCHOA

cooperate- with other shipping and military forces.

Citadel: designated area where in the event of imminent boarding all crew may seek
protection.
Citadel to be supplied with food, water and sanitation.
Citadel must have reliable communication(satellite phone).

UKMTO: UK maritime trade operations

act as a primary point of contact for merchant ships

UKMTO administers the voluntary reporting scheme under which merchant ships are
encouraged to sent regular reports (initial/ daily/ suspicious/ final).

MSCHOA: maritime security centre horn of africa

it is the planning and coordination centre for the EU naval forces.

It encourages companies to register their ship movement before entering HRA.

Turning circle: it is the path covered by the ships COG during a full 360 degree turn, with
a constant rudder angle and speed.

Advance: distance gained in the direction of the original course in a turning circle from the
time rudder is put hard over until ship has turned 90 deg.

Transfer: distance gained in the direction perpendicular to that of the original course in a
turning circle from the time rudder is put hard over until ship has turned 90 deg.

Tactical diameter: it is the distance made by COG in a direction perpendicular to ships

initial course when the ship has altered its course by 180 degree and is on reciprocal
heading.

Drift angle: the angle b/w ships F/A line and the tangent to the turning circle.

Factor affecting turning circle ?

Displacement- as disp increases TC increases

type of rudder- in conventional type rudder large TC

clearance b/w rudder and hull- if clearance is less, rudder is more effective, so TC will be
less

trim- larger TC in trim by stern

list- if vessel turns on listed side TC will be larger

Distribution of cargo- if vessel is in sagged condition TC will be small

Depth- in shallow water large TC

rudder angle- larger the rudder angle smaller will be TC

right handed propeller- TC to port will be slightly less.

Track reach- distance travelled by ship in its own path after full astern command is given
until the vessel start heading backward.

Head reach- perpendicular distance that is measured from the point full astern command is
given until the vessel start heading backward.
Rudder cycling-

method of stopping ship while maintaining its directional movement.

 Put rudder hard over to port

 when ships heading is 20 degree from initial co, put half ahead

 when ships heading is 40 degree from initial co, put hard to stbd

 when heading just start stbd movement, put slow ahead

 when heading reach initial co, put hard to port

 when heading just start port movement, put dead slow ahead

 when heading reach initial co, put hard to stbd

 when ship has still some ROT to port, put rudder midship and give full astern to stop
ship.
Emergency Towing Arrangement ?

As per SOLAS ch II -1 reg 3-4

mandatory On tankers >20000 dwt.

ETA to be fitted at both ends taking into account size and dwt of ship.

Atleast one ETA to be pre rigged and to be ready for rapid deployment.

Strength of towing components- atleast 1000kn for tankers 20000 dwt – 50000 dwt,
atleast 2000kn for tankers >50000 dwt.

Length of towing pennant atleast twice the lightest seagoing ballast FB at fairlead + 50m.

Fairlead broad enough to pass largest portion of chaffing gear, towing line.

Chaffing chain should extend 3m beyond fairlead.

Aft ETA pre rigged and ready to be deployed in not> 15mins by one crew.

Fwd ready to be deployed in not> 60mins.

Ship shall be provided with ship specific Emergency towing procedure.

This is called emergency towing booklet (ETB).
This includes:

 drawing of fwd and aft deck showing eta

 inventory of equipments

 method of communication

 sample procedure.

3 hard copy of ETB placed onboard (fwd, ccr, bridge) and 1 copy with owner or manager.
Owner or manager may have soft copy.

Content of ETB:

 part A- exchange information: which is to be provided to towing company ( vessel

condition and metrological info)

 part B-other relevant information (vsl particulars and eq specs)

procedure for launching aft ETA ?

Aft arrangement is intended for quick release and easy retrieval.

A storage box contain pickup gear and messenger wire.

When the storage box is opened pickup gear will drop to the sea.
Pickup gear is attached to the towing pennant through fairlead.
Pickup gear consist of SI light, marker buoy, pickup rope.

Towing pennant stored on storage drum

storage drum has towing pennant, retrieval rope and has brakes used to regulate pay out
tension of the rope.

Weak link is provided to prevent from rotating when not in use. It will automatically break
during deployment when a wt of 3t or more comes on it.

Fairlead is the strong point to withstand the force generated during tow. It has tapered entry
point so that shackle linking towing pennant to the retrieval rope cannot pass through.

Intact stability criteria for cargo ships

as per IS code and for tankers as per marpol annex 1 reg 27
Area under GZ curve upto 30 deg not< 0.055mr.
Area under GZ curve upto 40 deg not< 0.09mr.
Area under GZ curve b/w 30 deg and 40 deg not< 0.03mr.
Max GZ to occur at an angle 30 deg or more and atleast 0.2m height.
Initial GM not< 0.15m

Additionally for passenger ship:

The angle of heel on crowding all passenger to one side not> 10 deg.
The angle of heel due to turn not> 10 deg.
Damage stability criteria

it varies from ship to ship and is given in SOLAS ch II-1 and

for tankers- in marpol annex 1 reg 28 subdivision and damage stability
for chemical tankers- IBC chapter 2,
for gas carriers-IGC chapter 2,
for Bulk carriers- SOLAS ch XII

Survival capability or Damage Stability criteria for tankers or as per Marpol,

IBC, IGC code ?

a) In any stage of flooding:

 margin line should not be immersed

 max angle of heel due to unsymmetrical flooding not> 25 deg

 residual area not< 0.0175 mr

b) At final equilibrium after flooding:

 beyond posn of equilibrium, range of stability should be at least 20 deg and righting
lever(GZ) not< 0.1m

 residual area not< 0.0175 mr

 unprotected openings should not be immersed unless it is assumed to be flooded

 weathertight openings may be immersed.

 Emcy source of power should be capable of operating.

CDI ?

Chemical distribution institute

incorporated under law of Netherlands.

CDI is responsible for inspection and audit of chemical tankers and the global supply chain
for transport and storage of chemicals in packed and bulk form.

It is non-profit, non-commercial.

Managed by a board of 7 directors nominated by participating chemical companies.

Objective is to constantly improve the safety, security and quality performance of marine
transportation and storage for chemical industry. Also to provide chemical tanker inspection.
SIRE?

Ship inspection report programme

originally launched in 1993 to specifically address concerns about substandard shipping.

It is a tanker Risk Assessment tool for charterers, ship operators, terminal operators and
govt bodies concerned with ship safety.

SIRE programme require a uniform inspection protocol that is predicted by following.

 VIQ vessel inspection questionnaire (uniform sire inspection report)

 VPQ vessel particular questionnaire

The SIRE system is a very large database of up to date info of tankers.

Reports maintained on index for 12 months and on the database for 2 years.

Why Ship sanitation certificate is required ?

As per international health regulation 2005 article 39 of IHR, issued by WHO.

Till 2007 it was known as deratting certificate.

It is issued by PHO port health officer valid for 6 months

it is a proof that ship is clear of sources of contagion, and may be required for entry into port.

It is of 2 types:

 SSC- issued when a health risk is found and control measures (fumigation) have
been carried out.

 SSEC- issued to ships free of animal vectors, potential disease reservoirs or ill
humans.
Ship fouling- unwanted growth of biological materials such as barnacles and algae.

What is Anti fouling convention ?

(Anti fouling certificate- as per annex 4 reg 1 of Anti fouling convention)

International convention on the control of harmful Anti fouling system on ships.

It prohibits the use of harmful organotin compounds in AF paints.

Earlier AF paints in 60’s contained organotin tributylin (TBT) which caused deformation in
oysters and sex change in whelks.

Adopted in 2001 and EIF in 2008

AFS certification applies to ships of 400 gt and above on international voyages.

AFS notation after satisfactory survey.

India is a party to AF convention.

Presently copper based self polishing paints are used (cuprous oxide).

Self polishing AFP ?

Designed to wear down smoothly while maintaining a bio active interface b/w coating and
hull. The rate of release of biocide is important.

If too fast- AF will fail early

If too slow- AF will be ineffective

4 basic ingredients of AFP ?

 Resin- hold product together and control release of biocide

 Pigment- provide colour and thickness

 solvent- dissolve the components used in paint. It decides the flow and drying speed.

 Biocide- it is the active component that repel fouling

ERS emergency response service ?

MARPOL Anx 1 reg 37-SOPEP

As per SOLAS ch II1 reg 8-1 for passenger ships,
OPA,

all oil tankers of 5000 DWT and above shall have prompt access to computerised shore
based damage stability and residual structural strength calculation programme.

During registration for ERS, al basic data of ship wrt intact and damage stability condition
are updated in the electronic database.

During establishment phase, this data is run against scenarios to confirm correctness of
software and data.

Primary req of ERS is to provide shore based damage stability calculation.

ERS manages the risk of vsl and environment during an incident.

ERS can calculate the effect of firefighting water on vsls stability

during grounding ERS can provide worst case scenario relative to the condition of vessel.

ERS has complete info of vessel, only the dynamic info like draft, cargo, ballast is reported to
ERS after every departure from port.

ERS has all the key drawing of the vessel.

Mill scale- its is the product of oxidation which takes place during hot rolling of steel during
production. The oxidation and scale formation of steel is unavoidable phenomena.

Surface preparation ?

The life of a paint coating depends on how the surface was prepared prior to painting.

The standard has been prepared by Swedish Corrosion Institute, in cooperation with ASTM
and SSPC, USA (steel structure painting council).

Preparation by scrapping and wire brushing

 St 1- light scrapping

 st 2- thorough scrapping and wire brushing/ machine brushing/ grinding etc. It shall
remove loose mill scale, rust and foreign matter. Finally surface cleaned by vacuum
cleaner or compressed air. It should have faint metallic sheen.

 st3- very thorough scrapping and wire brushing/ machine brushing/ grinding etc.
It shall remove loose mill scale, rust and foreign matter.
Finally surface cleaned by vacuum cleaner or compressed air.
It should have a pronounced metallic sheen.

Preparation by blast cleaning

 Sa1- light blast cleaning.

Loose mill scale, rust and foreign matter removed.

 Sa2- thorough blast cleaning.

Almost all mill scale, rust and foreign matter removed.
Finally surface cleaned by vacuum cleaner or compressed air.

 Sa2.5- very thorough blast cleaning.

Almost all mill scale, rust and foreign matter removed to the extent that only slight
stains in form of spots remains.
Finally surface cleaned by vacuum cleaner or compressed air.

 Sa3- Blast cleaning to pure metal.

Mill scale, rust and foreign matter removed completely.
Finally surface cleaned by vacuum cleaner or compressed air.
It must have a uniform metallic colour
Permeability ? (SOLAS ch II-1, reg 7-3)

Permeability of a space is the percentage volume of a space the sea water can enter when
flooded.

It is used in ship survivability and damage stability calculation in ship design.

Permeability can be a percentage from 0 to 100 or

a coefficient from 0 to 1.

the values of permeability are given in damage stability booklet.

ex of permeability from IBC code:

0.95- for void space, tanks and living space

0.85- for machinery space
0.60- for space allocated to stores.

What are signs of death ?

As per ‘ship captains medical guide’ ch 12- the dying and the dead.

 Breathing stopped- listen with ear over nose and mouth. No air coming out and no
chest abdominal movement. Check with a mirror in front of mouth and nose for
misting.

 Heart stopped- no pulse and no heart sound. In life light pressure on finger nail will
cause the area to pale and when pressure released the colour regained. In death this
wont happen.

 In death pupils are large and shining a torch into eye wont make pupils shrink.
cold work- it is that work which cannot create a source of ignition or generate temperature
to cause ignition.

Why and how Ballast tank inspection is done ?

It is done to determine:

 coating condition

 corrosion

 deformation

 fracture

also the condition of other places like

 ladder, vent pipe, sounding pipe, bell mouth, anodes, amount of mud.

For carrying out inspection following preparations are done:

 enclosed space entry proceedures

 de ballasting, ventilation, lighting

Requirement for carriage of medicines and medical eq ?

in DG shipping website under ‘Act and Rules’/ merchant shipping rules 1994/ medicines,
medical store and appliances.

All ships to carry medicines, medical store and appliances as per first schedule.

Every cargo ship on FG voyages and passenger ships shall carry the scales of medicine as
per column 2a of first schedule and
if the number of persons exceed 40 then as per column 2b of first schedule.

Where the ships are req to carry medical officer, the scale of medicine to be so as to be
sufficient for 99 persons.

Cargo vsl on home trade:

 >4days, shall carry medicines as per first schedule column 3

 <4days, shall carry medicines as per first schedule column 4

all ships shall carry medicines as per first schedule column 5. these medicines are to be
locked and key with master.
Scale of medicines for chemical carrying vessels ?

Carry medicines as per MFAG and

reproduced in the second schedule.
These shall be carried in addition to first schedule.

Where total person b/w 24 to 50- scale of medicine in 2nd schedule x 1.5

Where total person greater than 50- scale of medicine in 2nd schedule x 2.

Medical chest certificate ?

The medicines, medical store and appliances as well as their record inspected by PHO
every 12 months and certificate is issued.

In India who is port health officer ?

On website- dghs.gov.in, there is a complete list of PHO approved by DG with their contact
detail, email, address.

At present PHO is present at major 12 ports. Mumbai, Cochin, Chennai etc.

How will you motivate crew ?

Giving training, this will improve their knowledge and confidence

giving crew member responsibility

appreciating crew for good work

support new ideas

Be supportive

communicate with staff, learn their thoughts, ideas.

Offering incentive for reporting hazardous situation.

Flare- outward curvature of the side shell above water line. Promotes dryness and protect
hull from anchor.

Camber- curvature of deck in transverse direction.

Freeboard- vertical distance b/w Draft and the freeboard deck.

Sheer- rise of ship deck F/A

Intercostal girder- a girder is a longitudinal member used in the construction of the bottom
of the ship. Ships with wider hull have additional girders adjacent to centre girder called
intercostal girder.

Gusset plate- triangular steel plates used to connect beam and girders to column.

Rise of floor- rise of bottom shell plating above base line.

Aft perpendicular- perpendicular drawn to the water line at the point where the aft side of
rudder post meet summer load line.

Forward perpendicular - perpendicular drawn to the water line at the point where the fwd
side of stem meet summer load line.

Types of floor- solid floor, plate floor, bracket floor.

TIG welding ?

Tungsten electrode is non consumable

electrode is water cooled

shielding gas usually argon, helium or nitrogen is used for protection against atmospheric
contamination.

MIG welding ?

Similar to TIG welding

consumable electrode or filler wire is used instead of tungsten

shielding by inert gas for protection against atmospheric contamination.

Thermit Welding ?

Used for large section, like stern frame

molten metal is used to join iron or steel

thermit is composition of 25% powdered aluminium and 75% iron oxide.

When it is ignited super heated molten metal Al2O3 and molten iron. As molten iron is
heavier it flows down to the gap of welding area.
Tests on welding ?

Destructive test- done by class

 tensile- material stretched out

 bend test- load applied at welded joint

 impact test- specimen hit by pendulum

non destructive test-

 visual examination- by trained experienced inspectors

 dye penetration- dye spread and examined by UV light

 magnetic particle- surface is magnetised and iron filling spread

 radiographic inspections- photographed by xray

 ultrasonic- high frequency sound waves

Types of anchor ?

Stocked anchor-

Traditional type. The stock is at right angle to the arm of the anchor.

Stock ensures that arm rest vertically on seabed and thus one fluke will dig itself in.

Stockless anchor-

Stocked anchor was replaced by stockless as it was easy to stow. It had large flukes.

Admirality cast anchor ACH-

It has holding power of 2.5 to 3 times that of stockless anchor. Because of high holding
power these anchors can have lesser weight than normal anchor. High holding power is due
large fluke area.

Pivot point- imaginary point along the fore an aft line along which ship turn.

When vsl is stopped- pivot point is almost at mid length

ahead movement- initially at 1/8 L from fwd and eventually settles at 1/4 L from fwd

astern movement- initially at 1/8 L from aft and eventually settles at 1/4 L from aft

turning- 1/3 L from fwd

Transverse thrust/ starting bias/ wheeling effect ?

Transverse thrust is a phenomenon, which is particularly noticeable when starting from rest,
until there is a wake flow through propeller.

It is more noticeable when making sternway.

The helical discharge from right handed propeller working astern splits and passes on both
side of hull.

This flow of water striking stbd quarter is of substantial force and is capable of swinging stern
to port and thereby bow to stbd.

This is called transverse thrust/ starting bias/ wheeling effect

This can be increased or decreased by varying propeller RPM.

The effect of transverse thrust when propeller working astern is greater, when ship is under
forward motion and pivot point fwd.

The transverse thrust looses out in leverage when pivot point moves aft.

Squat ?

Bodily sinkage due to reduction in water pressure due to shallow water.

Cause: when ship moves through water, it push the water ahead of displacing water.

This create a void in the water which is filled by surrounding water mainly from ahead.

In shallow waters, there is no sufficient water to fill the void.

The flow of water under the hull moves at faster speed causing reduction in pressure.

Due to reduction in pressure ship sinks more and is called squat.

Open sea squat= Cb x v2 / 100

confined water squat= Cb x v2 / 50

blockage factor- ratio of ships immersed cross section to cross section of water within
canal.

bxh / BxH

blockage factor of <0.1 represent open sea condition and hence no blockage factor.

Blockage factor of 0.265 and above represent narrow channel.

Shallow water- When depth of water is less than twice the draft.

Shallow water effect on vsl ?

 Wave making increases at fwd of vsl

 sluggish manoeuvring

 STW reduces

 stopping distance and time increases

 ship become directionally unstable

 rolling and pitching if any will be reduced

 sudden vibration may occur

 greater squat than in deep water

 In shallow water there is pressure build up abaft pivot point opposite to side of turn
(in port side during stbd turn) and restricted water at bow cause pivot point to shift aft.
These combined effect cause rudder to loose efficiency and hence Turning Circle will
be large.

Bank effect ?

It refers to the tendency of the ships bow to push away (bow cushion) and stern to get
sucked towards the bank (bank suction) when operating in a river or restricted fairway.

Precaution to be taken when passing through shallow water ?

Slow down vsl to reduce squat

dont give large helm

squat pre calculated

monitor depth continuously

if required reduce draft by de ballasting

keep to the centre of channel to avoid bank effect.

Before turning give large helm

ensure proper distance from traffic to avoid interaction

maintain safe speed as stopping distance will be more.

Mediterranean moor:

in this the vessel is secured stern to the jetty.

This is done mainly in Mediterranean and black sea area.

The mooring arrangement is both anchors and lines from stern.

Pick up leeward side anchor first during departure.

Baltic moor:

used where there is strong current, or strong on shore wind, or jetty not strong enough, or
where no tugs available for berthing.

A wire from aft is connected to sea side anchor.

The anchor is dropped when vsl is off jetty.

The cable together with wire is paid off to get alongside jetty.

Standing moor:

Drop port anchor and fall back 9 shackles under current and drop stbd anchor.

Pay out stbd anchor while heaving port anchor.

Finally port anchor 5 shackles and stbd anchor 4 shackles.

Running moor:

head wind and current

drop stbd anchor 9 shackles while proceeding under engine and drop port anchor.

Pay out port anchor while heaving stbd anchor.

Finally port anchor 5 shackles and stbd anchor 4 shackles.

Open moor:

where holding power of ground not enough or current is strong.

Approach with wind or current on bow.

Windward anchor is dropped and 1/3 of the final length of cable is paid out while maintaining
head way.

2nd anchor is dropped and engine put astern to arrest speed.

Both anchor cable paid out so that finally anchors are at 1 point on port and stbd bow.

Which moor you prefer, standing moor or running moor ?

Standing moor- in this anchor is let go after vsl stops, it is faster and no additional
manoeuvring skills required.

Use of twin screw ?

The stbd propeller is right handed and port left handed

No natural transverse thrust

directionally stable w/o rudder.

STCW Code ?

International convention for the standards of training certification and watchkeeping for
seafarers.

Part A- mandatory standards

ch I – Ch VIII standards regarding (below)

general provision

master and deck dept

engine department

radio personnel

special training for certain ship type

emcy, occupational safety, medical care, survival function

alternate certification

watchkeeping

Part B- recommended guidance

ch I – Ch VIII guidance regarding (above)

IS Code- intact stability code 2008

for Cargo and passenger ships, the intact stability criteria is in IS code.

For tankers in marpol annex 1- reg 27.

Purpose- to recommend stability criteria and other measures ensuring safe operation of all
ships, to minimise the risk to such ships, personnel and environment.

Part A- mandatory criteria.

Part B- recommended guidelines.

contents-

 general precautions against capsizing

 intact stability criteria wrt GZ, GM etc

 weather criteria

 FSE and icing

 watertight integrity

 information for the master

 stability and operational booklets

 operational procedures in heavy weather

IS code sets out conditions, which must be complied with, and demonstrated by master on a
GZ curve, before the ship sails out at sea.
Damage stability

if a ship gets damaged, the ship must be able to maintain its stability, so that she can be
brought to safety, and repairs can be done.

Damage stability requirements:

For cargo and passenger ships: As per SOLAS ch II part B- subdivision and stability

for tankers: as per MARPOL anx I reg 28

for che tankers: as per IBC code.

There are 3 approaches to calculate damage stability:

1.Floodable length and factor of subdivision- floodable length is the length of a compartment
which if flooded will cause the ship to sink up to the margin line.

2.Probabilistic damage assessment-

in this method attained, subdivision index > required subdivision index.
If not then re arrange how the ship is subdivided into various compartments.
SOLAS ch II-1 part B-1 stability, reg 7 & 6

above 2 methods are used at the time of ship construction.

The one we use onboard is the “Deterministic Damage Assessment”

procedure-

Loadicator checks damage stability compliance.

For this, after making stowage plan check against damage assessment.

There are class approved combination of damaged conditions.

Loadicator compares current stowage plan with all those conditions and finds out whether
compliance with stability requirement is maintained after the damage.

If everything is good it will give a green light.

Action in case of damage to ships hull

(*after general alarm, muster- head count- report to bridge.)

ISM Code

international code for the safe management of ships and pollution prevention.

SOLAS ch IX Management for the safe operation of ships, Reg 3: safety management
requirements

it came after the incident of Herald of free enterprise. Bow door left open, vsl sailed, flooded,
sunk.

Aim- to ensure safety at sea, prevent loss of life or injury and protection of marine
environment, by providing international standards.

Part A- implementation

1. General

2. safety and environmental policy

3. company responsibility and authority

4. designated person (DPA)

5. masters responsibility and authority

6. resource and personnel (crew training)

7. development of plan for shipboard operations (SMS)

8. emergency preparedness (contingency plan)

9. reports and analysis of NC, accidents and hazardous occurrences.

10. maintenance of ship and equipments (PMS)

11. documentation

12. company verification, review and evaluation

Part B- Certification and Verification

13. certification and periodic verification

14. interim verification

15. verification

16. forms and certificates

what is first thing to check in stability booklet ?

Exemptions, is the first thing to look for, so that we will not do the things which the book says
not to do during loading or discharging.

Why grain and IMSBC code is different ?

Grain has low angle of repose.

Its main hazard is settling and shifting.

Besides IMDG is there another publication that helps in segregation of IMDG

containers ?

STORCK GUIDE- stowage and segregation to IMDG code.

It shows the general stowage with dangerous substances plus all special segregation
requirements.

Loading 100 container DG, how to know segregation is correct, faster way ?

Refer STORCK guide.

chief mate duties during bunkering ?

Mooring operation incharge

arrangement for bunker surveyor to board

ensure enough deck crew

SOPEP items ready

Coff will monitor list and trim

ensure fire and safety rounds taken on deck at all times

keep watch on E/R communication

ensure that draft does not exceed in particular zone.

which gas you measure during bunkering ?

H2S-

2 ppm limit for H2S in bunker took effect from july 2012 under ISO.

H2S in marine fuel can pose serious Health hazard and is highly corrosive.

Measuring H2S helps in determining the potential a bunker fuel has for causing serious
corrosion to engine and fuel storage tanks.

H2S is heavier than air, it settles down

If high content inform company and follow order

ask crew to wear SCBA sets on deck

All accommodation doors must be shut.

Also, we check for benzene.

Heavy weather precaution ?

Inform all department.

Main engine standby.

Both steering motors running.

Discuss weather reports with master and consider alternate route.

Rig safety line on deck.

Check cargo lashings to ensure tightness.

Secure hatches and other openings on deck.

Check all loose items on deck, engine room and accommodation secured.

Anchors to be extra lashed.

Loose Mooring ropes to be in store and secured.

Gangway to be extra lashed.

All cranes lowered and secured.

Scuppers to be kept open on deck.

Life boat secured.

No slack tank.

Take heavy weather ballast if necessary.

2 important record book for coff ? What receipt to attach in that ?

ORB/ CRB and GRB

oil- sludge discharge to shore/ barge

garbage landing receipt

difference b/w flooding and foundering ?

Flooding: Taking on excessive water in one or more spaces of ship.

Foundering: Taking on water to the point where the vessel become unstable and begin to
sink or capsize. Normally water crosses the margin line.

How will you know SWL of crane ?

Lifting appliance is Tested and examined and SWL assigned by a competent person before
it is put into use for the first time and every 5 years.

(Breaking Stress is found out and factor of safety is applied (1/6) to breaking stress to
determine SWL)

In periodic static test spring balance is shackled to an eye on deck and the crane runner wire
is used to pull on it till proof load is reached.

thus if the crane or any of its parts with stood deformation when proof load is applied, then it
is having the same SWL as assigned in the certificate.

For crane-

<20t SWL = SWL + 25%

20 to 50t = SWL + 5t

>50t = SWL + 10%

Suez canal tonnage certificate comes under what ?

Under obligatory certificates.

These are certificates required by a particular state when trading in it or transiting through it.

How will you handle indiscipline onboard ?

By following guidelines in OLB. (MS ACT 194)

How will you carryout LSA FFA maintenance of the ship ?

As per regulations in SOLAS and as per ship PMS.

(LSA SOLAS ch III reg 20)

Who publish COSWP ?

Maritime and coast guard agency UK.

How will you prepare for PSC inspection?

By ensuring there is no NC onboard(page 99).

Why stern launching and sideway launching ?

If enough depth and sea room then stern launching.

If not enough sea room then sideway launching.

What is MCA ?

It is an agency of UK known as maritime and coastguard agency.

How to know meat is spoiled ? Actions ?

Will take out all the rotten meat outside because it can spoil other meat.

Take pics for evidence.

Meat will turn black or bluish if spoiled and by smell also we can make out that it is spoiled.

Will cut and dispose as per marpol annex V

Cargo leak into ballast tank, action ?

Take sounding of ballast tank and transfer the cargo in COT to another tank

inert the ballast tank

inform company and P & I

inspect all other tanks for leak

how to check loadline are correctly marked ?

We can check it by “loadline baton” which we get from shipyard, to measure distance b/w
loadline marks.

What is storm valve ?

Storm valves are mainly found on ships sanitary systems having a ship side exit.

Storm valves allow outflow over the ships side while preventing sea water entering the
system during heavy seas.

What is smelling of ground ?

When ship nearing an extremely shallow depth of water, she is likely to sheer suddenly
towards it and then violently away.

How to avoid galley fire ?

Training of galley staff

used oil not to be kept in galley

ensure to switch off supply to hot plate after use.

PMS for galley to avoid fire ?

Cleaning of mesh

no oil accumulation on vents

keep FFA in readiness

cleaning of hot plates thoroughly after use.

Type of v/v in bilge system ?

NRV screw down

first survey after yard delivery, which certificate you get ?

Internal audit of ship after yard delivery within 3 months and 1st certificate is interim SMC.
SOLAS chapters ?

Chapter I – General Provisions

Chapter II-1 – Construction – Structure, Subdivision and stability, machinery and electrical
installations

Chapter II-2 – Construction – Fire protection, fire detection and fire extinction

Chapter III – Life-saving appliances and arrangements

Chapter IV – Radio communications

Chapter V – Safety of navigation

Chapter VI – Carriage of Cargoes and oil fuels

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

Chapter XIII – Verification of Compliance

Chapter XIV -Safety Measures for Ships Operating in Polar Waters

what all things you will tell 2nd and 3rd officer to do for SEQ survey ?

Will ask 2nd off to inspect and test nav equipments and 3rd off to inspect and test all LSA FFA.

Who issue official log book ?

Flag state

Disabled ship ?

A vessel that needs assistance, whether docked, moored, anchored, aground, adrift, or
having been under way with a loss of propulsion;

but does not mean a barge or any other vessel not regularly operated under its own power.
What is piracy ?

As per UNCLOS article 101, piracy consists of following acts.

a. any illegal acts of violence or detention(keeping in custody) or depredation(attacking)

committed for private ends by the crew of a private ship against another ship or persons or
property on board such ship on high seas or outside the jurisdiction of a state.

b. any act of voluntary participation in the operation of a ship with knowledge of facts making
it a pirate ship.

Any act of encouraging or persuading someone to do an act described in subparagraph (a)

or (b).

Why ISM and ISPS is mandatory even when they are code ?

Because ISM and ISPS are part of SOLAS

ISM as per SOLAS ch IX reg 3

ISPS as per SOLAS ch XI-2 reg4

Difference b/w piracy and armed robbery ?

Piracy is on high seas, and armed robbery in internal water, archipelagic water and territorial
sea.

Armed robbery as per IMO ?

Any illegal acts of violence or detention(keeping in custody) or depredation(attacking)

other than act of piracy,
committed for private ends by the crew of a private ship against another ship or persons or
property on board such ship,
within a states internal water, archipelagic water and territorial sea.

Any act of encouraging or persuading someone to do an act described above.

Solas ch IX full name ?

Management for the safe operation of ship

MARPOL full name ?

International convention for the prevention of pollution from ships.

Where to find all safety equipment list ?

In form E

you and another crew inside DB, crew member collapses, how to rescue him ?

By tied hand crawl method or

by drag and carry method.

Rights of seafarers as per MLC ?

Right to fair recruitment and placement

Right to be paid wages

right to regulated hours of work and rest

right to be repatriated

right to descent accommodation and recreational facilities onboard

right to good quality food and drinking water

right to access shore based welfare facilities

right to complain onboard.

A fully loaded gearless bulk carrier runs aground on a rock at high tide, range
of tide is 4 meter and the next low water is in 5 hours ?

Ballast the tank on the starboard side which will create enough list for the ship to slide off the
rock.

What is the difference b/w law, circular, order ?

LAW- the system of rules which a particular country or community recognizes as regulating
the actions of its members and which it may enforce by the imposition of penalties.

Circular- A circular is essentially a letter, containing some important information that is

distributed to a large number of people.

Order- A circular issued by competent authority.

What will you fill as choff in official log book ?

Accommodation inspection

FW inspection

Drills and training

LSA FFA maintenance

vsl arrival and dep date with draft and freeboard

Crew not ready to go in the tank for cleaning, how will you motivate them ?

Listen to crew

ask them reason for not entering

if required give a day off (if physically tired)

tell them why we are onboard, far from home.

What type of moor is preferred in river ?

Running moor and standing moor.

FPD maintenance ?

It will be as per ships PMS, which include SOLAS as well as manufacturer instruction.

Visual inspection, SWL certificate

you are on bridge, vsl grounded, action ?

Stop engine

inform engine room and check for chances of refloating

PMS jobs on what basis ?

As per manufacturer instructions, and regulations like SOLAS. All these along with company
instructions are included in the PMS of the ship
PSC report form ?

Form A- report of inspection

Form B- deficiencies found and follow up action

PSC is mandatory as per which reg ?

As per SOLAS ch I reg 19- control

As per SOLAS ch IX reg 6- verification and control

DOC under which convention ?

SOLAS

Is CLASS necessary ?

As per SOLAS ch II-1 reg 3-1,

ships either need to be constructed as per the rules of class or
as per national standards of the administration.

If the ship is constructed as per the rules of classification societies, it is statutory for ship to
have “certificate of class” that proves that ship is constructed that way.

Ship can also be constructed as per the national standards of the flag state in which case
class certificate would not be required.

Also, Without class the ship insurance premium will be high.

Morning watch 3/Engg collapsed in E/R, action as mate ?

Inform master

when master on bridge handover to him and proceed to E/R

get 3/Engg transferred to hospital in stretcher

provide necessary first aid

inform company doctor and company.

Duties of chief officer for river transit ?

Adjust the ballast keeping in mind the UKC and air draft required for the river.
What will happen if you start fire pump with discharge valves shut ?

In fire line we have relief valve to avoid over pressurisation.

How load density of tank top is more ?

Because it is supported by F/A girders and athwardship beams which are passing below it.

How will you implement ISM onboard ?

As chief mate i will ensure that company SMS is followed

ensure DPA is assigned to ship

master responsibility and authority is mentioned in company SMS

plans and instruction including checklist must be present for key shipboard operation

will ensure emergency preparedness

proper procedures laid down and followed for reporting NC

Ship is following PMS system

your COC is as per which regulation of STCW ?

STCW part A ch II reg 2

MLC in brief ?

The Maritime Labour Convention, 2006 is an international labour Convention adopted by the
International Labour Organization (ILO).

It provides international standards for the world’s first genuinely global industry.

Widely known as the “seafarers’ bill of rights,” the MLC, 2006 was adopted by government,
employer and workers representatives at a special ILO International Labour Conference in
February 2006.

The Convention is comprehensive and sets out, in one place, seafarers' rights to decent
working conditions.
Certificate onboard as per MLC ?

Under MLC, 2006, the ship owners are required to submit a DMLC or Declaration of
Maritime Labour Compliance to their respective flag states which form a party to the
convention.

The flag states accordingly issue the MLC Certificate to the fleet flying their flag following,
surveys, inspections, paperwork and approvals.

Anchor swivel is jammed, how will you free it ?

Let go the anchor.

What is BMP5 ? Who issues it ?

Best management practices 5 (BMP5) are a set of guidelines intended to deter piracy and
enhance maritime security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea.

(also there is “BMP west africa”)

It was jointly released by BIMCO, ICS, the International Group of P&I Clubs, INTERTANKO
and the OCIMF

INTERTANKO- International Association of Independent Tanker Owners

BIMCO- Baltic and International Maritime Council

most important thing to inform company after looking previous DD specs ?

Look for thickness measurement of steel plates and inform company.

BMP5 contents ?

Introduction

The threat

Threat and risk assessment

Planning

Ship protection measures

Reporting

Ships under attack

ORB part I entries ?

MARPOL annex 1 reg- 17 machinery space operation

The Oil Record Book Part I shall be completed whenever any of the following machinery
space operations takes place in the ship:

.1 ballasting or cleaning of oil fuel tanks;

.2 discharge of dirty ballast or cleaning water from oil fuel tanks;

.3 collection and disposal of oil residues (oil residue (sludge));

.4 discharge overboard or disposal otherwise of bilge water which has accumulated in

machinery spaces; and

.5 bunkering of fuel or bulk lubricating oil.

in the event of accidental discharge a statement shall be made in the Oil Record Book Part I
of the circumstances and reason for the discharge.

Each operation described above shall be fully recorded without delay in the ORB Part I.

Each completed operation shall be signed by the officer in charge of the operations
concerned and each completed page shall be signed by the master of ship.

The entries in the Oil Record Book Part I, for ships holding an IOPP certificate, shall be at
least in English, French or Spanish.

Where entries in an official national language of the State whose flag the ship is entitled to
fly are also used, this shall prevail in case of a dispute or discrepancy.

Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.

The Oil Record Book Part I, shall be kept in such a place as to be readily available for
inspection.

It shall be preserved for a period of three years after the last entry has been made.

The competent authority of the Government of a Party to the present Convention may
inspect the Oil Record Book Part I

MLC rest hour ?

10 hours in any 24 hour period; and 77 hours in any 7 day period.

Hours of rest may be divided into no more than 2 periods one of which shall be at least 6
hours in length.

(it is same as STCW rest hours after the Manila amendments)

what is CLC and FUND convention ?

As per CLC,

It is ship owner who needs to pay for the damages resulting from the oil pollution incidents

All ships that carry more than 2000 T of oil as cargo need to maintain insurance equal to the
ship owner’s liability.

(The maximum liability of the ship owner in any one pollution incident would be limited to
4,510,000 SDR for the vessel up to 5000 GRT.

For vessels more than 5000 GRT, maximum liability would be SDR 631 per addition GRT.

Maximum liability, in any case, will not be more than SDR 89,770,000.)

The Aim of the fund convention is to compensate the victims of oil pollution damage, beyond
the ship owners liability as set out in CLC convention.

the parties that are direct beneficiaries of the oil trade contribute to this fund.

As per article 10 of fund convention,

Annual contributions to the Fund shall be made in respect of each Contracting State by any
person who, in the calendar year has received in total quantities exceeding 150,000 tons

How will you know ship has touched block in Dry dock ?

We know draft and height of block

keep draft + ht of block figure ready.

On dock there is ht marking

the moment when water level falls below above figure, the vsl has touched the blocks.

You have no 2 hold damaged, how will you proceed to drydock ? what
precautions you will take ?

Will check the passage plan, reviewing the weather and will take help of ERS

posn of blocks on dock must be done accordingly considering hold damage.

The dry dock preferred for this operation will be floating drydock.

Docs required as per ISM code ?

DOC, SMC, SMS manual

in dry dock why small trim ?

As the water level in the dock lowers, the slight trim allows placement of stern and bow one
by one, rather than simultaneously, which will increase the load and pressure on a hull and
the keel of a vessel.

Also with small trim vessel can be adjusted on the block.

Document as per SMC carried onboard ?

SMS manual

what is hawse pipe ?

steel pipe placed in the bows of a ship on each side of the stem for the anchor chains to
pass through.

The name of the curve when the anchor chain is not stretched ?

Catenary

does P (upthrust at stern in drydock) act in case of grounding ?

Yes

Vessel in port detained by PSC, action?

Try to convince the PSCO (port state control officer) for changing the code 30 to
code17(to be rectified before departure)

if not convinced,

inform Class, Flag, company, charterers and owners

start rectifying the defect asap if possible

or ask company or agent for assistance

Preparing for PSC ?

As chief officer i will ensure that ships and crew are following national and international regs
at all times

Documents in order

check all statutory certificates and other certificates and docs

check all docs are valid, up-to-date and ship particulars are consistent throughout.

seafarers docs ready

all LSA FFA kept in a state of readiness

LSA FFA drills and training conducted and recorded

location of portable fire fighting equipments checked against FCP and condition verified.

Fire safety equipment service reports valid

contents of fire locker

maintenance and training records of fixed fire fighting systems

functionality of fuel pump stops, quick closing valves, dampers, vents and fire doors.

emergency generator and emergency lights functionality

IMO symbols clearly posted

maintenance records up-to-date

system of keeping charts and other nautical publications up-to-date is effective

ORB complete and signed

bilges and save alls clean

functionality of ODMCS including maintenance

crew members familiar with use and operation of all safety equipment.

Complete an inspection of the vessel as per company PSC inspection checklist.

Any shortcoming to be highlighted to the company through master and defects rectified prior
PSC inspection.

Ensure ship does not have any NC from last reports.

Mostly MOU have list of deficiencies on their website year wise.

There is a safety campaign every 3 to 4 months. Refer that, and cover that particular
campaign related inspection.
Instruct officers 3/0, 2/0

request master to conduct management level meeting

If master feels detention is unjustified ?

PSCO should properly inform master of his right to appeal and relevant procedures in the
case of detention.

Master has the right to appeal against the detention to the appellate authority.

The appellate authority in India is the chief surveyor with the govt of india who may be
contacted by cs@dgshipping.com or psc@dgshipping.com.

Crew member died onboard action ?

Take all the necessary steps that are mentioned in WHO’s International medical guide for
ships. Confirm person dead via radio medical advice.

The master of the ship would inform the company about the deceased person along with
other necessary details that are required in the form of evidence.

The company is responsible to inform the next-of-kin of the deceased person.

Also, it is to note that in case the incident occurs when the ship is at port or anchor, the
procedures according to the laws of that particular country needs to be followed.

If at the port, the master should inform the local agents, medical personnel, and concerned
persons of the P & I club.
The local agent would guide the master regarding the procedures to be followed as required
by the authorities of that particular country.
If the accident has taken place at the sea, the procedures and guidelines as provided by the
company are followed.
The company might ask to preserve the body in an emptied refer compartment.
Also, the agent of the next port of call must be informed beforehand so that the necessary
information is provided to the local authorities, the consulate of the ship’s flag state, and the
correspondence of the P & I club.
As per the rules, all the belongings of the deceased person should be packed and handed
over to the agent to be sent to the company, which would eventually forward it to the next-of-
kin along with a copy of the inventory list of belongings.

All the details are to be noted in the official logbook for later reference as per MS act 214.
What all entries in log book regarding weather and why ?

Wind direction and force, sea state, swell height, dry bulb, wet bulb and sea temp

it is required as per SOLAS ch V reg 28- record of navigational activities and daily reporting.

As per this Vessels on international voyages shall keep onboard a record of navigational
activities and incidents which are of importance to safety of navigation and which must
contain sufficient details to restore a complete record of the voyage.

Also, weather records will help-

the taking over officer to understanding what to expect during the voyage.

to monitor the past weather trend wrt to weather reports and prepare vsl if heavy weather is
expected.

To claim insurance when damage to cargo or ships structure happens due to heavy weather.

Why we keep dry and wet bulb and sea temperature ?

On board ship the type of hygrometer used is the wet & dry bulb type.

It measures the wet bulb temperature and dry bulb temperature.

Dew point of the air is obtained by comparing the two temperatures on a dew point table.

When atmospheric air is cooled below the dew point, moisture capacity is reduced and
airborne water vapour will condense to form liquid water known as dew.

We can use this to determine whether ventilation of cargo holds can be carried or not.(if dew
point of outside air is less than hold temperature then we can ventilate)

Also to plan deck work.

Sea temperature is monitored as Sea water is used as cooling water for main engine and
auxiliary engine, water for fresh water generator

Also to foresee ice area

Difference in SAFCON and loadline survey ?

loadline certificate - required by the International Convention on Load Lines

SAFCON certificate- required by SOLAS

How to calculate permeability ?

As per SOLAS ch II-1 reg 7-3.

The permeability of a space is the percentage of volume of the space which may be
occupied by seawater if the space is flooded

0.95 for voids (empty spaces), tanks, and living spaces

0.85 for machinery spaces

0.60 for spaces allocated to stores.

On wire mooring rope what stopper we use ?

Chain stopper

You want to secure anchor and bow stopper stuck, action? What type of wire
rope you will use ? What is it called and what size ?