General Notes

Additional notes (chapter 1 5)
FOR MCA ORAL EXAMINATIONS
Topics and links :

Table of Contents :
Chapter 01 : publications | admiralty distance tables | admiralty list of light and fog signals | admiralty list of
notices to mariners | admiralty list of radio signals | admiralty sailing directions | admiralty tide tables |
annual summary of admiralty notices | bridge procedures guide | chart catalogue | code of safe working
practices | cumulative notices to mariners | guide to port entry | m notices | mariners handbook | ms
notices | ms notices indian | nautical almanac | ocean passages of the world | regulation for carriage of
publications | ships routing | tidal stream atlases |
Chapter 02 : anchor certificate | chain cable certificate | drop test for cast anchors | marks on anchors | test
on anchor cables | tests on anchors |
Chapter 03 : ballast water management | committee tackling ballast water problem | harmful aquatic organisms
in ballast water |
Chapter 04 : bridge equipment | autopilot | doppler logs | echo sounder | electromagnetic logs | gps |
gps errors of system | gps ground segment | gps pseudo range | gps space segment | gps user segment
| gps various dilutions of precision | logs |
Chapter 05 : bulk carrier code |
1.Publications.
Please consider the environment before printing out these copies 1
Descriptions of publications on board
Carriage of nautical publications ;
Section A Publications which must be carried by sea-going passenger vessels and all other
vessels over 300 gross tons.
1. International code of signals.

2. The mariners hand-book.
Section A Publications for which only those parts relevant to a vessels voyage and operation
must be carried.
1. merchant shipping notices, marine guidance notes and marine information notes.
2. Notices to mariners.
3. Lists of radio signals.
4. Lists of lights.
5. Sailing directions.
6. Nautical almanac.
7. Navigational tables.
8. Tide tables.
9. Tidal stream atlases.
10. Operating and maintenance instructions for nabvigatiional aids carried.
Ships Routeing:
Part A: General, Design Criteria And Symbols.
Part B: Tss.
Part C: Deep Water Routes.
Part D: Area To Be Avoided.
Part E: Other Routeing Measures.
Part F: Associated Rules And Recommendations Of Navigation.
Mariners Handbook: Np 100.
Chapter 1: Charts, Navigational Information, Supply Of Charts, Nav Warnings Etc.
Chapter 2: Use Of Charts And Other Nav Aids, Fixing Positions On Charts, Light And Fog
Signals, Buoyage, Echo Sounding Etc.
Chapter 3: Operational Information And Regulations.
Chapter 4: The Sea.

Chapter 5: Meteorology.
Chapter 6: Sea - Ice - Icebergs.
Chapter 7: Operations In Polar Regions Where Ice Is Prevalent.
Chapter 8: Observing And Reporting Hydro Information.
Code Of Safe Working Practices For Merchant Seamen:
This Code Provides A Sound Basis Upon Which The Concerned Can Establish And Maintain
Safe Working Conditions On Board Ships At Sea And In Port And Designed to Reduce The
Number Of Accidents.
Published For The Maritime And Coastguard Agency Under License From The Controller Of Her
Majesties Stationery Office.
Contents Being :
Section 1: Safety Responsiblities/Shipboard Management.

Chpt 1: Risk Assessment.
Chpt 2: Health Surveillance.
Chpt 3: Safety Officials.
Chpt 4: Personal Protective Equipment.
Chpt 5: Safety Signs.
Chpt 6: Means Of Access And Safe Movement.
Chpt 7: Work Equipment.
Section 2: Personal Health And Safety.
Chpt 8: Safety Induction.
Chpt 9: Fire Precautions.
Chpt 10: Emergency Procedures.
Chpt 11: Security On Board.
Chpt 12: Living On Board.
Chpt 13: Safe Movement.
Chpt 14: Food Preperation And Handling.
Section 3: Work Activities.

Chpt 15: Safe Systems Of Work.
Chpt 16: Permit To Work Systems.
Chpt 17: Entering Enclosed And Confined Spaces.
Chpt 18: Boarding Arrangements.
Chpt 19: Manual Handling.
Chpt 20: Use Of Work Equipment.
Chpt 21: Lifting Plant.
Chpt 22: Mantainence.
Chpt 23: Hotwork.
Chpt 24: Painting.
Chpt 25: Anchoring, Mooring And Towing Operations.
Chpt 26: Hatch Covers And Access Lids.
Chpt 27: Hazardous Substances.
Chpt 28: Use Of Safety Signs.
Section 4: Specialist Ships.( Later To Be Published.)

Chpt 29: Dry Cargo Ships.
Chpt 30: Tankers And Other Ships Carrying Bulk Liquid Cargoes.
Chpt 31: Ships Serving Offshore Gas And Oil Installations.
Chpt 32: Ro-Ro Ferries.
Chpt 33: Port Towage Industry.
Section 5: Appendixes
Appendix 1: Standard Specifications Refered To In This Code.
Appendix 2: Bibliography.
Bridge Procedures Guide:
Published By: International Chamber Of Shipping. Edn Referred To: 1990
Foreword
Purpose And Scope

References
Part A: Guidance For Masters And Watch Keeping Officers
Bridge Organisation
1. General
2. Passage Plan.
3. Safety System - Maintenance And Training.
Passage Planning
4. Responsibility For Passage Planning

5. Pilotage And Passage Planning.
6. Notes On Passage Planning.
7. Parallel Index Plotting.
Duties Of The Officer On Watch
8. General
9. Keeping A Good Watch.
10. Main Engines.
11. Changing Over The Watch.
12. Periodic Checks Of Navigational Equipment.
13. Helmsman / Autopilot.
14. Navigation In Coastal Waters.
15. Restricted Visiblity.
16. Calling The Master.
17. Navigation With Pilot Embarked.
18. Watchkeeping Personnel.
19. Search And Rescue.
20. Helicopter Operations.
21. Log Books.
22. Bridge And Emergency Checklists.
23. Ship At Anchor.
24. Ships Draft And Manoeuvering Information.
25. Bridge Located Systems / Systems Controls / Monitoring And Operations.
1. Operation And Mantaince Of Navigational Equipment

1. General
2. Radar And Arpa.
3. Steering Gear And Autopilot.
4. Gyro And Magnetic Compasses.
5. Chronometres.
6. Echo Sounders.
7. Speed And Distance Recorders.
8. Electronic Position Fixing Aids.
9. Direction Finders.
10. Hydrographic Publications.
11. Emergency Navigational Lights And Signal Equipment.
12. Radiotelephone.
13. Ship Radio Reporting Systems And Requirements.
Annex I: Pilot Card.

Annex Ii: Wheelhouse Poster.
Annex Iii: Guidance On Steering Gear Test Routines.
Annex Iv: Notice On The Correct Use Of Vhf Channels.
Annex V: Required Boarding Arrangements For Pilots.
Part B: Bridge Checklists.
1. Familiarisation With Bridge Equipment.

2. Daily Tests And Checks.
3. Preparation For Sea.
4. Embarkation / Disembarkation Of Pilot.
5. Master / Pilot Information Exchange.
6. Navigation, Deep-Sea.
7. Navigation, Coastal Waters / Traffic Seperation Schemes.
8. Changing Over The Watch.
9. Preparation For Arrival In Port.
10. Anchoring And Anchor Watch.
11. Restricted Visibility.
12. Navigating In Heavy Weather Or In Tropical Storm Areas.
13. Navigating In Ice.
Part C: Emergency Checklists (Red Pages)
1. Main Engine Failure.

2. Steering Failure.
3. Gyro Failure / Compass Failure.
4. Bridge Control / Telegraph Failure.
5. Imminent Collision / Collision.
6. Stranding.
7. Fire.
8. Flooding.
9. boat / Liferaft Stations
10. Man Over Board.
11. Search And Rescue.
M/S Notices:
Contains Essential Information For The Safety Of Merchantr Ships And Seamen. These Notices
Are Guidelines To Surveyors, Marine Supers And Followed By Ship Owners, Masters, Ship
Builders, Classification Societies For Inspection Mantainence And Operation Of Ships.
These Notices Are To Be Corrected And Updated Or New Notices Are Issued In The Form Of
Suppliments. They Will Be Superceded Or Cancelled.

M. Notices - Issued By The British Government. (For A List Of The M
Notices Currently In Force.
Ms. Notices - Issued By The Indian Government Through The Compilation Of The M.S Notices
For The Year 98.)
Admirality Tide Tables:
Volume 1: Np 201 - United Kingdom And Ireland.
Volume 2: Np 202 - European Waters Including Mediteranean Sea.
Volume 3: Np 203 - South China Sea And Indian Ocean.
Volume 4: Np 204 - Pacific Ocean And Adjacent Seas.
On The Back Cover The Map Of The World Showing The Limits Of Each Volume Is Drawn. Each
Volume Is Divided Into Three Parts:
Part 1: Primary Ports. Giving Daily Predictions Of Time Of Low And High
Waters.
Part 2: Data Of Secondary Ports.
Part 3: Principle Of Harmonic Constants.
Important Definitions:
1. Bore Tide: As A Progressive Wave Enters Shallow Waters Its Speed Decreases. Since
The Trough Is Shallower Than The Crest Retardation Is Greater Resulting In The
Steepening Of Wave Front So In Estuaries Advance Of Trough Is So-Much Retarded That
The Crest Of The Rising Tide Overtakes It And Advances Upstream In A Churning Wall Of
Water.. Dangerous For Moored Ships Which Can Surge.
2. Chart Datum: Lowest Astronomical Tide Below Which The Level Of Water Doesnt
Usually Fall.
3. Negative Surges: Fall In Low Water Or Predicted Water Due To Meteorological Reasons.
4. Seiches: Occurs In A Confined Body Of Water. A Long Wave Having Crest At One End
And Trough At Other End Of Confined Space.Abrupt Changes In Meteorological
Conditions Like Passage Of An Intense Depression Or Line Of Squall May Cause
Oscillations Of Sea Level, So The P0eriod Between Successive Waves Can Be
Unpredictable, Few Minutes To Two Hours.
Tidal Stream Atlases:
Gives The Tidal Prediction For Every Hour Including Rate And Directions Of The Springs And
Neaps For Each Of The 6 Hours Before And After High Water For A Particular Place.

11 Volumes + 3 Extra Volumes Which Cover South East
Asia Including Malaca Straits.
Admirality List Of Light And Fog Signals:
Consists Of 11 Volumes, A To L Except I . Since I Cannot Be Mistaken For 1.

Published Every 15 Months.
Corrections For These Books Are Issued Under Section 5 Of The Weekly Notices To
Mariners.
The Item To Be Corrected Will Have An Asterix Marked Under It Though The Whole Row
May Be Pasted Upon.
Contents:
1. Geographical Range Diagram / Luminous Range Diagram.

On The Horizontal Axis - Nominal Range.
On The Vertical Axis - Luminous Range.
Within The Quadrant Are Meteorological Visibility Curves.
1. Abbreviations Used.
2. Explainations Of Lights.
3. Chacteristics Of Lights.
4. Oil And Gas Production Installation
o World Map Is Drawn On The Cover Indicating The Limits Of Each Volume.
The Format For The Table Of Contents Is:
1. Light Number.
2. Location And Name.
3. Lat / Long.
4. Characteristics And Intensity.
5. Elevation In Metres.
6. Nominal Range.
7. Description Of Structure.
8. Remarks.
Definitions:
1. Geographical Range: It Is The Theoretical Range Considering The Curvature Of The

Earth And The Refractivity Of The Atmosphere. {2.095 ( Sq Rt Of Ht Of Eye + Sq Rt Ht Of
Object)}.
2. The Nominal Range: It Is The Luminous Range When The Met. Visiblity Is 10 Miles.
Admirality List Of Radio Signals:
8 Volumes Published Annually Except For Volume 4 Which Is Published Every 18 Months.
Corrections For These Are Issued Every Week Under Section 6
Of The Weekly Notices To Mariners.
Alrs. Volume 1: Np - 281; Coast Radio Station, Public Correspondence.
Includes All Frequencies And Classes Of Emmisions.

Information About Medical Advice By Radio - Inmarsat.
Maritime Satellite Service.
G.m.d.s.s.
Ship Reporting System.
Piracy Reports.
Regulations For Use Of Radio In Terminal Waters.
Brief Extract Of Radio Regulations Together With Ass Diagrams.
Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).
Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.
Alrs. Volume 2: Np - 282; Radio Navigational Aids
Includes Radio Direction Finding.

Radar Beacons.
Radio Time Signals.
Electronic Position Fixing Systems.
Alrs. Volume 3: Np - 283; Radio Weather Services And Nav Warnings Together With Other M.S.I.
Broadcasts. (Marine Safety Information).
Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).
Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.
Alrs Volume 4: Np 284 - List Of Meteorological Observation Stations.
This Volume Is Also Available On Floppy.
Alrs Volume 5: Np - 285; Gmdss.
Alrs Volume 6: Np - 286; Pilot Services And Port Operations.
Includes All The Maritime Radio Procedures Essential To Assist Vessels Requiring Pilots And/Or
Entering Ports.
Part 1: Europe And Mediterranean.
Part 2: Africa, Asia, Australia, America, Greenland And Iceland.
Alrs Volume 8: Np - 288; Satellite Navigation Systems.
o Contains All The Information On All Aspects Of Satellite Navigation Systems

Including Detailed Explaination And Advise On Various Position Error Sources.

Nautical Almanac:
Published Every Year And It Contains Tabulated Data Of The Entire Year For The Practice Of
Astronomical Navigation At Sea.
Function Has Also Been Provided To Use The Almanac Of The Previous Year For The
Subsequent Year In Case The Supply Of The Almanac Has Been Delayed On Board.
Admirality Distance Tables: Np - 350
Published In Three Volumes:
Volume 1: Np - 350(1) Atlantic Ocean And Connected Seas.
Volume 2: Np - 350(2) Indian Ocean And Connected Seas.
Volume 3: Np - 350(3) Pacific Ocean And Connected Seas.
These Distances Are Given In Nautical Miles And Are The Shortest Navigable Distance
Without Concidering The Advantage Of Current And Weather.
Trans Oceanin Distances May Be Found By Concidering A Link Port Or Position Common
To Both These Oceans.
Ocean Passages Of The World: Np - 136
The Hydrographer Of The Navy Publishes It.

It Is Used In Planning Deep Sea Voyages.
Contains Notes On Meteorological Factors Affecting The Passage.
Guides A Mariner To Follow The Best Passage In A Particular Month Through A Particular
Stretch.
It Is A Unique Admirality Publication, In Which Sailing Vessels Are Dealt With Seperately.
In Passage Planning Both The Asd. And Opw. Are Valuable Publications To Refer To.
While Asd. Is Generally Required For Coastal Navigation The Opw. Is Required For
Ocean Navigation.
It Is Divided Into 4 Parts:
Part 1: Power Driven Vessels, Chapter 1 To 8.
Part 2: Sailing Vessels, Chapter 9 To 11.
Part 3: A Comprehensive General Index.

Part 4: Charts And Diagrams.
The Book Gives A Number Of Illustrative Charts And Diagrams Showing Principal Routes
Between Key Places To Guide A Mariner In General.
Additionally Following Charts Are Found.
1. World Climatic Charts. (Jan. - July.)
2. Tracks Followed By Sailing And Auxillary Powered Vessels.
3. World Ocean Currents.
4. Loadline Rules, Zones, Areas And Seasonal Periods.
O.p.w Is Kept Upto-date By A Periodical Suppliment.
Chart Catalogue: Np - 131
Published By The Hydrographer Of The Navy Every Year. It Consists Of 37 Sections, Which
Gives The Date Of Publication, Date Of Current Edition, Coverage Area Of A Publication,
Diagrammatic Index Of Coverage And Titles Of Various Charts And Publications.
It Also Gives The Details Of The Agent From Whom To Procure Them With The Price Of Each
Item.
Some Of The Important Contents Are Listed Below:
1. General Information.
2. List Of Admirality Charts And Agents.
3. Numerical List Of Charts And Publications.
4. Limits Of Chart Index.
5. Limits Of Small Scale Charts.
6. List Of Chain Details Of Decca - Loran Charts.
7. Wall And Outline Charts.
8. Routeing Charts.
9. Fisheries Charts.
10. List Of Admirality Sailing Directions.
Guide To Port Entry:
The Guide To Port Entry Is Published In Two Volumes Covering The Ports Of The Entire
World Using A Variety Of Informations Regarding Various Aspects Of Ports.
The Information Provided Is Thoroghly Professional And Is Of Great Value Not Only To
Ship Masters But Also To Charterers, Owners And To Various Parties Connected
Shipping.
Each Volume Is Further Divided Into Two Parts:
1. Description Of The Port Is Given In A Very Systematic Way.
2. Yellow Pages Giving Plans And Mooring Diagrammes Of Various Ports Which May Be
Useful To The Ships Officers.
The Contents Can Be Classified As Follows:

1. Port Limits.
2. Documents.
3. Pilotage.
4. Health.
5. Police And Ambulance.
6. Services.
7. Emergency.
8. Banks.
9. Currency.
10. Seamans Clubs.
11. Developments.
12. Ships Masters Reports.
13. Authority And Quarintine Agents.
Admirality Sailing Directions:
72 Volumes The Suppliments Of Whose, Are Published Every 18 To 24 Months.

Popularly Known As Pilots.
Provide Valuable Information That May Be Needed By A Mariner Regarding Any Area.
Various Navigable Areas All Over The World Are Covered By Different Asd. Volumes.
A Diagrammatic Key Showing Boundaries Of Geographical Areas Covered By Different
Volumes May Be Found In Admirality Chart Catalogue.
Gneral Information About Any Area And Knowledge Of Local Regulations, Climatic
Conditions, Anchorages, Port Facilities, Harbour Approaches Etc May Be Easily Acquired
By Reading The Appropriate Volume.
Corrections To Asd. Are Found In Section 4 Of Weekly Notices To Mariners.
Those In Force At The End Of The Year Are Reprinted In The Annual Notices To Mariners.
Each Successive Publication Supercedes The Previous One.
Admirality List Of Notices To Mariners:
(Weekly Edition)
Contains Information, Which Enables The Mariner To Keep His Charts And Books
Published By The Hydrographic Department Uptodate For The Latest Reports Received.
They Should Be Retained Until The Next Annual Summary To Admiralty Notices To
Mariners Is Received.
However Weekly Editions Dating As Far Back As 18 Months May Be Required And Must
Be Kept Safely On Board.
The Hydrographer Of The Navy Publishes Them.
Contents:
# T/P Notices On The Last Week Of The Month.
# List Of Publications In Current Usage Quarterly.

# List Of Enforced Navareas Quarterly.
Section 1: Use Of Charts And Associated Publications.
Geographical Index.
Notice Number / Page / Chart / Folio Number.
Chart Number / Notice Number.
Asterix Alongside These Items Of Correction Indicate Original Information I.E Information
Gathered By The British Hydrographer And Not By Other Countrys Authorities.
Section 2: Items Tagged Pl Are New Editions Of Charts, Suppliers Information, Chart
Corrections. Last Correction Date Is Given Below The Actual Correction.
Section 3: Nav. Warnings: 16 Nav Areas To Be Filed, Cancel As Per Cancellation Or Enforced
List. Hydrolants And Hydropacs To Be Filed Along With Nav Warnings File Itself.
They Are Issued By The United States Coast Guard:
Hydrolants: Warnings For Pacific And Indian Oceans.

Hydropacs: Atlantic And Mediterranean Sea.
Section 4: Corrections To Sailing Directions.
Section 5: List Of Lights And Fog Signals.
Section 6: Correction To Alrs.
Additionally Towards The End We Have Blocks Notes And Reporting Forms To The
Hydrographer (Forms-H102/H102a).
Indian Notices To Mariners:
Published Every Fortnight By The Hydrographer Of The Navy - Dehradun.
Section I: Index To Charts Affected.
Section Ii: Permanent Notices.
Section Iii: Temperary And Preleminary Notices To Mariners.
A List Of Those T/P Notices Enforced Is Ublished Quarterly And Text Republished In Annual
Edition Of Indian Notices To Mariners.
Section Iv: Marine Information.
Section V: Radio Nav. Warnings (Only Nav. Area 8).
Section Vi: Corrections To Asd.
Section Vii: Corrections To Admirality List Of Lights And Fog Signals.
Section Viii: Corrections To Admirality List Of Radio Signals.

Annual Summary Of Admirality Notices To Mariners:
Index of 2002 annual notices.
1. Admiralty tide tables, 2002 addenda and corrigenda.

2. Suppliers of admiralty charts and publications.
3. Safety of british merchant ships in crisis, conflict and war.
4. Distress and rescue at sea ships and aircraft.
5. Firing practice and exercise areas.
6. Former mine danger areas; swept routes and instructions regarding explosives picked up
at sea.
7. United ki ngdom and russian federation agreement on the prevention of incidents at sea
beyond territorial waters implication for non military ships.
8. Information concerning submarines.
9. Hydrographic information ; policy for the promulgation and selection of safety critical
information for charts.
10. Minelaying and mine countermeasures exercises.
11. Meteorological and oceanographic data buoys.
12. National claims to maritime jurisdiction.
13. World wide navigational warning service and world meteorological organization.
14. Availability of notices to mariners.
15. Under keel allowance.
15a.Negative storm surges.
16. Protection of historic and dangerous wreck sites.

17. Traffic separation schemes.
17a.Ship reporting systems automatic ship identification and reporting system (AIRS).
18. Carriage of nautical publications.

19. Satellite navigation system positions and British admiralty charts.
20. Protection of offshore installations.
21. Canadian charts and publications regulations.
22. U.s. navigation safety regulations relating to navigation, charts and publications.
23. High speed craft.
24. Submarine cables and pipelines avoidance of and associated dangers.
Cumulative Notices To Mariners.
Published Every 6 Months (January To July).

Contains Notices Affecting The Different Charts With The Weekly Notice Number
Adjoining It For The Previous Two Years.
2.
Anchor Certificate.
Tests On Anchors
All Anchors Over 168 Lb ( 76 Kg ) In Weight Must Be Tested & Issued With A Test Test
Certificate. The Weight Of Any Anchor For The Purpose Of The Rules & Regulations Governing
Anchors & Cables Shall:
A. For Stockless Anchors Include The Weight Of The Anchor Together With Its Shackle If
Any.
B. For Stocked Anchors The Weight Of The Anchor Including Its Shackle, If Any, But
Excluding The Stock.
Drop Test ( Cast Anchors )
Any Part Of An Anchor Over 15 Cwt Is Subjected To A Percussion Test By Being Dropped Both
End On & Side On From A Height Of 12 Feet On To An Iron Or Steel Slab. After That, The Piece
Must Be Slung & Hammered All Over By A 7 Lb Sledgehammer. A Clear Ring Must Be
Produced To Show That No Flaw Has Developed During The Percussion Test.
The Bending Test ( Cast Anchors ).
An Additional Piece Of Metal, 8 In. Long, Is Cast With The Piece To Be Tested, & Is Cut Away
For The Purpose Of The Bending Test. This Piece Will Be Turned Down To 1 In. Dia, & Bent
Cold By Hammering Through An Angle Of 90o Over A Radius Of 1.5 In. The Casting Will Be
Deemed Sufficiently Ductile If No Fracture Appears In The Metal.
All Anchors Are Subject To Proof Strain, & Subsequent Proof Load, But Only Cast Steel Anchors
Are Will Be Subjected To Percussion, Hammering & Bending Tests. Wrought Iron, Or Forged
Steel Anchors Are Not Subjected To These Tests As They Are Forged From Red Ot Slab By
Hammering. All Other Anchors Will Also Be Annealed.
Marks On Anchors.
Each Anchor Must Carry On The Crown & On The Shank The Makers Name Or Initials, Its
Progressive Number & Its Weight. The Anchor Will Also Bear The Number Of The Certificate,
Together With Letters Indicating The Certifying Authority.
Tests On Cables
Anchor Cable Over 12.5 Mm In Diametre Is Accepted For Testing At An Approved Testing
Establishments In Lengths Of 27.5 Mts. ( 1 Shackle Of Cable ). The Manufacturer Will Provide 3
Additional Links For The Purpose Of The Test.
These 3 Links Will Be Subjected To A Tensile Breaking Stress, And If This Proves To Be
Satisfactory Then The Total Length Of The Cable Will Be Subjected To A Tensile Proof Test,
The Tests Being Carried Out On Approved Testing Machines.
If Two Succesive Links Break, The Cable Is Rejected. Before The Tests On Chain Cable Is
Carried Out, The Superviser Will Satisfy Himself That The Quality Of The Material From Which
The Cable Is Manufactured Meets With The Requirements Of The Anchor And Chain Cable
Regulations.

After The Tests On The Anchor Is Completed, An Anchor Certificate
Will Be Awarded. The Certificate Will Show The Following:
1. Type Of Anchor.
2. Weight (Excluding Stock) In Kgs.
3. Weight Of Stock In Kgs.
4. Length Of Shank In Mm.
5. Length Of Arm In Mm.
6. Diametre Of Trend In Mm.
7. Proof Load Applied In Tonnes.
8. Identification Of Proving House, Official Mark And Government Mark.
9. Number Of Test Certificate.
10. Number Of Tensile Test Machine.
11. Year Of License.
12. Weight Of The Head Of The Anchor.
13. Number And Date Of Drop Test.
Chain Cable Certificate:
After A Succesful Test On A Chain Cable A Certificate Is Awarded, Stating:
1. Type Of Cable.
2. Grade Of Cable.
3. Diameter In Mm.
4. Total Length In Mts.
5. Total Weight In Kgs.
6. Length Of Link In Mms.
7. Breadth Of Link In Mms.
8. Tensile Breaking Load Applied In Tonnes.
9. Tensile Proof Load Applied In Tonnes.
10. Number And Types Of Accessories Included.
The Certificate Issued Shall Also Show:
1. A Serial Number.
2. Name Of Certifying Authority.
3. Mark Of The Certifying Authority.
4. Name Of Testing Establishment.
5. Mark Of Testing Establishment, If Any.
6. Name Of The Superviser Of Tests.
The Certificate Is Signed On Behalf Of The Certifying Authority.
3.
Ballast water management plan;
Harmful Aquatic Organisms In Ballast Water

An Mepc Working Group On Ballast Water Reported Progress In
Developing Draft New Regulations For Ballast Water Management. It Is Intended To
Include These In A New Annex To Marpol, To Be Adopted At A Conference Provisionally
Scheduled For 2000. Implementation Guidelines For The Proposed Annex Are Also Being
Developed, Which Are Expected To Be Included In A Code Related To The New Annex.
The Proposed New Annex Vii Is Aimed At Addressing The Environmental Damage Caused By
The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize Vessels At
Sea. Globally, It Is Estimated That About 10 Billion Tonnes Of Ballast Water Is Transferred Each
Year.
The Water Taken On Board For Ballasting A Vessel May Contain Aquatic Organisms, Including
Dormant Stages Of Microscopic Toxic Aquatic Plants - Such As Dinoflagellates, Which May
Cause Harmful Algal Blooms After Their Release. In Addition, Pathogens Such As The
Bacterium Vibrio Cholerae (Cholera) , Have Been Transported With Ballast Water. As Ships
Travel Faster And Faster, The Survival Rates Of Species Carried In Ballast Tanks Have
Increased. As A Result, Many Introductions Of Non-Indigenous Organisms In New Locations
Have Occurred, Often With Disastrous Consequences For The Local Ecosystem - Which May
Include Important Fish Stocks Or Rare Species.
The Mepc Approved A Questionnaire To Be Sent To Member States To Obtain Information On

Current Domestic Laws And Regulations On Ballast Water Management. It Is Intended That The
New Internationally Binding Regulations Would Avoid A Situation Whereby Individual
Governments Adopted Their Own Rules To Prevent Contaminated Ballast Water Affecting Their
Local Ecosystems. Meanwhile, The Mepc Noted The Different Options For Introducing The
Proposed Regulations. The New Annex To Marpol, As Originally Proposed, Could Be Adopted
Via A Protocol To Add A New Annex To Marpol 73/78, Or It Could Be Adopted As A New Annex
Via Amendments To Marpol 73/78, A Simpler Process. Another Option Is For A Diplomatic
Conference To Adopt A New Convention On Ballast Water Management, Under Which The
Terms For Entry Into Force Would Be Determined By The Conference, Instead Of Having To
Comply With Existing Entry Into Force Terms Established By Marpol 73/78. The Mepc Agreed To
Consider A Legal Framework For The New Regulations At Its Next Session In November.
This Information Is Sourced From The Net.
More Info From The Net
Marine Environment Protection Committee 40th Session 18-25 September 1997
Committee Tackles Ballast Water Problem
The Committee Discussed Measures To Deal With The Problem Of Harmful Aquatic Organisms
Transported In Ballast Water And Approved A Draft Assembly Resolution On Guidelines For The
Control And Management Of Ships Ballast Water To Minimize The Transfer Of Harmful Aquatic
Organisms And Pathogens, For Submission To The 20th Assembly For Adoption.
There Has Been Increased Awareness In Recent Years Of The Environmental Damage Caused
By The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize
Vessels At Sea. Examples Of Introductions Of Non-Indigenous Organisms In New Locations
Include The Introduction Of The European Zebra Mussel (Dreissena Polymorpha) In The
North American Great Lakes, Resulting In Expenses Of Billions Of Dollars For Pollution Control
And Cleaning Of Fouled Underwater Structures And Waterpipes; And
The Introduction Of The American Comb Jelly (Mnemiopsis Leidyi) To The Black
And Azov Seas, Causing The Near Extinction Of The Anchovy And Sprat Fisheries.
Human Health Has Also Been Badly Affected, With The Transportation Of The Bacterium Vibrio
Cholerae (Cholera) To Latin American Coastal Water, Probably Through Discharges Of Ballast
Water From Asia, And The Introduction Of The South-East Asian Dinoflagellates Of The Genera
Gymnodinium And Alexandrium, Which Cause Paralytic Shellfish Poisoning, To Australian
Waters.
The Draft Guidelines, Which Have Been Drawn Up By A Working Group On Ballast Water, Are
Aimed At Minimizing The Risks Of Introducing Harmful Aquatic Organisms And Pathogens While
Maintaining Ship Safety. Some States Have Already Introduced Mandatory Management Of
Ballast Water To Prevent The Introduction Of Exotic Species.
Guidelines For Preventing The Introduction Of Unwanted Organisms And Pathogens From
Ships Ballast Waters And Sediment Discharges Were Adopted By The Committee In 1991 And
Subsequently As An Assembly Resolution A.774(18), But The Revised Version Incorporates
Further Recommendations On Tackling The Problem, Including How To Lessen The Chances Of
Taking On Board Harmful Organisms Along With Ballast Water.
The Recommendations Include Informing Local Agents And/Or Ships Of Areas And Situations
Where Uptake Of Ballast Water Should Be Minimized, Such As Areas With Known Populations
Of Harmful Pathogens Or Areas Near To Sewage Outlets. Ships Should Operate Precautionary
Practices, Through Avoiding Loading Ballast Water In Very Shallow Water Or In Areas Where
Propellers May Stir Up Sediment. Unnecessary Discharge Of Ballast Water Should Also Be
Avoided.
Procedures For Dealing With Ballast Water Include Exchange Of Ballast Water At Sea And
Discharge To Reception Facilities, While The Guidelines Note That In The Future Treatment
Using Heat Or Ultraviolet Light Could Become Acceptable To Port States.
Imos Maritime Safety Committee (Msc) And The Committee Have Already Approved Guidance
On Safety Aspects Relating To The Exchange Of Ballast Water At Sea, Which Outlines
Procedures For Exchanging Ballast Water And Point Out Safety Issues Which Need To Be
Considered, Such As Avoidance Of Over And Under Pressurization Of Ballast Tanks And The
Need To Be Aware Of Weather Conditions.
The Committee Approved A Programme Of Work For The Ballast Water Working Group, Which
Includes Developing Draft Regulations On Ballast Water Management To Be Adopted As An
Annex To Marpol At A Conference Of Parties To The International Convention For The
Prevention Of Pollution From Ships, 1973, As Modified By The Protocol Of 1978 (Marpol 73/78),
The Main International Convention Dealing With The Prevention Of Pollution From Ships. The
Conference Is Scheduled To Be Held In The Year 2000.
4.
Bridge Equipment
Autopilot.
This Instrument Is Not To Replace The Helmsman.

It Is Not To Be Used In Restricted Waters Or During Manoeuvring.
Not To Be Used For Large Alterations Of More Than 10 Degrees.
Autopilot Will Operate Efficiently Over A Certain Speed (Approx. > 5 Knots), Below Which
It Will Start To Wander.
Dangers
The Auto Pilot Gives Rudder According To The Gyro Heading.

If The Gyro Fails The Autopilot Will Still Keep The Gyro Course & Wander With The Gyro.
Gyro Alarm To Be Taken Seriously Or The V/L Will Collide If There Are Sudden
Alterations.
Off Course Alarm
It Is Fitted On The Autopilot Usually Set For 5 Or 10 Dgrees. If Difference Between Actual
Course & Course Set By Officer For Autopilot Is More Than Value Set For Alarm, It Will
Sound.
This Alarm Will Not Sound In Case Of Gyro Failure.
Only Indication In This Case Is A Gyro Failure Alarm. Gyro Compass & Repeaters To
Compared Frequently Along With Magnetic Compass.
Controls
Permanent Helm: To Be Used Only If A Constant Influence, Like Cross Wind Or Beam
Sea Is Experienced. If There Is A Very Strong Beam Wind From Starboard Side Then A
Permanent 5 Degrees Starboard Helm May Be Set.
Rudder: This Setting Determines The Rudder To Be Given For Each Degree Of Course
Drifted. Eg. 2 Degrees For Every 1 Degree Off Course.
Counter Rudder: Determines The Amount Of Counter Rudder To Be Given Once V/L Has
Started Swinging Towards Correct Course To Stop Swing. Both Rudder & Counter
Rudder To Be Set After Considering Condition Of V/L (Ballast, Loaded, Etc.). Eg. Laden
Condition Full Ahead, Not Advisable To Go Over 10 Degrees Rudder.
Weather: The Effect Of Weather & Sea Conditions Effectively Counteracted By Use Of
This Control. This Setting Increases The Dead Band Width. Comes In Handy If V/L Is
Yawing Excessively.
Steering Modes
Auto / Manual: Allows Userto Select Between Manual Steering & Autopilot. Officer To
Steer Correct Course, Rudder To Be On Midships, Course To Steer Set (Gyro Pointer On
Lubber Line), Off Course Alarm Set Before Changing Over To Autopilot.

Follow Up: If Rudder Is To Be Put On Starboard 10, Helm Is
Put On Starboard 10. When Helm Is On Midship Rudder Will Return To
Midship.
Non-Follow Up: If Rudder To Be Put On Starboard 10 Helm Is Turned To Starboard, A
Few Degrees Before Starboard 10 The Helm Is Put On Midships, Rudder Then Settles On
Starboard 10. If Rudder Goes Beyond Starboard 10, Slight Port Helm To Be Given.
Rudder Will Remain On Starboard 10 Even When Helm Is Returned To Midship. To Bring
It Back To Midship Port Helm To Be Given.
Bridge Equipment -Echo Sounder.
Speed Of Sound In Water Is 1500 Mts/Sec.
1. Controls:
Range Switch: To Vary The Range From Lower To Higher.
Scale Selector: Feet, Fathoms & Metresselector For Scale.
Fix Marker: This Button When Pressed Will Make The Stylus Mark The Paper. Keeps A
Record Of Event Or Time.
Paper Speed Control: To Select Fast Or Slow Speed.
Draft Setting: Used To Set Zero Line According To The Draft Of The Vessel.
Gain Or Sensitivity: To Make The Echoes Darker On The Paper In Case They Appear
Weak.
Dimmer: Adjust The Illumination Of Light.
2. Errors:
Propagation Error: The Velocity Of Sound Increases When Temperature, Pressure &
Salinity Increase. Due To High Salinity In Red Sea, Depths To Be Increased By 5%.
Aeration: Caused By Bubbles In The Water Due To:
a. V/L Going Astern.
b. Moving Rudder Hard Over.
c. Air Pockets Left Over By Bad Weather.
d. Breaking Water Over Shoal.
Air Bubbles Reflect The Sound Waves Resulting In False Echoes.
Multiple Echoes: In Shallow Waters Echoes May Be Received From The First, Second &
Third Reflections From The Sea Bed. Correct Echo Is The First One, Second & Third To
Be Ignored.
Pythagorus Error: This Error Occurs If The V/L Has Two Transducers, One A Transmitter
& The Other A Receiver. Distance Travelled By Sound Is More Than Actual Depth Of
Water Below Keel. More Pronounced In Shallow Waters.
False Bottom Echoes: This Occurs In Deep Waters When An Echo May Be Received
After The Stylus Has Completed One Rotation & Begun Another.
Bridge Equipment-G.P.S.
Space Segment:

Satellites Are To Be Operated In 6 Orbital Planes In Very High
Orbits, Approximately 20,200 Kms Above The Earths Surface.
Four Satellites Are Located In Each Plane Having One Spare In Every Alternate Orbit.
The Configuration Being 21+3 Satellites. The Orbital Planes Are Inclined At 55 Degs To
The Equator.
The Orbital Period Of These Satellites Is Just Under 718 Minutes Resulting In The
Satellites Passing Over The Same Ground Point Each Day, Excepting The Fact That They
Are Four Minutes Earlier (Give Or Take 1.7 Secs).
The Orbit Design Was Developed To Guarantee That Atleast Four Satelites Are Alkways
In View At Every Point On The Earths Surface 24 Hours A Day.
Ground Segment:
The Ground Or Control Segment Refers To The Ground Based Element Of A Gps System
Which Manages The Performance Of The Satellites
This Is Through Orbital Tracking, Clock Monitoring And Therefore Fundamentally Is
Responsible For The Daily Control Of The System.
The Control Segment Of The Navstar System Consists Of Three Main Types Of
Operational Facilities.
The Master Control Station Situated At Colorado Springs Is Responsible For Overall
Satellite Control, Navigation Performance Estimation And Ephemeris Production.
Four Further Sites At Hawaii, Ascension Islands, Diego Garcia And Kwajalein Alongside
The Master Are Operated As Monitor Stations For Tracking The Satellites And Collecting
Range Data To Produce Information For Ephemeris (Orbit) Modelling.
Uplink Antennas To Transmit Navigation Data And Commands To The Satellites Have
Also Be Hoisted From Such Stations.
The Uplink Frequency Is Centered On 1783.74 Mhz, With Downlink Frequency Of 2227.5
Mhz.
User Segment:
The User Segment Mainly Consists Of The Gps Antenna And Receiver, Additional
Features However Would Include A Differential Gps Antenna And Various Interfaces Into
Systems.
From Noise To Signal: The First Task For The Gps Receiver Is To Get Enough Signals
From The Satellite Transmissions Into The Receiver Itself.
It Is Usually Achieved With A Pre-Amplifier/Head Amplifier In The Antenna Unit To Boost
The Signal Before Sending It Down The Cable.
Antennas Are Designad To Receive All Signals Within The Relevant Band.The Gps
Signals Are Very Weak And Indistinguishable From The Background Noise At First And
Second Glance.
These Signals Are Also Spread Over A 20 Mhz Band-Width Centered Around The L1
Frequency Of 1575.42 Mhz. This Has The Same Effect As Transmitting A Much More
Powerful Signal And Also Allows Much More Information To Be Incorporated Into The
Transmissions.
From Signal To Numbers: Most Signal Processing Tasks Are Now Undertaken In Micro-
Processors, But To Allow This The Signal Must Be Converted From Analogue To Digital
Form.
From Numbers To Code: The Gps Receiver Will Now Have At This Point The Ability To
Sample The Substantially Altered Frequency Of The Satellites. The Primary Task Of The
Receivers Is To Measure Ranges To The Satellites.This Is Achieved By Attempting To
Identify The Code Transmissions Superimposed On To The Signals.

Each Satellite Transmits A Unique Code, Or Technique Known
As Code Division Multiple Access. To Identify The Code The Receiver Has To
Produce An Exact Replica Of The Satellite Code Sequence And To Mach The Two
Together.
From Numbers To Phase: To Make Use Of This Code Information To Produce Ranges
And Thus Position The Receiver, Also Needs Another Set Of Information, The Satellite
Ephemeris.
The Ephemeris Being Modulated Over The Carrier Frequency And Needs Also To Be
Extracted.
From Measurement To Position: Once The Receiver Has Produced The Necessary
Information In Terms Of Measured Pseudo Range And Navigation Data, This Is Then
Poassed To A Dedicated Microprocessor Dealing With The Position Computation And,
Usually, The User Interface As Well.
The Pseudo- Range:
The Pseudo- Range Is A Measure Of Distance From The Receiver To The Satellite, Usually
Expressed In Mts.
The Term Pseudo Is Used Because The Range Is Contaminated. For Time To Be Accurately
Measured Between The Two Sites The Clocks Must Be Accurately Synchronised. The Clocks
Between The Satellites Are Synchronised, So The Ranges Measured Between Them Would
Actuallyu Be True Ranges. But The Receiver Clock Is Not Synchronised To The Satellites Which
Gives An Error Which Can Be Resolved Mathematically, Hence The Term Pseudo-Range.
The Pseudo-Range Cannot Be Converted To A True Range Without Other Sets Of Information,
Namely Ranges To Three Other Satellites And Accurate Knowledge Of All The Satellites
Positions In Space ( And Time )
Computation Of Position:
The Ability To Measure Pseudo Range And Knowledge Of The Satellites Position At All Times,
The Gps Receiver Now Has Enough Information To Calculate A Position.
For Every Computation Of Position There Are, Then Four Unknowns Called X,Y,Z And T (For
Time). But By This Point The Receiver Has Also Managed To Acquire A Whole Series Of
Knowns Namely, Pseudo Ranges To The Satellites And The Position Of Those Satellites. As
Long As The Receiver Can Measure As Many Ranges To The Satellites As There Are Unknowns
Then Position Can Be Calculated Quite Simply Through A Series Of Four Simultaneous
Equations.
This Is A Mathematical Technique That Uses A Combination Of Known Quantities To Calculate

A Combination Of Unknown Quantities, But It Does Require Symmetry In Its Equation Forms-
Basically The Same Number Or More Knowns To Unknowns.
The Dilution Of Precision:
This Is One Of The Primary Quality Control Indicators Available To The User Of The Gps
Receiver. It Indicates The Geometrical Relationship Of The Satellites.
The Dilution Of Precision Was The Mechanism Userd By The Gps System Planners To Identify
The Best Orbit Geometry Of The Satellites To Provide The Best User Geometries.

On Its Own The Dop Figure Is Only A Qualitative Figure With The
Prescribed Numbers Not Being Of Any Specific Units. The Most Complete Dop Is The
Geometric Dilution Of Precision (Gdop). This Is The Factor Used To Design The Orbital
Arrangement Of The Satellites. Gdop Brings Together The Four Unknowns Of The System.
The Most Frequently Used Dops Are Pdop ( Position Dilution Of Precision) And Hdop
( Horizontal Dilution Of Precision). Pdop Is Used By Those Interested In Three Dimentional
Positioning (Lat/Long/Ht). Hdop Is For Two- Dimensional Positioning. For Most Purposes Hdop Is
Used By The Marine Community.
Dop Figures Are Actually Used By A Navigator In The Following Way. If A Composite Pseudo-
Range Measurement Error Of 10 Mts. (95% Probability) Is Assumed For The System, Then By
Multiplying This Figure By The Relevent Dop Value, Eg. 3.0, Gives An Overall Position Accuracy
Of 30 Mts. Dop Figures Are Therefore Only Relative Numbers, With Smaller Dops Giving Better
Accuracies.
The Final Constellation Is Designed To Guarantee Pdop Figures Of Better Than 12.0 All Over
The Earths Surface, Though Figures Of Better Than 7.0 Are To Be Generally Expected. For
Marine Applications Hdop Figures Are More Useful & The Design Figure Of 3.0 Is To Be
Expected For The Majority Of Coverage.
Errors Of The System.
1. Gdop - If The Configuration Of The Available Satellites Is Not Suitable, Accuracy Of The
Fix Is Affected.
2. Ionospheric & Tropospheric Delays Of Signals - While Ultra High Frequencies Are Used
For Transmission, Yet The Ionosphere & Troposphere Refract The Signals Causing
Delays Which Lead To Inaccuracy Of Positions. These Errors Can Be Reasonably
Predicted & Are Fed Into A Mathematical Model Built Into The Software Of The Receiver.
3. Satellite Clock Error - Any Errors In The Clocks On Board The Satellites Will Lead To
Errors In Time Measurement.
4. User Clock Error - Same As Above. This Is Eliminated By Using An Extra Satellite
Equation
5. Deviation Of Satellites From Their Predicted Orbits - Since The Position Of The Satellites
Needs To Be Known Very Accurately, It Is Obvious That If The Satellite Deviates From Its
Orbit, For Any Reason, Then Inaccuracy In Fixes Will Result.
6. Receiver Errors - These Are Small & Are Caused Due To Internal Noise, Computational
Errors, Etc.
The Dilution Of Precision.
Gdop Geometric Dilution Of Precision Integrates

X,Y,Z, And Time.
Pdop Position Dilution Of Precision Integrates
X,Y,Z, Three Dimentional Positions.
Hdop Horizontal Dilution Of Precision. Two
Dimentional Marine Positioning.
Edop Easting Dilution Of Precision
Ndop Northing Dilution Of Precision, X And Y
Positioning Seperated.
Tdop Time Dilution Of Precision For Time Transfer
Users.
The Satellite Geometry Is Presented To The User By A Factor Known As The Dilution Of
Precision. These Figures Are Used To Assess The Potential Positioning Quality Of A Certain
Satellite Constellation And To Help Provide Realistic Quality Control Information. The Procedure
Used To Define These Values Is Quite Complicated, But It Relates The Difference In Three
Dimentions Of The User To All The Concidered Satellites In A Geometrical Sense.
The Resultant Dop Figure Then Suggests The Amplification Of Pseudo-Range Measurement
Error Into User Positioning Error. Differen Dops Are Used Depending On The Type Of Position
Calculated. Hdop For A Two Dimentional Fix And Pdop For A Three Dimentional Fix.
The Dop Figures Are Used By The Navigator In The Following Way. If A Composite Pseudo-
Range Measurement Error Of 10 Metres (95% Probablity) Is Assumed For The System, Then
Multiplying This Figure By The Relevant Dop Value, Eg. 3.0, Gives An Overall Positioning
Accuracy Of Thirty Metres. Dop Figures Are Therefore Only Relative Numbers, With Smaller
Dops Giving Better Accuracy. The Probablity Figures Detailed In The Circular Brackets Are
Indications Of The Confidence In The Position Accuracy.
Bridge Equipment - Logs
Electromagnetic Log:
In A Magnetic Field Created By A Solenoid, The Magnetic Flux Lines Extend Out In The Water.
Salt Water Being A Conductor Flowing Past The Solenoid Creates An Emf. This Is Picked Up By
A Sensor & A Pre-Calibrated Voltmetre.
The Voltage Induced Is Proportional To The Speed Of The Water.
Doppler Effect:
The Doppler Frequency Shift Is The Difference Between The Received Frequency Which Can Be
Measured & The Transmitted Frequency Which Is Known.
There Are 2 Types Of Logs;

1. Continuous Wave (Cw) &
2. Pulse Type.
The Pulse Type Is Better Than The Cw. Type Because There Is A Signal Leakage From The
Transmitter To The Reeciver Which Interferes With The Received Signal (Feedback).
It Uses A Higher Frequency Than The Echo Sounder As The Smaller Wavelength Makes
A Concentrated Beam Possible Hence, Less Loss Of Energy To Water, Stronger Echoes
& Smaller Area Of Transducer Required. Also Diffused Reflection Is Acquired By The High
Frequency Which Is Neccesary Because Of Oblique Incidence Of The Transmitted Pulse.

5.
Bulk Carrier Code
Introduction:
Section 1: Definitions: Eg:
Angle Of Repose: Maximum Slope Or Angle Of Non Cohesive Granular Material / Angle
Between The Horizontal Plane & Cone Slope Of The Material.
Flow State: State Where Mass Of Granular Material Is Saturated With Liquid To An Extent That
Under The Influence Of External Forces Like Vibration Or Impaction Due To Ships Motion It
Looses Its Internal Shear Strength.
Chapter 2: General Precautions:
To Prevent Overstressing Of The Structure.
Hi Density Cargo Is Cargo With Sf 0.56 M^3/T Or Lower. (Gen. Cargo Generally Designed
To Carry Between 1.39-1.67 M^3/T.
In Case Detailed Info Not Available B.C.C. Provides
Precautions:
1. General Fore & Aft Distribution Should Not Differ From That Found Satis. For General
Cargo.
2. Max. No. Of Tonnes Loaded In Any Cargo Space Should Not Exceed 0.9lbd Tonnes
( L=Length Of Hold In Mtrs, B=Average Breadth In Mtrs, D=Summer Draft)
3. Where Material Is Trimmed Or Only Partially Trimmed Ht Of Pile Peak Above The Cargo
Floor Should Not Exceed 1.1d X Sf
4. If The Material Is Trimmed Entirely Level, The Max No. Of Tonnesof Material Loaded In
Lower Hold May Be Incld By 20% Over The Amount Calculated By Formula, Provided
Complying With
5. Shaft Tunnel Has A Stifferning Effect, The Spaces Aft Of The E/R May Be Loaded 10% In
Excess, But Complying With
Section 3: Safety Of Personnel & Ship.
Section 4: Assesment & Acceptability Of Consignements For Safe Shipment.
Gives A List Of Sub Samples To Be Taken Eg: Consignements Less Than 15000t, One 200g
Subsample For Each 125t.
Section 5: Trimming Procedures.
For Trimming Purposes Bulk Cargo Can Be Categorised As Cohesive & Non Cohesive As Defnd
In Appendix B & C.
Section 6: Methods For Determining Angle Of Repose.
1. Tilting Box Method.

2. Shipboard Method.
Described In Appendix D.
Section 7: Cargoes Which May Liquify.
Section 8: Cargoes Which May Liquify, Test Procedure.
Spot Test: Half Fill A Can (0.5-1 Ltr Cap.) With A Sample, Take Can In Hand & Strike Against
Hard Surface Atleast 25 Times From A Ht Of 25m Atleast, At 2 Sec Intervals. If Fluid Condition
Appears Send For Addnl Lab Tests.
Section 9: Materials Possesing Chemical Hazard.
Section 10: Transport Of Solid Wastes In Bulk.
Section 11: Stowage Factor Conversion Table.
Appendix A: List Of Bulk Materials Which May Liquify.
Appendix B: Bulk Materials Possessing Chemical Hazards.
Presenter In Tabular Form:
U.N. # I.M.O. Class Mfag Table # App. Stowage Factor Ems#
Appendix C: List Of Bulk Materials Which Are Neither Liable To Liquefy (App A) Or Possess
Chemical Hazards (App B).
Appendix D: Lab Test Procedures, Associated Apparatus And Standards.
Appendix E: Ems. Schedule For Materials Listed In Appendix B.
Appendix F: Recommendations For Entering Cargo Spaces ,Tanks, Cofferdams Etc.With Safety
Checklists.
List Of Materials . Material A,B,C,D.

Topics and links :

Table of Contents :
Chapter 06 : | bulk carrier safety chapter 12 |
Chapter 07 : | calibration of gas testing instruments |
Chapter 08 : | mooring ropes |
Chapter 09 : | condemning a wire rope |
Chapter 10 : | cargo handling manual for tankers | 01 contents | 02 introduction | 03 correction notation
table | 04 policy | 05 communications | 06 cargo handling and stowage | 07 loading | 08 discharging |
09 sampling and samples | 10 pumproom | 11 safety | 12 pollution prevention | 13 cargo heating | 14
cargo loss control |

6.
Bulk-carrier safety SOLAS chapter-12
Chpt 12 Solas.Safety Measures For Bulk Carriers
Came Into Force On 1st July 99
All New Bulk Carriers 150 Mts. Or More In Length Built After 1st July 1999 Eg. Wheat, Rice And Timber
Carrying Cargoes With A Density Of 1000 Kg/Mt^3 And Above Should Have Sufficient Strength To
Withstand Flooding Of Any One Cargo Hold Taking Into Effect Dynamic Effects Resulting From
Presence Of Water In The Hold And Taking Into Account The Recommendations Adopted By I.M.O.
For Existing Bulk Carriers Built Before 1st July 1999 Carrying Bulk Cargoes With A Density Of 1780
Kg/Mt^3 And Above The Transverse Water Tight Bulkhead Between The Two Foremost Cargo Holds
And The Double Bottom Of The Foremost Cargo Hold Should Have Sufficient Strength To Withstand
Flooding And Related Dynamic Effects In The Foremost Cargo Hold. If Not So The Surveyors Can Place
Restrictions On The Cargo Carried And Such Bulk Carriers Should Be Permanently Marked With A Solid
Triangle On Its Side Shell And Will Not Be Permitted To Carry Any High Density Cargoes. The Triangle
Being Equilateral And The Apex Of It Being 300 Mm Below The Deck Line Both Obn The Port And Stbd
Sides. The Length Of Each Of Its Sides Should Be 500 Mm.
Major Loss Of Bulk Carriers At Sea: If The Ship Is Flooded In The Forward Hold For Reasons Like
Collision Etc. The Bulkhead Between The Two Foremost Holds May Not Be Able To Withstand The
Pressure That Results From The Sloshing Mixture Of Cargo Water And Assorted Debris, Especially If The
Ship Is Loaded In Alternate Holds With High Density Cargoes. If The Bulkhead Between One Hold And
The Next Collapses,Progressive Flooding Would Rapidly Occur Throughout The Length Of The Vessel
Causing Her To Founder Within Minutes. This Being The Major Cause Of The Loss Of Bulk- Carriers At
Sea.
Maritime Safety Committee - 70th Session: 7-11 December 1998
Further to the note above;
Maritime Safety Committee To Further Review Bulk Carrier Safety
The Maritime Safety Committee (Msc) Considered Further Measures To Enhance The Safety Of Bulk
Carriers.
In November 1997, Imo Adopted A New Chapter Xii On Bulk Carrier Safety To The International
Convention For The Safety Of Life At Sea (Solas), 1974. Chapter Xii Aims To Prevent Losses Of Bulk
Carriers Due To Structural Failure Following Flooding Of The Foremost Hold, Identified As The Cause Of
A Number Of Losses Of Bulk Carriers In The Early 1990s. The Chapter Contains A Number Of
Requirements For Improving The Structural Integrity Of Bulk Carriers, Including Strengthening The
Double Bottom And Bulkhead Of The Foremost Hold Where Required.
However, A 1998 Report On The Sinking Of The Bulk Carrier Derbyshire In September 1980 With The
Loss Of 44 Lives, Presented At The Last Session Of The Msc In May By The United Kingdom, Contains
Further Recommendations Relating To The Design And Construction Of Bulk Carriers.
Based On The Report Of A Working Group On Bulk Carrier Safety, Which Reviewed The Findings Of
The Report, The Msc Agreed To Refer A Number Of Issues To The Sub-Committee On Stability And
Load Lines And On Fishing Vessel Safety (Slf), Including:
1. Strength Of Hatch Covers And Coamings;
2. Freeboard And Bow Height;
3. Reserve Buoyancy At Fore End, Including Forecastles;
4. Structural Means To Reduce Loads On Hatch Covers And Forward Structure; And
5. Fore Deck And Fore End Access.
These Issues Will Be Considered In The Context Of The Ongoing Review Of The 1966 Load Lines
Convention. The Msc Invited Delegations To Submit Proposals On Other Specific Issues, Including
Dealing With Loss Of Steering Ability On A Bulk Carrier And Training And Operational Matters
The Msc Also Invited Further Submissions On Proposals That New Bulk Carriers Should Be Required To
Carry A Safe Haven, Which Would Float Free If The Ship Were To Sink, And That Existing Bulk Carriers
Should Be Fitted With Freefall Lifeboats.
The Msc Agreed Various Interpretations And Clarifications Requested By The 1997 Solas Conference
And Adopted Them By An Msc Resolution. These Include The Identification Of Bulk Carriers For Port
State Control Purposes, The Definition Of Bulk Carrier In Solas Chapter Ix And The Application Of Solas
Regulations Xii/9 On Requirements For Bulk Carriers Not Being Capable Of Complying With Regulation
4.2 Due To The Design Configuration Of Their Cargo Holds And Xii/10 On Solid Bulk Cargo Density
Declaration.
Formal Safety Assessment Study On Bulk Carriers Agreed
The Msc Agreed With A United Kingdom Proposal To Carry Out A Formal Safety Assessment (Fsa)
Study Of Bulk Carriers, To Aid Future Imo Decision-Making On Bulk Carrier Safety.
Fsa Is Described As A Rational And Systematic Process For Assessing The Risks Associated With Any
Sphere Of Activity, And For Evaluating The Costs And Benefits Of Different Options For Reducing Those
Risks. It Therefore Enables, In Its Potential Application To The Rule Making Process, An Objective
Assessment To Be Made Of The Need For, And Content Of, Safety Regulations.
The Fsa Study, Scheduled To Be Completed Over A Two Year Period By A Number Of Imo Member
States In Collaboration With Observer Organizations Will Look At A Range Of Measures To Improve
Bulk Carrier Safety, Including Problem Areas Referred To The Msc By The Solas Conference Of
November 1997, Which Adopted The New Chapter Xii To Solas On Bulk Carrier Safety.
The Fsa Study Is Also Likely To Consider Further Whether Chapter Xii Should Apply To Bulk Carriers
Under 150 Metres In Length And To Double Skin Bulk Carriers, As Well As Those Of Single Skin
Construction. The Study May Also Look At The Benefits Of Specific Safety Measures, Such As The Need
For A Device To Detect Water Ingress Into Cargo Holds Of Existing Bulk Carriers Would Assist In
Warning The Crew Of Situations Where One Or More Holds Were In The Process Of Flooding And The
Possible Need For Crew Access To The Foredeck In Heavy Weather.
Fsa Consists Of Five Steps:
Identification Of Hazards (A List Of All Relevant Accident Scenarios With potential Causes And
Outcomes);
Assessment Of Risks (Evaluation Of Risk Factors);
Risk Control Options (Devising Regulatory Measures To Control And Reduce The Identified
Risks);
Cost Benefit Assessment (Determining Cost Effectiveness Of Each Risk Control Option); And
Recommendations For Decision-Making (Information About The Hazards, Their Associated Risks
And The Cost Effectiveness Of Alternative Risk Control Options Is Provided).

7.
Calibration of gas testing instruments.
S.R. # Instrument/Equipment Model Calibration Gas And Date

1 Portable O2 Analyser Model 245 / R Checked In Atmosphere
2 Portable Explosimetre M.S.A. Model 2e 2% Methane In Air40/50%Lel
3 Portable Explosimetre M.S.A. Model 2a 2% Methane In Air40/50%Lel
4 Portable C.G.I. M.S.A. Gas Scope 8% Butane In Inert Gas
5 Portable C.G.I. Msa Tankscope 8% Butane In Inert Gas
6 Multigas Detector Acura And Auer(H2s) --------------------------------
7 Calibration Kit M.S.A. Calibration Kit To Be Pressure Tested.
Model R
# This List Is Taken From My Last Ship.
8.
Care Of Ropes
1. Examine The Ropes For Chafing, Cutting And Internal Wear.

2. Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If
Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3. Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4. They Should Be Free From Grease Oilstains And Paint Marks Etc.
5. They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A
Low Melting Point And Can Permanently Fuse And Get Damaged.
6. Wire Ropes Should Be Regularly Lubricated With Patent Lubricants Such As Surret Fluid Or Wire
Grease.
7. For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get
Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions
Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves
Whenever The Handling Of Ropes Is Concerned.
8. Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9. Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10. When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light
Lashing.
Handling, Maintainence And Inspection:

Synthetic Lines Can Pose A Great Danger To Personnel If Not
Properly Used Or Handled. Handling Of Mooring Lines Has A Higher Potential
Accident Risk Than Most Other Shipboard Activities.
The Most Serious Danger Is Snap-Back, The Suddern Release Of Static Energy Stored In The
Stretched Synthetic Rope When It Breaks.
Snap-Back Is Common To All Lines And Even Long Wire Lines Under Tension Can Stretch
Enough To Snap-Back With Conciderable Energy.
Synthetic Lines Break Without Warning And There Are No Visible External Signs Regarding This
Danger.
As A General Rule Any Point Within About A 10 Degree Cone Around The Line From Any Point
At Which The Line May Break Is In Danger. A Broken Ine Will Snap Back Beyond The Point At
Which It Is Secured, Possibly To A Distance As Far As Its Own Length.
9.
Condemning a wire rope.
To Condemn A Wire Rope:
If In Any Length Of 8 Diametres The Number Of Visible Broken Wires Exceeds 10% Of The Total
Number Of Wires In The Rope.
The Breaking Strengths Of Ropes:
Ropes:
1) Manila: 2d^2 / 300
2) Polypropylene: 3d^2 / 300
3) Terylene: 4d^2 / 300
4) Nylon: 5d^2 / 300
Wire Ropes:
1) 6 Strand, 12 Wires Per Strand 15d^2 / 500
Types Of Lays Of Wire Ropes:
1. Right Handed Ordinary Lay, Strands Are Right Handed While The Wires Are Left Handed.
2. Left Handed Ordinary Lay, Strands Left Handed While The Wires
Are Twisted Right Handed.
3. Right Handed Langs Lay, Strands And Wire Are Both Right Handed.
4. Left Handed Langs Lay, Strands And Wire Are Both Left Handed.
5. Cable Laid Wire Rope, Large And Flexible 6 Stranded Rope.
A Wire Rope Is Made Of A Number Of Strands Laid Around A Central Hart Which Itself May Be A Steel
Strand, Steel Wire Rope, Or Be A Rope Of Vegetable Or Synthetic Fiber.
Each Strand In Turn Is Composed Of A Given Number Of Individual Wires Again Laid Round A Central
Wire Or Fiber Core.
The More The Number Of Wires In A Strand The More The Wire Is Flexible. Further Flexiblity Is
Achieved By Introducing A Fiber Strand In The Core Of The Wire Rope. Eg. A Hemp Or Coir Strand Is
Introduced In The Centre At The Cost Of The Strength, The Flexiblity Increases The Strength Decreases.
Types Of Slings:
1. Bale Strop Sling: Used For Lifting Boxes Cases Or Bales.

2. Pallet Sling: Used To Lift Pallets.
3. Timber Dogs: Used For Lifting Logs.
4. Plate Clamps: Used For Lifting Plates.
5. Can Hook Slings: Used For Lifting Drums.
6. Nets: Used For The Lifting Of Bags, Stores, Personal Articles Etc.
10.
Cargo handling manual for tankers.
1. Contents
Document Property
Amendments
2. Introduction
2.1 General
3. Correction Notation Table
4. Policy
4.1 General Policy On Cargo Handling
5. Communications
5.1 General
5.2 Voyage Instructions
5.3 Notice Of Readiness
6. Cargo Handling And Stowage
6.1 Cargo Orders
6.2 Cargo Stowage Plan
6.3 Cargo Equipment
6.3.1 Cargo Measurement Equipment
6.4 Slack Tanks
6.5 Pre Transfer Cargo Conference
6.6 Check List
6.7 Cargo Record Book
6.8 Petroleum Hazards
6.8.1 General
6.8.2 Hydrogen Sulphide (H2s)
6.8.3 Cleaning After Leaded Cargoes
6.8.4 Products Containing Benzene/Toluene
7. Loading
7.1 General
7.1.1 Procedures For Oil Residues
7.1.2 Arrival Ballast
7.1.3 Simultaneous Deballasting/Loading
7.1.4 Permanent Ballast
7.1.5 Draining Cargo Lines
7.1.6 Tank Inspection

7.1.7 Lining Up Cargo System
7.1.8 Setting P.V. Valves
7.1.9 Opening Manifold Valve
7.2 Loading Plan
7.3 Start Loading
7.3.1 During Loading
7.3.2 Topping Off & Check After Loading
7.4 No Shore Facilities For Dirty Ballast
7.5 Dirty Ballast Shore Facilities
7.6 Inspection Before Loading
7.7 Calculation Of On Board Quantity (O.B.Q.)
7.8 Cargo Measurement
7.8.1 Standard Instruments
7.9 Inert Gas System (If Fitted)
7.10 Internal Transfer Of Cargoat Sea OnLoaded Passage
7.11 Ship To Ship Transfers
8. Discharging
8.1 General
8.2 Discharge Plan
8.4 Crude Oil Washing (If Fitted)
8.4.1 Crude Oil Washing At Sea
8.6 Ballasting
9. Sampling And Samples
9.1 General
9.2 The Sample

9.2.1 Dynamic Sampling
9.2.2 Static Sampling
9.2.3 Average Sample
9.2.4 Composite Samples
9.2.5 Running Sample
10. Pumproom
10.1 General Precautions
10.1.1 Ventilation
10.1.2 Pumproom Entry
10.1.3 Opening Of Pumps, Valves Or Equipment
10.1.4 Pumproom Lighting
10.2 Inspections
10.3 Bilge Alarm (If Fitted)
10.4 Stripping Overboard Discharge (If Fitted)
10.5 Seachest Valve Leak
10.6 Cargo Pumps
11. Safety
11.1 General
11.2 Mooring/Men On Watch
11.3 Fire Fighting Equipment
11.4 Notices
11.5 Inert Gas
11.6 Doors And Portholes
11.7 Incinerator (If Fitted)
11.8 Radio Equipment
11.9 Lights
11.10 Pumps: Emergency Shut Down

11.11 Smoking
11.12 Means Of Access
11.13 Electrostatic Precautions
12. Pollution Prevention
12.1 Scupper Plugs
12.2 Oil Spill Equipment
12.3 Oil Record Book
13. Cargo Heating
13.1 General
13.2 Heating Requirement
13.3 Inability To Comply
13.4 Testing Of Heating Coils
13.5 Commencement And Duration
13.6 Discharging Temperature
13.7 Overheating
14. Cargo Loss Control
14.1 General
14.2 Cargo Calculation
14.3 Cargo Disputes/Complaint
Appendix I
Introduction
1) Isgott - Ship / Shore Safety Check List
2) Notice Of Readiness
3) Ships Ullage Report (Two Pages)
4) O.B.Q. / R.O.B Report
5) Letter Of Protest For Free Water Loaded
6) Letter Of Protest For The Water Contents

7) Letter Of Protest For Difference Between B/L - Ships Dept/Arr Figures
8) Discharging Instructions
9) Discharging Rate
10) Loading Rate
11) Letter Of Protest For Loading Rate
12) Letter Of Protest For Ships Experience Factor
13) Deadfreight Claim
14) Master Protest Upon Execution Of Bill Of Lading
15) Letter Of Protest For High Temperature
16) Letter Of Protest For Low Temperature
A) Notice Of Discrepancy Between Ships/Shore Figures
B) Letter Of Protest For Discharging Rate
C) Letter Of Protest For Remainder Of Cargo
2. Introduction
2.1 General
Reference Resolution A: 741 (18) Imo International Safety Management (Ism) Code.
The Purpose Of This Manual Is To Provide The Master Of Ships With The Basic
Information And Instructions Necessary For The Efficient Fulfilment Of Cargo Handling
Procedures.
The Contractual Relationship Between The Company And Charterers Of A Ship Is Legally
Defined In The Charter And Nothing Contained In This Manual Shall Be Considered In
Any Way To Vary The Charter.
In The Exceptional Event That A Master Considers A Conflict Exists Between Any
Instructions He May Have From The Company Of His Ship On The One Hand, And The
Charterers On The Other, Then He Must Refer The Difficulty To The Company And
Immediately Inform The Charterers If, Because Of Any Such Conflict, He Find Himself
Unable To Comply With Their Instructions.
It Is Implicit Throughout This Manual That All Operations Are To Be Conducted With Due
Regard To Safe And Efficient Tanker Practices And In Compliance With Any Port And/Or
National Laws That May Be Applicable.
The Manual, However, Has Been Written With Full Regard
To The Safety Recommendations Formulated By The International Chamber
Of Shipping (Ics) And The International Safety Guide For Oil Tankers & Terminals (Isgott).
The Manual Has Also Written With Full Regard To The Recommendations Formulated
And Published In The Ics/Ocimf (Oil Companies International Marine Forum.)
Every Endeavour Will Be Made To Maintain This Manual In An Up To Date Condition By

Issuing Amendments To Ensure That It Reflects The Various Developments And The
Collective Experience Of The Masters Of Ships. To This End, Masters Are Welcome At All
Times To Make Suggestions For Improvements In The Content Of The Manual And, In
Particular, To Bring To The Company Immediate Notice Of Any Actual Or Foreseeable
Operational Difficulty Arising From The Use Of This Manual.
3. Correction Notation Table
Correction Sheet(S) Are Issued At Intervals, The Serial Number Of The Correction Being Printed On The
Top Of The Sheet(S). This Number Together With The Month And Year Show The Date Of Insertion Of
The New Sheet(S) And The Initial Of The Corrector. In The Event Of Any Of The Series Not Being
Received, Direct Application For The Relevant Sheet(S) Should Be Made To Company.
4. Policy
4.1 General Policy On Cargo Handling
During Cargo Operations All Precautions Should Be Taken In Accordance With Up-To
Date Texts Of :
o Marpol 73/78, (1991 Consolidated Edition)

o Standard For Oil Tanker Manifolds And Associated Equipment (Ocimf),
o International Convention For The Prevention Of Pollution Of The Sea (Last Ed.)
o Prevention Of Oil Spillage Through Cargo Pumproom Sea Valves(Ics/Ocimf),
o Inert Gas System (Imo And/Or Owners Manual),
o Crude Oil Washing System (Imo And/Or Owners Manual),
o International Safety Guide For Oil Tankers & Terminals (Ics/Ocimf).
o Ship To Ship Transfer Guide (Petroleum) (Ics/Ocimf)
o Clean Seas Guide For Oil Tankers (Ics/Ocimf)
Vessel Personnel, Particularly Masters, Chief Engineers And Cargo Officers Will
Operate Cargo System As A Primary And Vital Component Of The Safety.
Shore Management And Staff Will Be Fully Committed To Ensure That The
Maintenance And Operation Of Cargo System Will Receive Continuous High
Priority Support.
Vessel Masters And Chief Engineers Must Constantly Insure That Their Officers
And Crew Realize The Importance Of Cargo Safety Procedures.
Safety Will Be The Determinant In Maintaining The Cargo System At A High Level
Of Reliability.
Ongoing Training Programs For Vessel Personnel Will
Be Conducted5. Communications
5.1 General
To Ensure The Efficient Fulfilment Of The Voyage It Is Essential That There Should Be In
Good Communications Between Master And Charterers/Company.
Communications May Be Divided In Two Broad Groups:
A) Immediate : Those Affecting Current Operations And Being For Informations Or

Action Upon Receipt
B) Historic : Those Reporting On Past Operations, Ships Performance, Incidents Of

Interest Etc.
The First Group Are Normally Channelled Via Cable, Radio Or Telephone, Whilst The
Latter Concern Letters, Reports, Printed Forms, Etc.
This Chapter Describes Communications In The Immediate Category. The Second Group
Of Communications Are Dealt With At Appropriate Charterers/Owners Requirements.
5.2 Voyage Instructions
Details Of The Cargo To Be Loaded And Voyage To Be Performed, Together With

Bunkering Instructions And, Where Necessary, Fresh Water Instructions, Are Passed To
The Ships Master Through The Agent At The Unloading Port Or Directly Via
Radio/Fax/Tlx.
The Instructions Will Contains Following Standard Information
o Loading And Discharging Ports

o Approx. Volume At 15 Degree Centigrade
o Limiting Drafts At Loading/Discharging Port If Any
o Special Requirements (I.E. Cargo Heating)
o Special Properties Of Cargo (I.E. H2s)
o Stemming Details
In Addition To These Instructions The Following Messages In Connection With The Next
Loading Are Passed To Ship Direct By Radio/Fax/Tlx Or Through Agents:
(A) White/Clean Oil Tankers
The Intended Cargo, Voyage And Bunkering Instructions Are Sent To The Ship As Long
As Possible In Advance Of Her Arrival At The Loading Port.
This Is Done To Enable The Master To Confirm The Required Segregation And To Plan
His Cargo Stowage, Also To Decide What, If Any, Further Tank Cleaning Is Necessary
Prior To Arrival (Refer Marpol 73/78 With Latest Amendments And Ics/Isgott Chapter 8
Last Edition).

(B) Black/Crude Oil Tankers
Every Effort Is Made To Give Masters An Indication At The Previous Discharge Port Of
Their Next Cargo And Voyage, To Enable Them To Decide On What Tank Cleaning Is
Required At Sea, To Prepare Tentative Cargo Stowage Etc. (Ref. Must Be Done To Marpol
73/78 Latest Edition With Latest Amendments An To Ics/Isgott Chapter 8 Last Edition).
5.3 Notice Of Readiness
At Arrival At Customary Anchorage Or At Waiting Place At Loading/ Discharging Port,

The Vessel Will Tender Notice Of Readiness (N.O.R.)
6. Cargo Handling And Stowage
6.1 Cargo Orders
If A Vessel Receives Cargo Orders And Cannot Stow The Quantities Involved Within The
Tolerance Predetermined By Charterers Or Owner (Generally Is +/- 10% For Any Grade),
Charterers/Owner Must Be Informed Immediately And Given Brief Particulars Of The
Difficulties.
6.2 Cargo Stowage Plan
On Receipt Of Loading Orders, Masters Have To Plan The Stowage Of The Cargo To Take
Account Of:
o Trim
o Segregation
o Best Loading/Discharge Sequence
o Cargo Quality Security
o Limiting Zone Of The Loaded Passage
When Handling Multi-Grade Cargoes Every Effort Must Be Made To Stow Them With
Due Regard To Segregation And Trim, And In Such A Way That, Whenever Shore
Facilities Allow, Two Or More Grades Can Be Handled At The Same Time During The
Greater Portion Of The Loading/Discharge Period.
Concerning The Cargoes It Is Necessary To Clarify Masters Responsibility With Regard

To Inspection Of Tanks And Suitability To Load Particular Grades, And Owner Wishes To
Emphasise, That In The Final Analysis, The Responsibility For The Condition Of The Ship,
The Care Of Cargo And Liability For Contamination Of A Particular Grade Lies With The
Master Alone.
It Is, Therefore, The Master Who Must Finally Decide What Degree Of Cleaning Is
Necessary, And He May Of Course, Seek Advice From Installation Representatives
Whenever He Considers It Advisable To Do So.
6.3 Cargo Equipment
Before Loading/Unloading Operation The Cargo Officer Shall Assure Himself That As Per
Visual Assessment And Pre-Testing (Where Possible) Of Cargo Tanks, Ballast Tanks,
Cargo Lines, Ballast Lines, Cargo And Ballast Pumps, Igs
System And All Instruments That Must Be Used For Incoming Operations Are
In All Respect Ready To Receive/Discharge The Cargo In Safe Condition.
The Connection Of All Cargo Hoses Is To Be Supervised By A Licensed Deck Officer And
The Bunker Hose By The Chief Engineers.
When Making Connection Prior To Loading Or Bunkering, The Chief Officer Is To Assure
Himself That Adequate Allowance Is Made For The Movement Of The Vessel To Ensure
Safe Transfer Of Cargo Or Bunkers
Cargo And Bunker Manifolds Not In Use Are To Be Securely Covered Using A Blank
Flange.
Every Hole In The Flange Connection Is To Be Fitted With A Bolt Of The Proper Size And
Length Tightened Properly With A Gasket.
Only Steel Manifolds Reducers And Spool Pieces Are To Be Used.
Pressure Gauges Before To Commencing The Loading Operations Must Be Properly

Installed At The Cargo Manifolds.
No Cargo Or Bunkering Operations Are To Commence Until All Scupper, Including Those
On The Poop Deck Have Been Properly Plugged And Checked At Frequent Intervals That
The Plugs Are Properly Set And Are Tight. Do Not Leave Unattended When Draining Off
Accumulated Water Overboard.
Bags Of Oil Absorbent Material Should Be Placed At The Manifolds In Case Of Oil
Splashes On Deck During Handling Hoses
The Cargo Officer Is Responsible For The Routine Operation And Inspection Of All Cargo
System. Defects Should Be Brought To The Immediate Attention Of The Master And Chief
Engineer.
6.3.1 Cargo Measurement Equipment
This Section Report The Main Equipment Which May Be Required To Ensure
Accurate Cargo Measurements:
o Ullages Tape:
Ullage Rule/Bob Or Electronic Tape. For Operational Instructions Refer To

Manufacturers Handbook With Particularly Attention To Static Electricity
Problems.
o Automatic Tank Gauges (Where Fitted) :
Used To Monitor Levels In Cargo Tanks During Transfers. When Reliability

And Accuracy Allow These Should Be Used For Topping Off (In Some
Terminals This Is Compulsory), But Final Tank Ullages Will Normally Be
Carried Out By Use Of A Manual Steel Tape.
o High Level/Overflow Alarms (Where Fitted) :

Should Be Kept In Good Working Condition, Regularly
Calibrated And Operational.
o Oil/Water Interface Detector :
This May Be A Function Of The Electronic Ullage Tape Or An Independent

Item. Provided There Is Sufficient Depth Of Water To Activate The
Sensitive Element; The Use Of This Equipment Is Preferred To Water
Finding Paste. The Equipment Should Be Maintained In Good Order. For
Operating Instructions Refer To Manufacturers Handbook.
o Sample Equipment :
Vessels Fitted With Vapour Locks Should Carry Equipment That Enables
Normal Cargo Samples To Be Taken Via These Fittings. Other All Vessels
Should Have A Bottle Sampler.
o Vapour Locks (Where Fitted):
These Fittings Should Be Used For Ullaging, Temperatures, Water Dips And
Samples So As To Reduce Cargo Vapour Loss/Emission.
o Digital Thermometer:
Electronic Thermometer Which May Be Integrated With The Electronic

Ullage Tape. Should Be Accurate To 0.2 Degree Centigrade. This
Equipments Accuracy Should Be Checked Against A Mercury Reference
Thermometer Prior To Measurements Being Taken, And The Results
Recorded In The Cargo Book.
o Sounding Rods And Water Finding Paste :
Water Finding Paste Are Applied To Innate Bobs Or Rods Which Are
Lowered To The Bottom Of Ships Tanks, Via Vapour Locks If Fitted. For
The Use And The Store Of The Water Finding Paste Should Be Strictly
Observed The Manufacturers Instruction. For A Reliable Value The Paste
Should Be Immersed For A Period Between 30 And 60 Second Depending
On Type Of Paste.
6.4 Slack Tanks
According A Safe Stability The Number Of Slack Tanks, Must Be Kept At A Minimum
Consistent With Loading Instructions. For More Details Refer To Stability Booklet.
6.5 Pre Transfer Cargo Conference
Oil Pollution From Tankers Usually Occurs While Loading Or Discharging Cargo. Failure
Of Vessel And/Or Terminal Personnel In Charge Of The Cargo Transfer To Understand
The Planned Transfer Operations, Capacities And Characteristic Of Vessel/Shore
Equipment And Emergency Shutdown Procedures Contribute To The Risk Of Oil Pollution.

Vessel And Terminal Personnel In Charge Of Oil Transfer
Should Always Hold An Effective Pre-Cargo Transfer Conference. This
Conference Should Include A Discussion Of An Agreement On The Following Items:
o Grades, Quantities, Segregations, Start/Stop Times Of Each Cargo Parcel To Be Transferred.

o Ship-Shore Communication Procedures To Be Followed During Standard Transfer
Operations And Any Special Communications Procedures To Be Followed In Case Of
Emergency, Including An Oil Spill.
o Notification Of Procedures/Contacts In The Event Of An Emergency Closure Of The Shore
Valve, So As To Enable The Vessel To Activate Emergency Cargo Pump Stops.
o Prompt Notification Of Terminal Contact In The Event Of Valve Failure, Imminent
Overflow, Or Other Occurrence On Board The Vessel That Would Require An Immediate
Terminal Shutdown Of The Loading.
o Topping Off Procedures
o Line Loading Arm Or Hose Draining Procedures
For Further Guidance On This Subject Refer To International Safety Guide For Oil
Tankers And Terminals (I.E. Isgott) Chapter 4, 5 And 7. Also, Appendix A Of Isgott
Provides A Comprehensive Ship/Shore Safety Checklist In Case This Is Not Readly
Available From Terminal.
6.6 Checklist
Prior To Any Cargo Operations Being Carried Out The Ship/Shore Checklist Are To Be
Completed, Even If This Is Not Requested By The Terminal. Guidelines For The
Compilation Of This Checklist Are Contained In Isgott Publication, Appendix A.
6.7 Cargo Record Book
Master Shall Assure Himself That The Following Information Is Entered In The Cargo
Record Book:
o Grades And Quantities Of Each Cargo Handled In Each Port.

o The Applicable Seasonal Loading Mark.
o Cargo Deadweight, Stress And Trim, Draft Data.
o Ullages And Water Innage Of All Tank Before And After Loading And Discharging At
Each Terminal.
o Cargo Shifting Made For Affecting The Trim And Stress Of Vessel
o Details Of Any Loss Of Cargo Which May Have Occurred During The Voyage.
o Tanks Washed With Crude Oil With Full Details.
Eventual Other Information Is Not Limited And Can Be Recorded.
6.8 Petroleum Hazards
6.8.1 General
Petroleum Must Always Be Treated With Respect, For In Varying Degrees It

Possesses Two Proprieties Which, Given The Right Conditions, Can Harm
Personnel And Property.
The First Of These Is Flammability, I.E. Ability To Burn, Which Practically All
Petroleum Grades Possess. The Lighter And More Volatile The Petroleum, The
More Readily It Will Burn And The More Likely It Is To Explode On Igniting.
The Second Is Toxicity, I.E. The Ability To Poison
The Human System Either Directly Or Indirectly By Depriving It Of
Oxygen Thus Causing Unconsciousness, And Eventually If Exposure Continues,
Death.
To A Large Extend, Petroleum Provides Its Own Safeguards By Gases And Smells,
Which Serve As A Constant Reminder To Personnel Not To Ignore Obvious
Precautions Such As Keeping Source Of Ignition Away, And Avoiding Too Close
And Too Long Exposure To Its Vapours.
There Are, However, A Number Of Fewer Obvious Hazards, Particularly The

Possible Ignition Of Flammable Vapours By The Generated Sparks From Static
Electricity.
For These Purpose Master Should Refer To Tanker Safety Guide Published By
International Chamber Of Shipping And To Safety Manual Furnished By Company.
6.8.2 Hydrogen Sulphide (H2s)
A Considerable Number Of Crude Oils, Mostly From The Middle East Contain
Hydrogen Sulphide.
This Is An Evil Smelling Poisonous Gas Which May Cause Death Depending Upon
The Concentration Of Gas In The Air Inhaled And Also The Length Of Exposure.
Great Care And Attention Is Required When Handling Crude Oils, With An H2s
Content. The Personnel Should Stand At A Right Angle To The Wind Direction
When Ullaging Tanks This Means That They Should Stand Sideway To The Wind
Direction So That Any Vapour Coming From The Tank Opening Is Carried By The
Wind Clear Of Them And They Are Clear Of Any Eddies Immediately To
Windward.
6.8.3 Cleaning After Leaded Cargoes
In The Case Of Shore Storage Tanks Containing Leaded Gasoline, Very Extensive
Precautions Are Laid Down For The Care Of Personnel. This Is Because The Tanks
Concerned Are Usually Cleaned Only After Long Intervals, During Which Time
They Have Replenished On Many Successive Occasions And Deposit Of Tel (Tetra-
Ethyl-Lead) Or Tml (Tetra-Methyl-Lead), With Other Sediments, May Have
Formed In The Tank Bottoms.
These Conditions Do Not Occur In The Tanks Of Vessel Carrying Leaded Gasoline
Cargoes, And Consequently, It Is Not Necessary To Take Such Stringent
Precautions As Are Applicable To Shore Tank Cleaning Operations. It Is,
Nevertheless, Recommended That All Men Engaged On This Work Should Wear
Protective Clothing, E.G. Rubber Boots, Tank Gloves And Boiler Suit; Also, That
Before Meals And At The End Of Each Days Work, The Exposed Parts Of The
Body Should Be Thoroughly Washed And Clothing Changed.
6.8.4 Products Containing Benzene / Toluene
Certain High Aromatic Grades In Various Categories With Higher Then Normal
Benzene And Toluene Contents Are Often Handled By Terminal Personnel In The
Same Manner As Pure Benzene. Because Of The Cumulative Toxic Effects Of Pure
Benzene Very Extensive Precautions Are Laid Down
For The Care Of Personnel Regularly Engaged In Handling Such
Products.
Occasional Handling Does Not Necessitate The Application Of Such Stringent

Precautions. However When Aromatic Products With High Benzene Contents Are
Handled On Board Tankers The Attention Of Master Is Drawn To Any Relevant
Precautions Laid Down By Company And By Icss Safety Publications.
7. Loading
7.1 General
Ships Are Required To Load Cargo As Rapidly As Possible By Day And

Night In Accordance With The Terms Of Their Charter Parties. This
Means, Whether Single Or Multi-Grade Cargoes, That Ships Are Expected
To Load As Fast As The Shore Can Supply Or They Can Safely Receive.
The Question Of How Fast A Ship Can Load Is The Responsibility Of The
Master, Having Regard To Their Company Instructions, The Charter Party
And The Experience Of Ships Personnel.
7.1.1 Procedures For Oil Residues
Unless Otherwise Specified In The Voyage Orders, The Vessel Should Arrive At
Load Port With Clean Ballast Having Followed Load On Top Procedures.
Depending On Charterers Requirements The Slop May Be Handled In One Of The

Following Ways:
o Pumping The Slops Ashore At The Loading Terminal

o Retaining The Slops On Board Loading The Incoming Cargo On Top Of Them
o Retaining The Slops On Board But Segregated By Incoming Cargo.
o If Last One Procedure Is Required, It May Be Possible To Discharge The Slop At The
Nominated Disport If Reception Facilities Are Available. It May, However, Be Necessary
To Retain The Residue For More Than One Voyage.
7.1.2 Arrival Ballast
Vessel Shall Arrive At Loading Port With Minimum Ballast In Respect Of Safe
Navigation And Port Requirements.
Cargo Officer, Preparing Ballast Layout, Should Consider The Safe And Best
Performance Of Discharge.
7.1.3 Simultaneous Deballasting/Loading
Simultaneous Deballasting/Loading Should Not Be Attempted Unless

Separation Is Not Granted By At Least Two Valves And The Master Is
Satisfied That The Two Valves Are Tight.

7.1.4 Permanent Ballast
Permanent Ballast May, Of Course, Be Discharged Simultaneously To Loading

Cargo. This May Be Required To Maintain A Safe Draft Reducing The Effect Of
Wind In The Light Ship Condition.
7.1.5 Draining Cargo Lines
At The End Of Deballasting, Cargo Lines Should Be Drained Into After

Most Cargo Tanks And Stripped Into Ashore Facilities, Than Final
Discharge Of Ballast Must Stripped Through The Small Diameter Line To
The Manifold Valve.
7.1.6 Tank Inspection
Prior To Loading The Cargo Tanks Should Be Inspected By Terminal

Representative And/Or Independent Inspector (If Nominated) With
The Presence Of Cargo Officer.
O.B.Q. Certificate Must Fill Up Reporting The Amount In Cubic

Metres Of:
o Liquid Oil
o Not Liquid Oil
o Water
7.1.7 Linig Up Cargo System
Before Start, Loading Deck And Pumproom Valves And Lines

Should Be Set. Loading Should Be Set So That Cargo Flows
Through Loading Drop Valves Bypassing The Pumproom.
Pumproom Cargo-Line Valves Should Be Firmly Shut And Sea

Chest Valves Lashed Shut.
Deck Valves That Are Not Going To Be Used Should Be Lashed

Shut
7.1.8 Setting P.V. Valves
The Vessel Should Use The Close System.
All Cargo Tank Vents Should Be Set To The Loading Position. Ensure That Inert Gas Plant
(If Fitted) Is Shut Down, The Deck Isolation Valve Is Shut And The Main Inert Gas
Venting Valves Are Open.
7.1.9 Opening Manifold Valve
The Manifold Valve Should Remain Shut Until The Cargo Officer Is
Satisfied In All Respect With The Vessels Readiness To Load.
7.2 Loading Plan
The Loading Plan Must Be Prepared And Recorded In The Cargo Book.
Following Details Must Be Reported :
1 - Customer
2 - Loading Port
3 - Unloading Port
4 - Qualities And Quantities Of The Products To Be Loaded
5 - Cargo Liquid Density
6 - Heating Requirements (If Any)
7 - Heating Limitations (If Any)
8 - Cargo Layout Diagram
9 - Ships Line That Will Be Used In Respect To Avoid Contamination
10 -Sequence Of Cargoes To Be Loaded
11-Expected Final Ullages
12 -Expected Final Fwd-Midship-Aft Drafts
13 - Loading Rates To Be Required
14 - Any Interesting Information Concerning Loading Operation
The Cargo Plan Prepared By Cargo Officer Will Be Signed As Understood By The
Vessel Deck Officers Prior To Arrival In Port, And By A Terminal Representative
As Required By Ship/Shore Check List. Guidelines For The Compilation Of This
Check List Are Contained In Isgott Publication, Appendix A.
7.3 Start Loading
The Initial Flow-Rate Should Be Low In Order To Check :
o The Cargo Flow In The Corrected Tanks

o The Cargo Is Not Flowing Into Uncorrected Tanks
o Any Possible Leakage Of Oil
After These And If No Problem Rise Cargo Officer Shall Advise The Terminal Operator
That The Vessel Is Ready And Agree For Full Loading Rate.
7.3.1 During Loading
If The Officer In Charge Detects Or Suspect Any Faults In The Loading System He
Should Immediately Require That Loading Be Stopped Until Any System Faults
Have Been Corrected. The Failure Must Be Recorded In A Cargo Book. Both Cargo
Officer And Terminal Representative Shall Decide When To Resume Loading.

The Ullages Of The Tanks Being Loaded Should Be
Monitored Frequently And Regularly, Especially When Tanks Are
Approaching The Topping Off Range.
Full Precaution Must Be Done On Changing Tanks Operation In Order To Avoid

Over Pressure On Ships And Shores Lines.
Also The Cargo Tanks Already Loaded Should Be Checked At Regular Intervals In
Order To Avoid Cargo Overflow Due Any Possible Leakage Of Cargo Valves.
7.3.2 Topping Off & Checks After Loading
Adequate Notice Should Be Given To The Terminal When Approaching The End
Of Cargo. The Last Part Of The Loading Operation Should Be Done At A Reduced
Rate. The Chief Officer Should Satisfy Himself That There Are Terminal Staff On
The Jetty Ready To Shut Down, Prior To Completion Of Cargo.
When Ordering The Stop Of Cargo, Time Should Be Allowed For The Terminal To
Shut Down. Space Should Be Allowed In The Tank For This, And Also For
Draining Loading Arms.
As Soon As The Loading Arms Have Been Drained, The Cargo Officer Should
Ensure That All Valves In The Cargo System Are Closed, That All Appropriate
Tank Openings Are Closed, And That Pressure/Vacuum Relief Valves Are
Correctly Set.
7.4 No Shore Facilities For Dirty Ballast
This Is Very Common Pollution Cause, Occurring At Load Ports, Which Do No Have Dirty
Ballast Handling Facilities.
Most Important Prevention Steps Are A Thorough Cleaning Of Vessels Tanks And
Pipelines Holding Or Transferring Ballast.
Establish Procedures Which Allow For Some Clean Ballast To Be Properly Discharged At
Sea Prior To Arrival At The Loading Port. This Will Flush The Sea Chests And Guard
Against The Possibility Of Trapped Oil Escaping In Port.
Require That All Ballast Tanks, Including Segregated Ballast Tanks, Be Carefully Inspected
For Oil Content Prior To Discharge. We Recommend That A Small Piece Of An Oil-
Absorbent Pad Be Lowered To The Surface Of The Ballast Water For A Physical Check Of
The Water In Addition To A Visual Inspection. This May Require Removal Of Tank
Cleaning Opening.
It Is Also Recommended That A Cargo And Ballast System Pressure Test Be Carried Out
During Each Ballast Passage Prior To Loading Cargo To Verify That Lines And Valves Are
Tight. Records Of These Tests Should Be Maintained.
One Should Ensure That The Oil Content Monitor/Recorder Is Properly Operating At All
Times While Deballasting.
7.5 Dirty Ballast Shore Facilities

Whenever Possible, Vessels Should Discharge Their
Ballast To Shore Facilities If These Are Available.
If Vessel Discharges Dirty Ballast To Shore Facilities, Procedures To Retain Slop

Oil On Board May Be Required.
For Further Guidance On These Subjects Refer To Pollution Prevention Manual

And To Isgott Chapter 7.5.
7.6 Inspection Before Loading
Prior To Inspection Cargo Lines Should Be Drained Ashore.
All Material Concerning The Quantity That Remains On Board Should Be Determined As
Liquid, No Liquid And Free Water. If Sufficient Quantity Is Available Then A Sample May
Be Taken And One Sample Stored On Board.
A Temperature Measurement Should Be Taken If Sufficient Liquid Available. The

Temperature Should Be Taken From The Mid Point Of The Oil Layer. Solid And Small
Quantities Of Liquid For Which A Temperature Cannot Be Taken May Be Assumed To Be
At Standard Temperature.
Bunker Survey And/Or Lel Gas Check In The Bunker Tankers Can Be Carry Out If
Requested By Independent Inspector.
Any Slops That Are To Be Commingled With The Subsequent Cargo Are To Be Recorded
As O.B.Q. (On Board Quantity). For Official Document Refer To 4.1.6.
7.7 Calculation Of On Board Quantity (O.B.Q.)
The O.B.Q. Should Be Calculated And Recorded Prior To The Commencement Of Loading
Cargo.
The Quantity Of O.B.Q. Should Be Determined As Follows:
o Use Special Wedge/Dip Tables If Carried, Or The Wedge Formula If Liquid Does Not
Cover Bottom Of Tank.
o Use Trim/List Correction If Liquid Covers Entire Bottom Of Interested Tank, And Compute
The Quantities Using A Calibration Table.
o For The No Liquid Oil Use Calibration Table Without Correction For Trim And List
The Measurement Must Be Taken With All Precaution And Practicable Accuracy. Prior To
Topping-Off Operations Compare Local And Remote Readings When Stowed And At
Ullage Depth For Any Discrepancies.
The Responsibility For The Quantity Of Cargo On Board Rests Entirely On The Master
And There Is No Need For Terminal Representative To Witness Ship Staffs Measurement
Of Cargo. At Ports Where Local Regulation (E.G. Custom) Requires Shore Or Local
Authorities To Witness/Carry Out Cargo Measurement, Master Must Naturally Assist In
Every Way.
7.8.1 Standard Instruments

Automatic Tank Gauges, Where Fitted And When
Reliability And Accuracy Allow These Should Be Used For Topping
Off (For Some Terminals This Procedure Is Compulsory). Final Tank Ullages Will
Normally Be Carried Out By Use Of A Manual Steel Tape.
Vessels Fitted With Vapour Locks Must Use This Fitting For Ullaging,
Temperatures, Water Measurement, Sediment Measurement And Sample So As To
Reduce Cargo Vapour Loss/Emission.
For The Safety Purpose Reference May Be Done To Isgott, Chapter 7.1
Refer To Chapter Safety, Page 3 Of 5 Of This Manual.
7.10 Internal Transfer Of Cargo At Sea On Loaded Passage
Transfer Of Cargo Between Ships Cargo Tanks Should Be Only Carried Out If:
o An Emergency Arises
o For Drafts Problems On Arrival Port (Informing Before The Charterer)
o Others (Always Informing Before The Charterer)
When There Is Transfer Of Cargo During The Loaded Passage, The Ullages Of
Involved Tanks Must Be Taken Before And After The Transfer. Ullage
Measurements Are Taken Also In Those Tanks Not Involved In The Transfer
Operation To Ensure Valve Integrity.
Temperature Must Be Measured In Those Tanks Where Cargo Transfer Has

Occurred And The Redistributed Cargo Must Be Calculated To Make Certain No
Losses Have Occurred.
Each Completed Operation Shall Be Reported On Oil Record Book, Part Ii, As
Indicated By Marpol 73/78 (Refer Annex J, Appendix Iii - List Of Items To Be
Recorded: Item B Internal Transfer Of Oil Cargo During Voyage)
7 .11 Ship To Ship Transfers
Both Tankers Should Comply Fully With The Safe Precautions As Contained In The
Ics/Ocimf Ship To Ship Transfer Guide (Petroleum) Last Edition.
8. Discharging
8.1 General
It Will Be Realised That, Whether Shore Facilities Are Restrictive Or Not, The Ability Of
A Ship To Achieve A Good Discharge Performance Depends Upon All The Cargo
Handling Plant Being Efficiently Maintained, As Well As Skilfully Operated.

Good And Safe Discharge Performance Demands An
Intelligent Use Of The Tankers Pumping Capabilities And Company Expect
Masters To Ensure That Their Responsible Personnel Are Aware Of This And Carry It Out.
8.2 Discharge Plan
The Discharging Plan Must Be Prepared And Recorded In The Cargo Book .
Following Details Must Be Reported :
1 - Arrival Cargo Layout, With Ullage, Volume, Specific Gravity, Temperature And
Weight For Each Grade.
2 - Sequence Of Discharge Per Grade Of Cargo
3 - Ships Line That Will Be Used In Respect To Avoid Contamination
4 - Crude Oil Washing Program (If Fitted) Reporting Per Each Cargo Tank Time
And Type (Top-Bottom-Full) Of Washing, Sources Of Supply And Type Of
Draining.
5 - Layout Of Tanks To Be Ballasted Concurrently With Discharge
6 - Record Of Inert Gas Values (If Fitted)
7 - Planned Control And Record Of Value Of Trim And Stress
8 - Maximum Flow Rate Requested By Terminal
9 - Any Interesting Information Concerning Unloading Operation
The Cargo Plan Prepared By Cargo Officer Will Be Signed As Understood By The Vessel
Deck Officers Prior To Arrival In Port, And By A Terminal Representative As Required By
Ship/Shore Check List.
Company Requires That Masters Shall Keep A Strict Account Of All Cargo Loaded And
Discharged. Company Wish To Emphasize That The Above Obligation On Masters Refers
Particularly To The Taking And Recording Of Cargo Measurement Data, I.E. Ullages,
Temperatures, Specific Gravities, And Where Applicable, Water Dips.
To Ensure That The Tankers In Their Employment Use Standard Instruments For Cargo
Calculation Purposes Company Supply Each Ship With Proper Instruments.
Vessels Fitted With Vapour Locks Should Use This Fitting For Ullaging, Temperatures,
Water Measurement, Sediment Measurement And Sample So As To Reduce Cargo Vapour
Loss/Emission.
The Precautions To Be Taken And The Procedures That Should Be Observed During Cargo
Measurement Are Reported As Guide In Isgott Publication, Chapter 7.
8.4 Crude Oil Washing (If Fitted)

The Following Advantages Can Be Attributed To C.O.W. :
o Reduce The Potentiality Of Sea Pollution

o Less R.O.B. On Completion Of Discharge
o Increase The Shore Figures And Produce More Space Available For Next Cargo
o Save Of Time And Bunkers Required For Subsequent Clean Ballast
If Fitted Reference Should Be Made To The Crude Oil Washing Manual And Isgott
Recommendations Chapter 8.4 And To The Imo Publication Crude Oil Washing System
8.4.1 Crude Oil Washing At Sea
Crude Oil Washing Should Only Be Carried Out At Sea At Express Request Of The
Charterer, And Must Be Completed Before The Ship Leaves Its Final Port Of
Discharge.
Where Any Tank Is Crude Oil Washed While The Ship Is At Sea Between Multiple
Discharge Ports, The Tank Shall Be Left Empty And Available For Inspection At
The Next Port.
Refer To Chapter Safety, Page 3 Of 5 Of This Manual
8.6 Ballasting
Prior To Start The Ballasting And Before Opening Sea Valves Following Procedure Should
Be Observed:
o Set Line For Ballasting With The Seachest Valve Kept Closed
o Drain With Highest Accuracy All Oil From The Interested Pump And Cargo Lines
o Start Up The Pump At Reduced Revolution And Check If Possible That No Positive
Pressure Exist Between The Pump And The Sea Valve
o As Soon As Pump Is Running Steadily, Start To Open The Seachest Valve, Increasing The
Pump Speed As The Pump Start To Take Up Suction.
The Ballasting Operation Should Be Reported In The Cargo Book As Part Of The Overall
Discharge Plan.
Terminal Representative Should Be Advised When Ballasting Interests Cargo Tanks

Already Discharged And/Or Cargo Tanks Empty On Arrival.
The Agreement Of The Terminal Representative Should Be Obtained Before The

Simultaneous Handling Of Cargo And Ballast, Other Than Segregated Ballast, Take Place.
Independent Cargo Inspector, If Nominated, Should Be Advised So That Both Cargo

Officer And Independent Inspector Shall Check With All Practicable Accuracy The R.O.B.
Quantity. An Appropriate Report Will Be Issued And Duly Signed By Both Parties.
9. Sampling And Samples

9.1 General
Sampling Of Cargo At Loading And Discharging Ports Is Necessary For Quality Control
Purposes, Particularly For Sensitive Products.
Samples Taken At Loading Ports Are Frequently Placed On Board For Delivery To
Discharging Ports And Masters Are Requested To Ensure That The Sample Are Delivered
In The Condition In Which They Are Received.
Usually The Samples Are Taken By Terminal Staff Or By Independent Inspector With Ship
Representative As Witness But Some Time The Vessel Is Asked To Take Samples.
9.2 The Sample
The Product Is Tested By Various Method For The Determination Of Physical And
Chemical Characteristics, Therefore The Sample Should Be Highly Representative.
The Representative Characteristics Of The Sample Are Numerous And Depend On
The Type Of Material Being Sampled. The Tank Or Bottle That Will Receive The
Oil Should Be Perfectly Clean And Dry.
9.2.1 Dynamic Sampling
Used When Samples Are Drawn From An Oil Flowing In One Line. Require
Special Equipment Usually Working In The Shore Line Or At The Manifold.
9.2.2 Static Sampling
Used When Samples Are Drawn When The Product Being Sampled
Is At Rest.
9.2.3 Average Sample
Average Sample Is One That Consists Of Proportionate Parts From

All Section Of One Single Tank.
9.2.4 Composite Sample
A Composite Sample Is Obtained Mixing The Samples Of Each Tank

In Proportional Parts.
9.2.5 Running Sample
Is Obtained By Lowering A Special Bottle That Each Empty The Bottom Of The Tank And
Returning To The Top Of The Oil At A Uniform Rate Of Speed. The Bottle When Reach
The Top Of Oil Should Be Only Full.
10. Pumproom
10.1 General Precautions
For:
10.1.1 Ventilation
10.1.2 Pumproom Entry
10.1.3 Opening Of Pumps, Valves Or Equipment
10.1.4 Pumproom Lighting
Reference To Isgott Article 2.16.1 Should Be Made.
10.2 Inspections
During Cargo Handling The Pumproom Should Be Checked At Least Hourly. Safe
Procedures Must Be Strictly Observed By Person Entering The Pumproom, And One Crew
Member Must Watch On The Top Of The Pumproom While The Inspection Going On.
During The Pumproom Inspection, If Possible, Radio Contact Should Be Maintained.
For Further Guidance On This Subject Refer To Company Safety Manual And To Isgott
Chapter 2.16 And 6.4.
10.3 Bilge Alarm (If Fitted)
The Pumproom Bilge Alarm Should Be Tested Prior Of Each Cargo Transfer Operation
And The Result Recorded In The Cargo Book.
10.4 Stripping Overboard Discharge (If Fitted)
If Stripping Overboard Discharge Exist Must Be Blanked.
10.5 Seachest Valve Leak
This Is Very Common Cause Of Pollution Which Can Occur At Load Or Discharge Ports. The Key To
Controlling This Pollution Threat Is To Frequently Test Integrity Of Seachest Valves.
For The Vessel Fitted With Testing Arrangement It Is Strongly Recommended That At
Least, Some Tests Should Be Conducted Prior To Each Port Entry.
For Further Guidance On This Subject Refer To Isgott Chapter 6.9 As Well As Ics/Ocimf
Publication Prevention Of Oil Spillages Through Cargo Pumproom Sea Valves
10.6 Cargo Pumps
Following Procedures Are To Be Observed In Order To Prevent Damage To Centrifugal

Pumps And To Obtain Best Performance:
Pumps Are To Be Run At Their Full Design Rpm During Bulk Discharge.
The Pump Should Be Started Gradually Increasing The Revolution To The Full Nominal Rpm And
Simultaneously Regulating The Back Pressure By Means Of The Discharge Valve.
When The Tank Ullage Is Nearing Stripping Level It Is Preferable To Partially Close The
Discharge Valve, Rather Than Reduce Pump Revolutions, In Order To Reduce The Flow Rate But
Rpm Then Be Reduced If Necessary.
Cavitation Should Be Avoided Because Can Cause Damages To The
Pump.
During The Pump Operations An Officer Must Be On Watch At All Times In The Cargo
Control Room In Order To Operate Adequately When Discharge Pressure Change
Dangerously.
11. Safety
11.1 General
Outlined Below Are The General Precautions For Safety Whilst The Ship Is At An Oil
Terminal.
11.2 Mooring / Men On Watch
Port Watches Should Be Set As To Ensure Safe Manning Level At All Times Of The
Operations.
The Loading Operations Must Be Constantly Monitored By Licensed Watch Officers That
Will Be Responsible To The Master For The Safety Of Cargo Operations.
Sufficient Seamen On Watch Must Provide To Maintain Safe Mooring.
The Watch Officer Is Responsible For Frequent And Careful Tending Of Mooring.
The Vessel Should Maintain Contact With The Fenders And Mooring Should Not Be
Slacked If The Tanker Is Lying Off The Fenders.
11.3 Fire Fighting Equipment
Immediately Before On Arrival At The Loading Or Discharging Port, The Ships

Fire Hoses Should Be Connected To The Fire Main, One Forward And One Aft Of
The Ships Manifold. If Praticable A Fire Pump Should Maintain Pressure On The
Ships Fire Main While Cargoor Ballast Is Being Handled. If Not Possible The Fire
Pump Should Be In Stand By Condition And Ready For Immediate Operation.
Monitors Should Be Ready For Use. Portable Fire Extinguishers, Preferably Of The
Dry Chemical Type, Should Be Placed Near The Ships Manifold.
A Check Should Be Made To Confirm That Both Ship And Shore Have An
International Shore Fire Connection For The Transfer Of Water For Fire Fighting.
11.4 Notices
Notices At The Gangway In Appropriate Language As:
Warning
No Naked Light

No Smoking
No Unauthorized Person
Should Be Displayed On Arrival At The Terminal.
11.5 Inert Gas
If Fitted Refer To The Inert Gas System Operation And Planned Maintenance Procedures And
To The Inert Gas System Record Book Company Manuals And Isgott Recommendations
(Chapter 7 Section 7.8 And
Chapter 9).
11.6 Doors And Portholes
All Doors And Portholes On The Forecastle, After House And Store Room Are To Be Kept
Closed Whilst Handling Cargo, Ballast Or Cargo Cleaning.
The Notice This Door Must Be Closed While Loading, Discharging, Ballasting Or Tank
Cleaning Is To Be Posted On The Bulkheads, Both Inside And Outside, Adjacent To Each
Door Required To Be Closed.
11.7 Incinerator (If Fitted)
The Refuse Incinerator Must Not Be Used During Any Cargo, Ballast Or Gas
Freeing Operation.
11.8 Radio Equipment
The Radio Transmissions During Cargo Or Ballast Handling Operations Are

Potentially Dangerous. This Does Not Apply To The Use Of Permanently
And Correctly Installed Vhf Equipment. Permitted Exceptions Are For:
o Radar With Approval Of Terminal Manager

o Intrinsically Safe Vhf/Uhf Walkie-Talkies
o Satellite Communication After Consultation Between Tanker And Terminal
o Closed Circuit Television
11.9 Lights
Only Approved Explosion Proof Lights And Flashlights In Good Working Order Are
Permitted In Or Near Cargo Compartments, Pumprooms Or On The Main Deck.
11.10 Pumps: Emergency Shut Down
Its Very Important That All Officers And Ratings Involved With The Cargo Or
Ballast Operations Are Fully Aware As To The Location And The Operation Of The
Emergency Cargo And Ballast Pump Button Shut Down.
The Operation Of These Emergencies Is To Be Checked Prior To Each Discharge,

And The Test Should Be Recorded In The Cargo Book With The Necessary
Comments.
11.11 Smoking
Smoking Should Be Strictly Prohibited Within The
Restricted Area Enclosing All Tanker Berths And On Board Any
Tanker Whilst At Berth, Except In Designated Smoking Places.
11.12 Means Of Access
Gangways Or Other Means Of Access Should Be Provided With A Safe Net Where
Appropriate, And Life Buoys With Life Lines Should Be Available In The Vicinity
Of The Gangway.
During Darkness, The Means Of Access To The Tanker Should Be Well And Safely
Lighted.
For Further Guidance On This Subject Refer To Isgott Recommendations And To

Safety Manual Of Company
11.13 Electrostatic Precautions
On This Subject Refer To Isgott Recommendations And To Safety Manual Of

Company.
12. Pollution Prevention
12.1 Scupper Plugs
No Cargo Or Bunkering Operations Are To Commence Until All Scupper, Including Those
On The Poop Deck Have Been Properly Plugged And Checked At Frequent Intervals That
The Plugs Are Properly Set And Are Tight. When Draining Off Accumulated Water,
Overboard Do Not Leave Unattended.
12.2 Oil Spill Equipment
This Equipment Should Be Made Ready At Main Deck Stores And Should Be Considered
As Minimum:
o 6 Bags Of Sawdust
o Spanners For Removing Butter Worth Plates
o 1 Air Driven Pump
o 2 Rubber Buckets
o 2 Tank Shovels
For Further Details On This Subject Refer To Isgott Chapter 6.9 As Well As Company
Manual Pollution Prevention
12.3 Oil Record Book
All Cargo/Ballast Operations Must Be Duly Recorded In The Oil Record Book As Required
By Marpol 73-78 Annex I.
This Log Is Regularly Inspected By Port Authorities. The Instructions For Use And
Compilation Of This Book Are Within It.
13. Cargo Heating
13.1 General
The Heating Requirements For Different Grades And Circumstances Are Based Upon A
Number Of Factors Which Balance The Cost Of Heating Against The Results To Be
Achieved Thereby.
Characteristics Which Govern Whether An Oil Should Be Heated Or Not And To What
Temperature, Are Viscosity And/Or Pour Point . The Need For Heating For Viscosity
Reasons Is Self-Evident As Is That For Pour Point With Respect To The High Pour Point
Cargoes.
13.2 Heating Requirement
When Loading Orders Are Received, Company And/Or Charterer Give Instructions For
Heating The Grade To Be Loaded (If Any). Agents Or Suppliers May Issue More Heating
Instructions. Should There Be Any Discrepancy Between These Instructions And Those
Sent By Company/Charterer Loading Must Not Be Delayed But Company/Charterer Should
Be Informed By The Most Rapid Means, Together With Any Reason For The Difference
Put Forward By The Loading Port. The Master Will Then Be Advised Which Instructions
To Follow.
13.3 Inability To Comply
In The Event Of Masters Being Unable For Any Reason To Comply With The Required
Heating Instructions, Or If They Anticipate Difficulty In Heating The Cargo To The
Necessary Temperature During The Voyage, Before Commencing To Load They Must
Radio Charterer/Company Direct And Inform Agents .
If Difficulty In Complying With The Heating Instructions Is Experienced During The

Actual Loaded Voyage, The Master Should Immediately Inform Charterer/Company By
Radio, Stating The Reasons For His Inability To Carry Out The Heating Instructions.
13.4 Testing Of Heating Coils
When Heating Cargo Is Required The Heating System Must Be Tested Prior To Arrive At
The Loading Port.
If Any Coils Are Thought To Be Leaking Within The Cargo Tanks, Any Efforts Are To Be
Made To Repair These Coils Following The Required Safety Procedures Described In
Safety Manual.
When Such Repairs Are Not Practical Then The Heating Coil Concerned Should Be
Blanked Off.
13.5 Commencement And Duration
Unless Otherwise Instructions It Is Left To The Masters Discretion As To When Heating

Should Be Commenced To Ensure That The Ship Arrives At The Discharge Port With
Cargo Heated To The Required Temperature.
Whilst With The Majority Of Grades It Is Not Necessary To
Maintain Heating Throughout The Voyage, Master Should Not Hesitate To Do
This If There Is Any Doubt Of The Ships Ability To Rise The Cargo Temperature To That
Required For Discharge.
With Certain Very Viscous, Or High Pour Point Cargoes It Is Essential To Heat Throughout,
To Keep The Cargoes In A Pumpable State.
13.6 Discharging Temperature
The First Essential To Ensure The Success Of This Operation Is To Arrive At The Port Of
Discharge With The Cargo At The Correct Temperature.
All Grades Of Cargo Must Be Discharged In The Shortest Possible Time, But With The
Cargoes Requiring Heat The Time Taken To Discharge The Contents Of A Compartment
Also Determines The Amount Of R.O.B (Remain On Board Quantities). This Must Be The
Absolute Minimum, And The Surest Way Of Effecting This Is To Maintain The Correct
Temperature As Tanks Are Emptied, And Ensure That The Draining Rate Is As High As
Possible So That Drainings Do Not Cool And Become Unpumpable Before The Tank Is
Empty.
The Order In Which The Various Compartments Are Discharged Is Also Important,
Particularly When The Sea Temperature Is Low.
The Following Remarks Are, Therefore, For Guidance Only:
o Of The Three Compartments Of The Tank, The Wing Components Are The Most Exposed
To The Cooling Effect Of The Water Outside And, Theoretically, The Order Of Discharge
Should Be To Empty The Two Wing Compartments, Followed By The Centre
Compartment, Assuming One Pump Only Is Available.
o Provided Contrary Instructions Are Not Given For A Particular Grade Of Cargo, As A
Discharge Of Cargo From Individual Tanks Progresses, The Steam On The Heating Coils
Of These Tanks Should Be Gradually Reduced, And On Reaching A Depth Of A Few
Inches Above The Coils The Steam Should Be Shut Off Completely. This Prevents The
Cargo Becoming Heated Above The Permitted Maximum And Also, In The Case Of
Certain Crude Oils, Prevents The Gassing Of The Pumps.
13.7 Overheating
Effects Of This Are Not So Apparent, But Nevertheless It Is Undesirable For The
Following Reasons:
o Unnecessary Expenditure Of Bunkers.

o Deterioration Of Crude Oil Cargoes Through Loss Of Light Fractions.
o Gasification Of Pumps During Discharge Often Resulting In Excessive Draining Times.
Masters Need Have No Fear Of Loading Cargoes At Temperatures In Excess Of That To

Which They Are Allowed To Heat, As The Temperature In These Case Is Invariably A
Carefully Controlled Refinery Process. By Recording The Loading Temperature On The
Cargo Documents And On Cargo Book Their Interests Are Safeguarded.

14. Cargo Loss Control
14.1 General
All Cargo Measurements Are To Be Taken With All Practicable Accuracy. The
Responsibility For The Care Of Cargo From The Time It Passes The Ships Manifold On
Loading, Until It Passes The Ships Manifold Again On Discharge Rests Always With The
Ship.
In Order To Minimize The R.O.B. Following Measures Are To Be Taken:
o Stripping Is To Continue Until All Possible Liquid Cargo Is Discharged.
If Unusual Quantity Of Liquid Remains On Board, The Company Must Be Advised

Of The Reasons.
o Main Cargo Lines Are To Be Drained Into Last Tank Before Final Stripping Ashore
o Last Tank (I.E. Slop Tank) Should Be Discharged By Main Cargo Pump To Lowest
Possible Level In Tank, And The Remainder Cargo Should Be Stripped Shore.
For The Purposes Of Cargo Measurement An Independent Inspector May Attend Cargo
Operations. Full Cooperation Is To Be Given And A Deck Officer Is To Assist Cargo
Inspector During Ullaging And Sampling And The Inspection Should Be Witnessed And
Agreed By Both Parties.
Large Discrepancies In Figures, If Any, Between Ship And Shore Figures Should Be
Investigated And If Still Exist The Reasons For These Should Be Commented On The
Official Ullage Report Form.
14.2 Cargo Calculation
The Ships Ullage Report Should Contain Following Information As Minimum:
Tov Total Observed Volume At Observed

Temperature
Fw Free Water On Tank Bottom Determined By

Water Cuts/Interface
Gov Gross Observed Volume (Tov - Fw) At

Observed Temperature
Vcf Volume Correction Factor
Gsv Gross Standard Volume (Gov X Vcf)

Corrected At 60f/15c
Tvc Total Calculated Volume (Gsv+Fw).
Obq On Board Quantity Prior To Loading

(Flowing Oil+ No Flowing Oil +Water)
Rob Remaining On
Board After Discharge (Oil+No
Flowing Oil+Water)
Vef Vessel Experience Factor
Wcf Weight Correction Factor (To Convert

Volume / Weight)
Drafts Fwd - Center - Aft
Trim If Applied Or Not
14.3 Cargo Disputes / Complaint
There May Be Occasions During The Course Of Normal Cargo Handling Operations When
Disputes Or Complaints Arise Over The Quantity And/Or The Condition/Quality Of The
Cargo. From A Practical Point Of View These Matters Are Usually Dealt With On The Spot
And Resolved Satisfactorily But, In Order To Facilitate Any Investigations Which May Be
Necessary At A Later Date, Copies Of Any Correspondence In The Nature Of A Letter Of
Protest Or Written Explanations Exchanged Between The Ship And The Shore Should Be
Sent To Charterers As Well As To Company.
The More Usual Kinds Of Dispute Or Complaint And The Action Can Be Summarised As
Follow:
Differences Bill Of Lading / Ships Figures
The Quantity Stated In The Bill Of Lading Should Be Checked By Master Against The
Quantity Determinant From The Ships Ullage Measurement. If There Is A Difference In
Volume Of More Than 0.2% (Considering The V.C.F.)And Such Difference Is Not Due To
Any Known Inaccuracy In The Ship Calibration Table, A Letter Must Be Written By The
Master To The Cargo Supplier Drawing Their Attention To The Discrepancy And Stating
That The Bills Of Lading Are Accordingly Signed Under Protest, But In No Circumstances
Should The Bill Of Lading Be Endorsed To This Effect Or Altered In Any Way.
If Different Policy Is Used By Charterers That Should Be Followed
Differences Bill Of Lading / Outturn Figures
Although On Occasion The Cargo Receiver Protest To The Ship Regarding The Quantity
Of Cargo Delivered, Such Complaints Usually Take The Form Of A Letter Of Protest And
All That Is Necessary On The Masters Part As Far As This Document Is Concerned Is To
Sign It As Received And Make No Other Comment Whatsoever.
Contamination
In The Event Of Contamination Of Cargo Occurring On Board The Ship, The Masters
Attention Will In Most Case Be Drawn To This Fact By The Cargo Suppliers Or Cargo
Receivers In Sufficient Time To Enable The Ship And The Shore To Take Steps To Deal
With The Problem From A Practical Point Of View.

The Cause Of Contamination May Not Always Be
Immediately Apparent But, In Any Case, Any Formal Complaint From The
Shore Should Generally Speak Be Dealt By A Simple Acknowledgement Although It May
Sometime Be Necessary For The Master To Provide The Shore Installation With More
Detailed Explanations Of The Cargo Operations Carried Out On Board. It Will Be Of
Assistance In Investigating Any Claims Which May Arise If A Copy Of The Masters
Report With Copies Of Any Correspondence Exchanged With The Shore Is Sent To
Company And To Carterers.
Miscellaneous
Any Other Cause For Complaint Which May Be Made By The Cargo Interests Against The
Ship, Apart From Those Already Mentioned An Usually Be Dealt Within Much The Same
Way.
If, For Example, The Cargo Carried Normally Requires Heating And On Arrival At The
Discharge Port The Temperature Of The Cargo Is Found To Be Below Or Above That Of
The Temperature Stipulated In The Charterers Heating Instructions, Cargo Receivers Will
Usually Issue A Letter Of Protest Specifying The Numbers Of The Tanks Involved And
The Temperature Of The Oil Contained Therein. In These Cases It Is Only Necessary To
Acknowledge Receipt Of Such Protest By Signing It As Received
Chapter 06 : | bulk_carrier_safety_chapter_12 |
Chapter 07 : | calibration_of_gas_testing_instruments |
Chapter 08 : | mooring_ropes |
Chapter 09 : | condemning_a_wire_rope |
Chapter 10 : | cargo_handling_manual_for_tankers | 01 contents | 02 introduction | 03

correction_notation_table | 04 policy | 05 communications | 06
cargo_handling_and_stowage | 07 loading | 08 discharging | 09 sampling_and_samples
| 10 pumproom | 11 safety | 12 pollution_prevention | 13 cargo_heating | 14
cargo_loss_control |

Topics and links :

Table of Contents :
Chapter 11 : | precautions while handling heavy lifts |
Chapter 12 : | Union purchase system |
Chapter 13 : | Carriage of coal | Hazards of coal | spontaneous heating | carbon monoxide | oxidation
| breakage | Methane emission | corrosion | liquefaction |
Chapter 15 : | Bridge watchkeeping checklists | daily checks | pre departure | embarkation

disembarkation of pilot | master pilot information exchange | deep sea navigation | navigation in coastal
waters TSS | changing over watch | changing over watch | preparation for arrival port | anchoring and
anchor watch | restricted visibility | navigating in heavy weather TRS | navigating in ice | emergency
checklists | main engine failure | steering failure | gyro failure compass failure | bridge control telegraph
failure | imminent collision or collision | stranding | fire | flooding | boat liferaft stations | man
overboard | search and rescue |

11.
Precautions While Handling Heavy Lifts:
a. All Gear Involved Should Be Carefully Examined Before Use.

b. All Wires And Blocks Should Be Checked For Any Defects, Sheaves To Be Examined
For Free Rotation.
c. All Gear Selected Should Be Of Adequate Swl.
d. Allowance Should Be Made Of The Weight Lifted Plus The Weight Of The Purchase
System.
e. End Links, Rings Or Shackles To Ride Freely From Whichever Point They Hang.
f. Strops, Wire Slings, Eye-Bolts Etc To Be Examined That They Are Of Adequate
Strength.
g. While Slinging Wood Or Other Packing To Be Used To Prevent The Sling From
Cutting Into The Load.
h. Avoid Shocks Due To Load Slipping Or Sudden Starts.
i. Winchmen Should Be Experienced, They Should Co-Ordinate Well And Operate
Smoothly.
j. Stability: The Ship Must Have Adequate G.M. Because When The Load Is Lifted Its
Center Of Gravity Rises To The Derrick Head, Due To This Action The Center Of
Gravity Of The Ship Rises. A Negative Metacentric Height Must Be Avoided And In
This Connection The Free-Surface Effect Must Be Reduced.
k. The Vessel Should Be Initially Upright With The Moorings Taut And Manned As The
Vessel As The Vessel Will Acquire A List When The Load Is Swung Out Board.
l. The Gangway Must Be Clear Of The Jetty.
m. Barges That Are Not In Immediate Use Must Be Cast Off.
n. Preventer Stays Should Be Rigged Onto The Mast..
o. Winches Must Be Put In Double Gear.
p. Steadying Lines Must Be Secured To The Sides Of The Load.
q. Remove Guard Rails If Possible.
12.
The Union Purchase System:
A Simple Derrick By Itself Is Not Of Much Use Because If It Is To Discharge Cargo It Is To

Be Plumbed Over The Hatch And Then Overside, To Avoid This Tedious Action A System With
Two Derricks Called The Union Purchase System Is Used.
Here The Runner Wires Of Both The Derricks Are Coupled Together To Swivels To A
Union Hook And Worked In Conjunction With Each Other. The Inshore Derrick Is Plumbed Over
The Quayside And The Other Is Plumbed Over The Hatch. The Preventer And Side Guys Are
Rigged So As Not To Obstruct The Movement Of The Cargo Between The Hatch And The Quay.
The Side Guys Can Also Be Replaced By A Schooner Guy Which Remains Clear Of The Cargo
Working Area.
When Working The Union Purchase System The Following Precautions Should Be Taken:

1. The Swl Of A Union Purchase Rig Must Be Calculated In
Accordance With The Classification Societies Or Dock Labour Regulations. In
The Absence Of The Above, The Code Of Safe Working Practices For Merchant Seamen
Recommend That The Swl. Should Not Exceed One-Third The Swl. Of The Smaller
Derrick.
2. The Operating Angle Of The Derrick Should Prefrably Be Not Less Than 30 Degrees To
The Horizontal And Under No Circumstances Should It Be Less Than 15 Degrees.
3. The Maximum Included Angle Between The Cargo Wires Should Not Exceed 120
Degrees So That Forces In The Rig Are Kept To A Minimum. To Ensure This The Slings
Used In The Operations Should Not Be Unduly Long And Winchmen Must Not Lift The
Loads Above The Guard Rails Beyond The Minimum Required For Safety.
4. Runner Wires Should Not Be Allowed To Rub Against The Hatch Coamings Or Guard
Rails As This Will Result In Their Deterioration.
5. Winchmen Should Be Experienced And Should Co-Ordinate Well.
13.
Carriage Of Coal.
Hazards: Coal Is Categorised According To The Hazards Associated With It. Whenever Coal Is
Shipped From Any Place, The History Of The Previous Shipments Must Be Known, So As To Be
Aware Of The Hazards Of The Particular Type Of Coal. Coal May Have Any Or All Of The
Following Hazards:
Spontaneous Heating: Coal Is Very Liable To Spontaneous Heating. Freshly Mixed Coal
Absorbs Oxygen, Forming Peroxides Which Break Up Into Carbon Monoxide And Carbon
Dioxide. This Is An Exothermic Reaction And The Heat Produced Causes Further Oxidation And
More Heat.
Co (Carbon Monoxide) Has A Large Flammable Range (12% To 75%) By Volume And
Besides Is Also Highly Toxic. If This Heat Is Not Dissipated Then Spontaneous Combustion Can
Occur.
Oxidation Depends On The Surface Area Available For Absorbtion Of Oxygen, Hence
Breakage Of Coal Into Smaller Pieces While It Is Being Loaded Is To Be Prevented.
If Considerable Breakage Occurs The Smaller Pieces Shall Accumulate In The Centre Of
The Hold While The Larger Pieces Shall Roll To The Sides, This Action Aggravates The
Situation As The Large Pieces Of Coal Give Way For The Air To Flow To The Smaller Pieces
Where Spontaneous Combustion Is Most Likely To Occur.
Emissions Of Methane: Coal Emits Methane Immediately After Loading And When Newly
Worked Or Freshly Broken. Methane Is A Flammable Gas And When Mixed With Air Forms An
Explosive Mixture. It Is Lighter Than Air And Therefore Accumulates In The Upper Regions Of
The Hold Or Other Spaces. This Gas Can Find Itself Into Tanks Cofferdams Etc And Pose A
Flammablity Hazard So These Compartments Have To Be Well
Ventillated At All Times And Tested Before Man Entry. Recommendations For Tank
Entry Procedures And Check Lists Shall Be Provided In The Bulk Carrier Code Appenidx F.
Corrosion: Pond Coal Is The Term Given To Coal Left Over From Earlier Mining Operations
Which Has Been Dumped Into Freshwater Ponds And Later Reclaimed For Shipment. It Has A
High Moisture And Sulphur Content. This Type Of Coal Releases High Temperatures From Self
Heating And The Sulphur Content Reacts With Water To Give Off Sulphuric Acid Resulting In
Corrosion Of The Ships Hull. The Ship Should Have Instruments For Measuring The P.H.
Content Of The Bilge Waters And This Must Be Done Regularly.
Liquefaction: It Is A Process Where The Moisture In The Cargo Migrates To The Surface Due
To Compaction And Vibration Resulting In The Development Of A Flow State. This Is Particular
In The Case Of Coal Slurry, Coal Duff And Mud Coal. The Surface Of The Cargo Behaves Like A
Liquid And A Transverse Shift Developes, If This Occurs In Reduced Ships Stability The
Condition Is Extremely Dangerous.
Precautions:
Ventilation: Surface Ventilation Is A Important Necessity During The Carriage Of Coal For Two
Reasons:
1. To Carry Away Any Methane Gas Which May Be Carried Away.
2. To Dissipate Any Heat Which May Be Formed By The Oxidation Of The Coal.
Through Ventilation Must In No Way Be Carried Out As Introduction Of Air Into The Cargo
Promotes Oxidation And Thereby Spontaneous Combustion.
It Is Thus Recommended That For The First Five Days After Loading All Ventilators
Should Be Utilized For Removing The Gas, Thereafter The Ventillators To The Lower
Holds Are To Be Plugged And Opened Only For 6 Hours Every Two Days.
Each Hold Containing Coal Should Have Atleast Two Ventillators One Forward And The
Other Aft. The Tween Deck Ventillators Should Be Independent.
Before Discharging Careful Ventillation Should Be Directed Towards Removing Gases

From Both, The Tween Decks And The Lower Holds As A Suddern Influx Of Air Before
Discharge Into The Hold May Have Disastrous Effects. In Fine Weather Hatches May Be
Opened To Facilitate Surface Ventillation. Attention To Be Paid To Void Spaces Where
Accumulation Of Methane And Carbon- Monoxide Can Accumulate.
Temperature: Temperature Pipes Leading Down To The Bottom Of The Cargo Are To
Be Provided Particularly Below The Hatchways. Monitoring Of The Temperatures At
Three Levels In The Holds To Be Done Atleast Once A Day.
Particular Attention Is To Be Paid To Cargo Stowed Against Hot Bulkheads Which Is To

Be Avoided If Possible And The Decks To Be Kept Cool In Tropical Zones Either By
Running Deck Water, Rigging Awnings Or By Laying Out Dunnage.

Temperature Pipes Are To Be Kept Covered In To Prevent The
Ingress Of Air Into The Hold. Spontaneous Heating Can Become Accelerated
In Some Cargoes At Temperatures As Low As 38 Degree C.
At Temperatures Around 55 Degree C. And Rising The Existence Of A Fire Should Be

Strongly Suspected, And In Such A Situation The Cargo Spaces Should Be Shut Down
And Sealed Against The Entry Of Air And The Master Should Seek Expert Advice And
Make For A Suitable Port Of Refuge.
3) Fire:
I) A Sufficient Number Of Safety Lamps Should Be Carried On All Coal Carrying

Vessels.
I. All Electrical Cables And Components Situated In The Cargo Spaces Should Be
Free From Defects And Suitable For Use In Methane / Dust Atmospheres. Points
Of Entry And Exit Of Cables Should Be Sealed To Prevent The Passage Of Gas
Into The Adjacent Compartment. If Necessary All Electrical Circuits In Spaces
Where Gas Accumulation Is Suspected Should Be Isolated Until The Space Is Gas-
Freed.
II. If There Is Evidence Of The Cargo Burning The Space Should Be Closed,
Ventillation Stopped And Sealed Against The Entry Of Air. Boundary Cooling To Be
Carried Out But No Seawater Or Steam To Be Directly Applied To The Coal As
Coal Directly Reduces Water To Hydrogen And Forms Carbon Monoxide - Both
Flammable Gases.
III. Introduction Of Co2, High-Expansion Foam Into The Compartments Is
Recommended. The Hold Is To Be Kept Closed At All Times And Specialist Advise
Is Necessary Before Carrying Out Opening Of The Hold. Water Or Steam May Be
Used In The Hold In Port In Copious Quantities, If No Co2 Or Inert Gas Is Available
Keeping In Regard At All Times The Stability Of The Ship.
IV. The Officers On The Vessel Should Continuously Monitor The Methane, Oxygen
And Carbon-Monoxide concentrations In The Holds And In The Spaces Where The
Gases Could Accumulate With Suitably Calibrated Instruments.
Shifting:A Certificate Is Obtained From The Shipper Regarding The Moisture Content Of The Cargo. If
This Figure Is Suspected An Onboard Test To Be Carried Out In Accordance With Section 8 Of The Bulk
Carrier Code Since It Should Not Be More Than The Transportable Moisture Limit.
Precautions Should Be Taken To Prevent The Ingress Of Water In The Hold

And Cargo Work Should Be Suspended And Hatches In Wet Weather.
Stockpiles Must Be Drained And Freshly Tested For Moisture Content
Before Loading.
Hold Bilges Should Be Regurly Pumped Out. Trimming Also Prevents The
Air From Penetrating The Body Of The Hold. And Since The Load Of Coal
Could Turn Out Upto 3% Less, Its Bills Of Lading Should Be Suitably
Claused.
Preparation Of Holds:
I. All Cargo Battens To Be Removed To Prevent Air Pockets Forming And Helping The
Circulation Of Air.
II. Boundaries Of The Cargo Compartments Should Be Resistant To Fire And Liquids.

14.
Chain register, register of lifting appliances.
Chain Register, (Form 99)
It Is a Book Which Registers Load Bearing Machinery, Chains And Wire Ropes.
Cover: 1. Name Of The Ship
1. Port Of Registry.
2. Owners Name And Address.
Page I : Contains Instructions Regarding Examinations And Annealing.
Part I : Entries Concerning Four Yearly Examinations And Annual Examinations.
Part Ii : Contains Entries Concerning Through Annual Examinations Of Cranes, Winches And Hoists. Accessory
Gear Other Than Derricks Is Also Included.
Part Iii : For Entries Concerning The Through Annual Examination Of Gear Exempted From Annealing.
Part Iv : For Entries Concerning The Annealing Of Gear.
The Last Page Contains Some Recommended Factors Of Safety.
Eg.
Chain/Wire = 5
Rope = 6
Derrick = 9
Test Certificates Are Attached To The Register By Means Of Gummed Strips Provided On The Inside Of
The Cover.
The Register Is Designed By The Dockyard For 8 Years And Must Be Retained On Board For A Period Of
Four More Years After The New One Comes Into Force.
It Is Certified By The Classification Society.
15.
Bridge Watchkeeping Checklists
Bridge Checklist 1 - Preparation For Sea.
1. Has The Operation Of The Following Equipment Been Studied & Fully Understood?
a. Alarms.
b. Bridge Lighting, Including Controls For Deck & Overside Illumination.
c. Direction Finder.
d. Echo Sounder.
e. Electronic Navigational Position Fixing Aids.
f. Emergency Arrangements In The Event Of Main Power Failure.
g. Hazard Monitoring Equipment.
h. Gyro Compass / Repeaters.
i. Magnetic Compass.
j. Navigation Lights, Including Emergency Navigation, Not Under Command & Other Signal
Lights.
k. Radar & Other Associated Plotting Aids.
l. Safety Equipment (Eg. Pyrotechnics).
m. Speed / Distance Recorder.
n. Steering Gear Including Manual, Auto Pilot, & Emergency Change Over Arrangements.
o. Telegraph Including Control Of Main Engines & (As Appropriate) Watertight Doors.
1. Are You Aware Of The Location & Operation Of Ancillary Bridge Equipment (Eg.
Binoculars, Signalling Flags, Meteorological Equipment)?
2. Are You Familiar With The Stowage Of Chart & Hydrographic Publications?
Bridge Checklist 2 - Daily Checks & Tests.
(At Noon Or Other Convenient Fixed Times)
Has The Following Equipment Been Tested / Checked?
a. Bridge & Engineroom Telegraphs, Including Revolution Indicators (Also Before Canal
Transit).
b. Bridge Telephones.
c. Bridge Watch Mf Radio Telephone Receiver
d. Clocks & Chronometers.
e. General Emergency Alarm Signal.
f. Radio Room Auto Alarm.
g. Ships Whistle (But Not In Poor Visibility Or When Other Vessels Sre Nearby).
h. Steering Gear Chnge Over Procedure.
Bridge Checklist 3 - Preparation For Sea.
1. Has A Passage Plan For Intended Voyage Been Prepared Taking Into Consideration The
Factors Listed In Checklist 7?
2. Are Charts For The Intended Voyage & Other Nautical Publications Corrected Upto Date
& Courses Laid Off?
3. Has The Following Equipment Been Checke & Found Ready For Use ?
a. Anchors, Including Clearing Away.
b. Ancillary Bridge Equipment (Eg. Binoculars).
c. Bridge Movement Book, Where Carried.
d. Course & Engine Movement Recorder.
e. Deck Power.
f. Direction Finder.
g. Echo Sounder.
h. Electronic Navigational Position Fixing Aids.
i. Gyro Compass & Repeaters.
j. Magnetic Compass & Repeaters.
k. Pilot Embarkation / Disembarkationarrangements.
l. Radar & Associated Plotting Aids.
m. Speed / Distance Recorder.
1. Has The Following Equipment Been Tested & Found Ready To Use?
a. Bridge & Engineroom Telegraphs, Including Revolution Indicators.
b. Communications Facilities - Internal, External & Portable.
c. Navigation Lights / Shapes, Including Emergency Navigation Lights & Lights / Shapes For
Not Under Command & At Anchor.
d. Ships Whistle.
e. Signalling Lamps.
f. Steering Gear, Including Manual, Auto Pilot & Emergency Change Over Arrangements &
Rudder Indicators.
g. Window Wipers / Clearview Screens.
1. Have The Ships Clocks Been Synchronised?
2. Is The Crew At Stations For Leaving Harbour?
Bridge Checklist 4 - Embarkation / Disembarkation Of Pilot.
1. Have The Following Been Advised Of The Eta / Etd?

a. The Master.
b. The Engine Room.
c. The Pilot Station.
1. Has It Been Agreed Which Side The Pilot Will Embark / Disembark?
2. Has The Engineroom Been Advised Of The Time Of Stand-By?
3. Have The Pilot Embarktion / Disembarkationarrangements Been Checked & Found Ready
For Use?
4. Has A Deck Officer Been Nominated To Meet The Pilot & Conduct Him To / From The
Bridge?
Note: Where Embarkation / Disembarkation Involves The Use Of A Helicopter, The Guidance In
The Ics. Guide To Helicopter / Ship Operations On Marine Pilot Transfer, Communications &
Ship Operating Procedures Should Be Followed.
Bridge Checklist 5 - Master / Pilot Information Exchange.
1. Has A Pilot Card Been Handed To The Pilot?

2. Has The Pilot Been Informed Of The Location Of Lifesaving Appliances Provided For His
Use?
3. Have The Proposed Passage Plan, Weather Conditions, Berthing Arrangements Use Of
Tugs & Other External Facilities Been Explained By The Pilot & Agreed With The Master?
4. Is The Progress Of The Ship & The Execution Of Orders Being Monitored By The Master
& Officer Of The Watch?
Bridge Checklist 6 - Navigation, Deep Sea.
1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
2. Have The Factors Listed In Question 2 Of Checklist 7 Been Taken Into Consideration In
Preparing The Passage Plan?
3. Are Navarea Warning Broadcasts Being Monitored?
4. Is Participation In Area Reporting Systems (Eg. Amver) Recommended?
5. Is The Ships Position Being Fixed At Regular Intervals & At Least Once Daily?
6. Are Errors Of Gyro / Magnetic Compasses Being Checked Once A Watch?
Bridge Checklist 7 - Navigation, Coastal Waters / Traffic Separation Schemes.

1. Have All Charts & Nautical Publications To Be Used Been
Corrected Up To Date?
2. Have The Following Factors Been Taken Into Consideration In Preparing The Passage
Plan?
a. Advise / Recommendations In Sailing Directions.
b. Ships Draught.
c. Effect Of Squat On Underkeel Clearance In Shallow Water.
d. Tides & Currents.
e. Weather Particularly In Areas Renowned For Poor Visibility.
f. Available Navigational Aids & Their Accuracy.
g. Position-Fixing Methods To Be Used.
h. Daylight / Night-Time Passing Of Danger Points.
i. Traffic Likely To Be Encountered - Flow, Type, Volume.
j. Any Requirements For Traffic Seperation / Routeing Schemes.
1. Are Local / Coastal Warning Broadcasts Being Monitored?
2. Is Participation In Area Reporting Systems Recommended?
3. Have Courses Been Laid Off Well Clear Of Obstructions?
4. Is The Ships Position Being Fixed At Regular Intervals?
5. Are The Errors Of Gyro/ Magnetic Compasses Being Checked Regularly?
Bridge Checklist 8 - Changing Over The Watch.
Note: Changeover Should Be Postponed When The Ship Is, Or Is About To Be, Engaged In A
Collision Avoidance Manoeuvre Or A Navigational Alterationof Course.
1. Has The Relievng Officer Of The Watch Read The Following Directives?
a. Standing Orders.
b. Supplementary Masters Instructions.
c. Navigational Warnings.
1. Are All Members Of The Relieving Watch Capable Of Carrying Out Their Duties?
2. Has The Relieving Officer Of The Watch Been Aquainted With Following Information?
a. Position, Course, Speed & Draught Of Ship.
b. Course Plotted On Ship.
c. Prevailing / Predicted Tides, Current, Weather & Visibility.
d. Operational Condition Of All Navigational & Safety Equipment On The Bridge.
e. Gyro / Magnetic Compass Errors.
f. Movement Of Vessels In Vicinity Effect On Own Ship.
g. Identificatin Of Shore Lights, Buoys, Etc.
h. Conditions / Hazards Likely To Be Encountered On Watch.
i. Possible Effect Of Any Heel, Trim, Squat, Etc. On Underkeel Clearance.
1. Is The Vision Of The Relieving Officer Adjusted To Prevailing Conditions?
Bridge Checklist 9 - Preparation For Arrival In Port.
1. In Preparing The Passage Plan For Arrival In Port, Have The Following Factors Been
Taken Into Consideration?
a. Available Port Information.
b. Advise / Recommendations In Sailing Directions.
c. Latest Weather Reports.
d. Tides & Currents For Port / Adjacent Areas.
e. Calculated / Known Minimum & Maximum Depths Of Water In Port Approaches, Channels
& At Berth.
f. Any Restrictions On Draught, Trim, Speed, Entry Times, Etc.
1. Is It Neccesary To Rearrange Cargo / Ballast?
2. Are All Relevent Charts & Nautical Publications Corrected Up
To Date & Courses Laid Off?
3. Have The Latest Navigational Messages For The Area Been Received?
4. Has Eta. Been Sent With All Relevent Information Required By Local Regulations (Eg.
Details Of Dangerous / Hazardous Goods Carried)?
5. Has All Navigational Equipment Including Steering Gear Been Tested & Stabilisers
Housed?
6. Has The Following Equipment Been Checked?
a. Course & Engine Movement Recorder.
b. Synchronisation Of Clocks.
c. Internal Communications Equipment.
d. Signalling Equipment Including Lights / Flags.
e. Deck Lighting.
f. Mooring Winches.
g. Mooring Lines / Wires / Heaving Lines.
h. Pressure On Fire Main.
1. If Appropriate, Have The Checks In Checklist 4 Been Carried Out & A Pilot Card
Completed?
2. Has Manual Steering Been Engaged In Sufficient Timefor The Helmsman To Become
Accustomed Before Manoeuvring Commences?
3. Has The Crew Been Advised Of The Time Of Stand-By For Entering Port?
4. Have Vhf. Channels For Varous Services (Eg. Vts., Pilot, Tugs, Berthing Instructions.)
Been Noted & A Radio Check Carried Out?
5. Is The Following Berthing Information Available?
a. Whether Anchoring / Berthing Alongside.
b. Which Side To Jetty.
c. Whether Ship Acomodation Ladder / Gangway Or Shore Gangway Will Be Used.
d. Size / Number Of Shore Connections.
e. Derricks Required.
f. Mooring Boats / Lines.
Bridge Checklist 10 Anchoring And Anchor Watch:
1. Has An Anchoring Plan Been Prepared And Taken Into Account.

Speed Reduction In Ample Time.
Direction / Strength Of Wind, Current.
Tidal Stream When Manoeuvering At Low Speeds.
Need For Adequate Sea Room Particularly To Seaward.
1. Have The Following Been Informad Of The Time Of Stand-By For Anchoring?
The Master.
The Engine Room.
The Anchor Party.
1. Is The Following Equipment Ready For Use?

Anchors.
Lights / Shapes.
Sound Signalling Apparatus.
1. Has An Anchor Watch Been Established?
2. Have Instructions Been Issued To The Officer Of The Watch / Engineroom On The
Folowing Matters?
Determining And Regular Checking Of Anchor Position.
Notice For Main Engines Especially If Weather Deteriorates.
Bridge Checklist 11 Restricted Visiblity.
1. Has The Following Equipment Been Brought Into Operation?

Radar / Arpa Or Other Plotting Facilities.
Manual Steering.
Vhf.
Fog Signalling Apparatus.
Navigation Lights.
Echo Sounder, If In Soundings.
Watertight Doors As Appropriate.
1. Have Lookouts Been Posted?
2. Have The Master And The Engineroom Been Informed.
3. Are The 1972 International Regulations For Preventing Collisions At Sea Being Complied
With, Particularly With Regard To Proceeding At A Safe Speed.
4. If The Ships Position Is In Doubt, Has The Possiblity Of Anchoring Been Considered?
Bridge Checklist 12 Navigating In Heavy Weather Or In Tropical Storm Areas.
1. Have The Following Been Informed:

Master.
Engineroom.
Crew.
1. Have All Moveable Objects Been Secured At The Following Locations.
On Deck.
Below Deck.
Ports, Dead Lights.
1. Have Speed And Course Been Adjusted As Necessary.
2. Has The Crew Been Warned To Avoid Upper Deck Areas Made Dangerous By The
Weather?
3. Have Safety Lines / Hand Ropes Been Rigged When Necessary.
4. Have Instructions Been Issued On The Following Matters:
Monitoring Weather Reports.
Transmitting Weather Reports To The Appropriate Authorities Or, In The Case Of Tropical
Storms, Danger Messages In Accordance With Solas 1974 Chapter 5 Regulation 2a.
Bridge Checklist 13 Navigating In Ice:
1. Have The Following Been Informed Of The Ice Conditions.

Master.
Engineroom.
Crew.
1. Have Watertight Dors Been Shut As Appropriate?
2. Has Speed Been Adjusted (Momentum Varies As The Square Of The Ships Speed)
3. Have Instructions Been Issued On The Following Matters.
Monitoring Ice Advisory Service Broadcasts.
Transmitting Danger Messages In Accordance With Solas 1974 Chpt. 5 Reg 2a.

Emergency checklists
Main Engine Failure

a. Inform Master.
b. Rudder & Bow Thruster Used To Best Navigational Aid.
c. Prepare For Anchoring If In Shallow Water.
d. Exhibit Not Under Command Shapes Or Lights.
e. Broadcast Warning.
Steering Failure
a. Inform Engine Room & Engage Alternative / Emergency Steering.
b. Inform Master.
c. Exhibit Not Under Command Shapes Or Lights.
d. Appropriate Sound Signal Made.
e. If Necessary Take Way Off Ship.
f. Broadcast Warning.
Gyro Failure / Compass Failure.

a. Use Magnetic Compass Or Alternative Means As Heading.
b. Inform Master.
c. Inform Person Responsible For Gyro Maintenance.
d. Inform Engine Room.
e. Consider Effect Of Failure On Other Navigational Aids.
Bridge Control / Telegraph Failure.

a. Switch To Engine Room Control.
b. Inform Duty Engineer / Engine Room.
c. Establish Emergency Communications With Engine Room.
d. Inform Engine Room.
Imminent Collision / Collision.

a. Sound Internal Emergency Alarm.
b. Manoeuvre Ship So As To Minimise Effects Of Collision.
c. Close All Water Tight / Automatic Fire Doors.
d. Switch On Deck Lights.
e. Vhf On Ch. 16, If Appropriate On Ch. 13.
f. Passengers Mustered At Emergency Stations.
g. Update Vessel S Position Available In Radio Room, Satellite Terminal & Other Automatic
Distress Transmitters As Necessary.
h. Sound Bilges & Tanks After Sounding.
i. Check Made For Fire & Damage.

Stranding
a. Stop Engines.
b. Sound Internal & External Emergency Alarms.
c. Watertight Doors Closed.
d. Maintain Watch On V.H.F. Ch. 16
e. Broadcast To Other Ships.
f. Make Sound Signals.
g. Exhibit Lights / Shapes
h. Switch On Deck Lighting.
i. Sound Bilges & Tanks.
j. Take Overside Soundings.
k. Update V/Ls Position Available In Radio Room, Satellite Terminal & Other Automatic
Fire.
a. Sound Internal / External Emergency Alarms.
b. Notify All Concerned Of Seat Of Fire.
c. Ventilation, Automatic Fire Doors & Watertight Doors Closed.
d. Deck Lighting Switched On.
e. Update V/Ls Position Available In Radio Room, Satellite Terminal & Other Automatic
Flooding.
a. Sound Internal / External Emergency Alarms.
b. Close Watertight Doors.
c. Update V/Ls Position Available In Radio Room, Satellite Terminal & Other Automatic
Boat / Liferaft Stations.

a. General Emergency Alarm Signal Sounded.
b. Crew / Passengers Assembled At Muster / Survival Craft Stations.
Man Overboard
a. Release Lifebuoy With Light, Flare Or Smoke Signal.

b. Take Avoiding Action.
c. Note Position Of Lifebuoy As Search Datum.
d. Inform Master.
e. Inform Engine Room.
f. Post Lookouts To Keep Person In Sight.
g. Maneuvers Ship To Recover Person As Recommended By Wheelhouse Poster.
h. Sound Three Long Blasts & Repeat As Necessary.
i. Rescue Boats Crew Assembled.
j. Plot Position Of Vessel Relative To Person Overboard.
k. Vessels Position Available In Radio Room, Up-Dated As Necessary.
l. Broadcast Man Overboard Warning.

Search & Rescue.
a. Take D/F Bearing Of Distress Message.

b. Re-Transmit Distress Message.
c. Maintain Continuous Listening Watch On All Distress Frequencies.
d. Consult Iamsar.
e. Establish Communications Between Surface Units & Sar Aircraft.
f. Plot Positions, Courses & Speeds Of Other Assisting Units.
g. Radar Made Available For Locating Survival Craft Transponder Signal.
Table of Contents :
Chapter 12 : | Union purchase system |
Chapter 13 : | Carriage of coal | Hazards of coal | spontaneous heating | carbon monoxide | oxidation
| breakage | Methane emission | corrosion | liquefaction |
Chapter 15 : | Bridge watchkeeping checklists | daily checks | pre departure | embarkation

disembarkation of pilot | master pilot information exchange | deep sea navigation | navigation in coastal
waters TSS | changing over watch | changing over watch | preparation for arrival port | anchoring and
anchor watch | restricted visibility | navigating in heavy weather TRS | navigating in ice |
emergency checklists | main engine failure | steering failure | gyro failure compass failure | bridge
control telegraph failure | imminent collision or collision | stranding | fire | flooding | boat liferaft
stations | man overboard | search and rescue |

Table of Contents :
Chapter 16 : | cold work permit |
Chapter 17 : | IMDG freight container code | container packing and certification | Jettisoning | temperature
control on dangerous goods |
Chapter 18 : | Design for double hull tankers |
Chapter 19 : | Drills | Emergency drills | fire drill | oil pollution drill |
Chapter 20 : | Drug and alcohol policy |

16.
Cold work permit
Cold Work Permit
Mt: ____________________ Reference Number : ____________
This Permit Relates To Any Work In A Hazardous Or Dangerous Area Which Will Not Involve
Generation Of Temperature Conditions Likely To Be Of Sufficient Intensity To Cause Ignition Of
Combustible Gases, Vapours Or Liquids In Or Adjacent To The Area Involved.
General
This Section To Be Completed By The Master
This Permit Is Valid From ....................................Hrs

Date ...............................................
To .................................... Hrs Date ...............................................
Location Of Cold
Work .................................................................................................................
..................................................................................................................................
....................
Has An Enclosed Space Entry Permit Been Issued ? (Reference Nr. ..)
Yes / No
Description Of Hot
Work ...................................................................................................................
.........................................................................................................................................
.................
Responsible
Officer .......................................................................................................
Cold Work Team

Leader .....................................................................................................
Section 1
This Section To Be Completed By The Responsible Officer
Preparation And Checks To Be Carried Out By Officer In Charge Of Cold Work To Be Performed.
1. The Equipment / Pipeline Has Been Prepared As Follows:
Vented To Atmosphere : Yes ; No; N.A. Drained : Yes ; No; N.A.

Washed : Yes ; No; N.A. Purged : Yes ; No; N.A.
Other
1.2 The Equipment / Pipeline Has Been Isolated As Follows:
Lines Blanked : Yes ; No; N.A. Lines Disconnected : Yes ; No; N.A.
Valves Closed : Yes ; No; N.A. Other : .
1.3 Is Equipment Free From Pressure : Yes ; No; N.A.
Oil : Yes ; No; N.A.; Gas : Yes ; No; N.A.;
H2s : Yes ; No; N.A.; Steam: Yes; No; N.A.;
4. Is Surrounding Area Free From Hazards ? Yes ; No; N.A.
5. If Work Is To Be Performed On Electrical Equipment Has That Equipment
Been Isolated ? Yes ; No; N.A.
Section 2
This Section To Be Completed Jointly By The Responsible Officer And By Cold Work Team
Leader.
Information And Instructions To Person Carrying Out Cold Work.
1. The Following Personal Protection Must Be

Worn .
2. Equipment / Pipeline Contained Following Material In

Service ..
Equipment Expected To Contain The Following Hazardous Material When Opened
4. Special Conditions / Precautions .

..
Date / Time _______________________ Responsible Officer Signature

_______________________
Cold Work Team Leader Signature _______________________
Section 3
Authorization
In The Circumstances Noted It Is Considered Safe To Proceed With This Cold Work.
Date / Time_______________________ Master Signature :

_________________________________
Section 3
Cancellation The Cold Work Has Been Completed And All Persons Under My Supervision,
Materials And Equipment Have Been Withdrawn.
Date / Time ________________________ Responsible Officer Signature

_______________________
Master Signature : _________________________________
Guidance Note For Cold Work Permit
a. Starting / Finishing Time Must Not Exceed The Authorized Signatories / Responsible
Officers Working Hours.
b. Specific Location Of Cold Work Should Be Given.
c. Description Of Work To Include Type Of Equipment To Be Used.
d. This Permit Should Be Used For But Not Be Limited To The Following Cold Work:
1. Blanking / De-Blanking.
2. Disconnecting And Connecting Pipework
3. Removing And Fitting Of Valves, Blanks, Spades Or Blinds.
4. Works On Pumps Etc.
5. Clean Up (Oil Spills).
17.
IMDG freight container code;
A Freight Container Or A Container Means An Article Of Transport
Equipment Of Permanent Character And Accordingly Strong Enough For Repeated Use,
Specially Designed To Facilitate The Transport Of Goods By One Or More Modes Of Transport Without
Intermediate Reloading, Designed To Be Secured And/Or Readily Handled And Having Fittings For
These Purposes.
Containers Used For The Transport Of Packaged Dangerous Goods Should Be Of Adequate Strength To
Resist The Possible Stress Imposed By The Conditions Of Service And Should Be Adequately Maintained
And Approved By The Amended Csc Convention. (International Convention For Safe Containers 1972 -
Csc - As Amended).
The Term Freight Container Includes Neither Vehicle Nor Packaging; However, A Container That Is
Carried Chassis Is Included. For Convenience, The Word Freight Is Not Repeated Throughout This
Section.
Container Packing And Certification
1. Dangerous Goods Which Require Segregation From Each Other Should Not Be Carried In The
Same Container. However, Cargoes Requiring Away From Segregation May Be Stored In The
Same Container After Obtaining Special Permission. Part Container Load Of Dangerous Goods
Should Be Stowed With Neutral Cargo And Should Be Towards The Door Of The Container.
2. Containers Should Be Tightly Packed, Adequately Braced And Secured For The Voyage, With
Minimum Likelihood Of Damage To The Container Fittings, Which Should Be Protected.
3. Containers To Be Used For Dangerous Goods Should Be Carefully Examined For Material
Damage And If Found, The Container Should Be Rejected.
4. Only Relevant Markings To Be Kept On The Container. When Packing, Any Leaking Packages
To Be Rejected.
5. When A Dangerous Goods Consignment Forms Only Part Of The Load Of A Container, It
Should Preferably Be Packed So As To Be Accessible From The Doors Of The Container.
6. Packages Should Be Examined And Any Found To Be Damaged, Leaking Or Sifting Should Not
Be Packed Into The Container. Care Should Be Taken To See That Excessive Water, Snow, Ice
Or Foreign Matter Adhering To Packages Is Removed Before Packing Into A Container.
What Is A Container Packing Certificate ?
The Container Packing Certificate Which Is Issued By The Shipper And Must Certify The Following :
The Container Was Clean, Dry And Apparently Fit To Receive The Goods,
That For Explosives The Requirements For Magazines Are Met,
No Incompatible Goods Have Been Packed In The Container,
All Packages Have Been Inspected And Only Sound Packages Loaded,
All Packages Have Been Properly Packed In The Container And Secured,
The Cargo Has Been Evenly Distributed In The Container,
The Container And The Packages Have Been Properly Marked, Labelled And Placarded,
The Dangerous Goods Declaration From The Shipper Has Been Received From The
Actual/Original Shipper,
Drums Have Been Stowed In An Upright Position Unless Otherwise Authorised,
Notes:

I) When Dry Ice Is Used For Cooling In A Container, A
Conspicuous Warning Must Be Posted At The Door End Dangerous Gas
Inside (Co2), Ventilate Thoroughly Before Entering.
Ii) A Container Packing Certificate Is Not Required For Tanks.
7. Stowage Of Containers Containers Carrying Dangerous Goods Should Be Examined For

External Signs Of Damage, Leakage Or Shifting Of Contents, And If In Evidence, The Container
Should Be Refused For Shipment Until Repairs Have Been Effected.
8. A Closed Container Loaded With Dangerous Goods Liable To Evolve Flammable Gases Should
Be Stowed On Deck Only Unless The Underdeck Space Does Not Contain Any Unsealed
Motors/Compressors Of Other Reefer Containers Or Incompatible Cargo As Per Segregation
Table. An Open Container With Dangerous Goods Liable To Evolve Flammable Gases Should Be
Stowed On Deck Only. Furthermore, Such A Container Should Be Placed Atleast 4.8 Metres Away
Ahead/Astern/Athwart Ships Of Such An Ignition Source.
9. When Stowage Is Permitted On Deck Or Under Deck, Then Containers With Marine Pollutants
Should Preferably Be Stowed Under Deck Unless The Weather Deck Provides Equivalent
Protection. If On Deck Stowage Is Only Permitted Then Containers Carrying Marine Pollutants
Should Preferably Be Stowed Inboard, In Sheltered Areas On The Weather Deck.
10. Containers Do Not Require Ventilation From Inside And This Should Not Be Attempted. When
Opening A Closed Container For Inspection Or Any Other Purpose The Same Precautions Should
Be Taken As When Entering An Enclosed Space Due To:
Possibility That Leakage May Have Caused A Concentration Of Flammable Or Toxic Vapours.
Or Has Produced An Oxygen Enriched Or Depleted Atmosphere.
What Do You Understand By Jettison ?
11. Jettisoning & Heat Protection The General Firefighting Recommendation Of A Number Of
Classes Of Dangerous Goods Suggests That The Commodity Should Be Jettisoned If There Is
Likelihood Of Their Involvement In A Fire. In The Case Of A Full Container Load, This May Be
Impractical And Should Be Interpreted As Follows :
The Commodities Are Particularly Dangerous And Should Risk Of Involvement In A Fire Arise,
Everything Possible Should Be Done To Prevent The Spreading Of The Fire To Those Containers. If
Despite This Effort The Said Container Is Likely To Get Involved In The Fire, Then Personnel Should Be
Withdrawn As The Container May Burn With An Explosive Violence.
Containers Carrying A Significant Quantity Of Such Dangerous Goods Should Be Stowed As Far As
Practicable From The Accommodation And Navigational Areas, Unless A Container Jettison Device Has
Been Fitted And Is Operational. When Cooling Is Recommended A Container Should Be Cooled From
The Outside Only.
12. Condensation: Where Class 4.3 Is Packed, Special Precautions Should Be Taken Against
Condensation, Which Can Be Quite Heavy. The Risk Is Minimised If The Moisture Content Of The
Packaging And The Securing Materials Is Kept Low.
Why Do We Need To Control Temperature On Certain Dangerous Goods ?
13. Temperature Controlled Dangerous Goods: Dry Ice Or Liquid Nitrogen May Only Be Used For
Cooling Certain Dangerous Goods Shipped In Closed Containers In Cases Of Emergencies, Or

As A Backup For The Primary Refrigerant Source. It May Be Used As
A Primary Refrigeration Source After Obtaining Special Permission On Only Short
International Voyages (200/600 Nm).
14. Containers Should Be Secured In Accordance With The Code Of Safe Practice For Cargo
Stowage And Securing (Assembly Resolution A.714(17) Of 6/11/1991).
15. Containers Stowed Below Deck Should Be Properly Secured Against The Forces Encountered
At Sea.
16. Containers Carried Under Fumigation Only A Cargo Transport Unit That Can Be Closed In
Such Away That The Escape Of Gas Is Reduced To A Minimum Should Be Used For The
Carriage Of Cargo Under Fumigation. A Closed Ctu Containing Cargo Under Fumigation Should
Not Be Allowed On Board Until Sufficient Time Has Lapsed To Allow The Attainment Of A
Reasonably Uniform Gas Concentration Throughout The Cargo. Because Of Variations Due To
Types And Amounts Of Fumigants And Commodities And Temperature Levels, The Period Which
Should Elapse Between Fumigant Application And Loading Should Be Determined By The
Competent Authority. (Usually Taken As 24 Hours).
The Master Must Be Informed Prior Loading Of A Ctu Under Fumigation And Must Be Supplied
Equipment For Detecting The Fumigant Gas Along With Instructions For Its Use.
Fumigants Should Not Be Applied To The Contents Of A Ctu Once It Has Been Loaded On A Ship.
A Ctu Which Has Been Ventilated After Fumigation In Ensure That No Harmful Concentration Of
Gas Remain Is Treated As A Normal Ctu And The Warning Signs Must Be Removed.
17. Ventilation The Provision Setout In This Code Regarding Ventilation Should Be Taken To
Refer To The Cargo Spaces Aboard Ship In Which Ctus Are Loading And Should Not Be
Interpreted To Require Ventilation Inside The Ctu.
When, For Any Reason, It Is Necessary To Open The Doors Of A Unit, The Nature Of The
Contents And The Possibility That Leakage May Have Caused An Unsafe Concentration Of Toxic
Or Flammable Vapours, Or May Have Produced An Oxygen-Enriched Or Depleted Atmosphere,
Should Be Considered, And Necessary Precautions Taken.
If The Temperature Of A Certain Substance Exceeds A Value Which Is Typical Of A Substance As

Packaged For Transport, A Self Accelerating Decomposition Possibly Of Explosive Violence May
Result.
The Requirements For The Temperature Control Of Certain Specified Substances Are Based On
The Assumption That The Temperature In The Immediate Surroundings Of The Cargo Does Not
Exceed 55o C During Transport And Attains This Value For A Relatively Short Time Only During
Each Period Of 24 Hours.
If A Substance Which Is Not Normally Temperature Controlled Is Transported Under Conditions

Where The Temperature May Exceed 55o C, It May Require Temperature Control; In Such Cases
Adequate Measures Should Be Taken.
Control Temperature Is The Maximum Temperature At Which Certain Substances Can Be Safely
Transported During A Prolonged Period Of Time.
Emergency Temperature Is The Temperature At Which Emergency Procedures Must Be

Implemented.
Self Accelerating Decomposition Temperature (Sadt) Is The Lowest Temperature At Which Self
Accelerating Decomposition May Occur For A Substance In The Packaging As Used In Transport.
Sadt Control Temperature Emergency Temperature
T = 20o C Or < 20o C Below Sadt 10o C Below Sadt
20o C >T<35o C 15o C Below Sadt 10o C Below Sadt
T > 35o C 10o C Below Sadt 5o C Below Sadt
Notes
1. The Substance For Which A Control Temperature And An Emergency Temperature Are
Indicated In The Individual Schedules, Should Be Transported Such That The Temperature Of
The Immediate Surroundings Of The Cargo Does Not Exceed The Control Temperature.
2. The Actual Transport Temperature May Be Lower Than The Control Temperature But Should
Be Selective So As To Avoid Dangerous Separation Of Phases.
3. If, During Transport, The Control Temperature Is Exceeded, And Alerting Procedures Should
Initiated Involving Either Repair Of The Reefer Machinery Or An Increase In The Cooling Capacity.
If An Adequate Cooling Capacity Is Not Restored, Emergency Procedures, Including Preparing
For Disposal Of The Cargo, Together With Temperature Checks At Frequent Intervals, Should Be
Started.
4. The Reefer Equipment And Its Controls Should Be Readily And Safely Accessible And All
Electrical Connections Weatherproof.
5. If Substances Are Carried With A Control Temperature Of Less Than +25o C, The Ctu Should
Be Equipped With A Visible And Audible Alarm Effectively Set At No Higher Than The Control
Temperature. The Alarms Should Work Independently From The Power Supply Of The
Refrigeration System.
6. If An Electrical Supply Is Necessary For The Ctu To Operate The Reefer Equipment, Its Should
Be Ensured That The Correct Plug Types Are Fitted.
7. There Are Special Requirements For Insulated, Refrigerated And Mechanically Refrigerated
Vehicles When Carried On Board A Roro Vessel As Described Under Section 21.6 Page 0157.
Special Requirements For Self Reactive & Related Substances (Class 4.1) & Organic Peroxides (Class
5.2)
1. For Self Reactive Substances (Class 4.1) Identified By Un No 3231 And 3232, And Organic
Peroxides (Class 5.2) Identified By Un Nos 3111 And 3112, One Of The Following Methods Of
Temperature Control Must Be Used :
(I) Combined Mechanical Refrigeration And Coolant System Which Has Two Refrigeration
System Independent Of One Another And Complying With Section 21.5.1 On Page 0157.
(Ii) When The Maximum Ambient Temperature To Be Expected During Transport Is At

Least 10o C Below The Control Temperature Then To Have A Single Mechanical
Refrigeration System Provided That The Unit Is Thermally Insulated And Explosion - Proof
Electrical Fitting Are Used Within The Coolant Compartment To Prevent Ignition Of
Flammable Vapours From The Substances (21.4.2.3 On Page 0156).
2. For Self Reactive Substances (Class 4.1) Identified By Un No 3233 To 3240, And Organic
Peroxides (Class 5.2) Identified By Un Nos 3113 To 3120, One Of The Following Methods Of
Temperature Control Must Be Used :

(I) Combined Mechanical Refrigeration And Coolant System
Which Has Two Refrigeration System Independent Of One Another And
Complying With Section 21.5.1 On Page 0157 ; Or Dual Mechanical Refrigeration System
Complying With 21.4.2.5 On Page 0156.
(Ii) When The Maximum Ambient Temperature To Be Expected During Transport Is At

Least 10o C Below The Control Temperature Then To Have A Single Mechanical
Refrigeration System Provided That The Unit Is Thermally Insulated And Explosion - Proof
Electrical Fitting Are Used Within The Coolant Compartment To Prevent Ignition Of
Flammable Vapours From The Substances (21.4.2.3 On Page 0156).
(Iii) For Short International Voyages Thermal Insulation (21.4.2.1 On Page 0156), And
Where The Maximum Ambient Temperature To Be Expected During Transport Is Atleast
Below The Temperature Then Thermal Insulation And Coolant System (21.4.2.2 On Page
0156).
Operational Requirements On Controlled Temperature Ctus
1. The Stowage Of The Cargo Should Be Such As To Ensure That, If Disposal Is Necessary At
Sea, The Packages Or Closed Ctu Can Be Jettisoned* With Reasonable Safety.
2. The Refrigeration System Should Be Thoroughly Inspected And Tested Prior To Ctu Being
Packed To Ensure That All Parts Are Functioning Properly.
3. When Packages Having Different Control Temperatures Have To Be Packed In The Same Ctu
Then They Should Be Pre-Cooled To Avoid Exceeding The Lowest Control Temperature. The
Packages With The Lowest Control Temperature Should Be Stowed In The Most Readily
Accessible Position From The Doors Of The Ctu.
4. When Controlled Temperature Packages Are To Be Packed With Other Cargoes In A Ctu, Then,
The Controlled Temperature Packages Should Be Stowed In The Most Readily Accessible
Position From The Doors Of The Ctu.
5. The Stowage Of Temperature Controlled Packages Inside A Ctu Should Be Such That :
The Doors Should Be Capable Of Being Opened Readily In An Emergency,
Carrier Should Be Informed About The Stowage Plan Inside The Ctu,
Cargo Packages Should Be Secured So As To Prevent The Falling Of Packages On Opening The
Door,
The Stowage Inside Should Allow For Adequate Air Circulation Throughout The Cargo.
6. The Master Should Be Provided With :
Operating Instructions For The Refrigeration System,
Instruction For Regular Monitoring Of Temperatures And Any Fluctuations,
A Set Of Essential Spares Available For Emergency Use.
7. The Temperature Should Be Monitored At Regular Intervals And A Log Of Readings Maintained
(Atleast Once Every 4 To 6 Hours).
8. If Any Of The Requirements Of Section 21, Page 0155, Are Not Complied With, Then A Special
Approval From The Competent Authority Is Required Prior Loading Of The Temperature
Controlled Goods.
18.
Design for double hull tankers
Design For Double Hull Tankers.
In The Wake Of The Exxon Valdez Disaster, Particular Attention Has Been Directed
Towards The Development Of New Designs For Tankers Which Would Result In Reduced
Pollution.
These Designs Have Been Mandatory For Ships By Virtue Of Their Being Incorporated As
Amendments To Marpol 73/78 In 1992 As Regulation 13(F).
The Regulations Apply To New Oil Tankers Of 5000t Dwt And Above For Which:
1. The Building Or Major Conversion Contract Is Placed On Or After July 6th 1993.
2. The Keel Is Laid Or The Construction Work Commenced After Jan 6th 1994.
3. The Delivery Is Made Or The Work Completed On Or After July 6th 1996.
The Entire Cargo Tank Length Shall Be Protected By The Ballast Tank Or Other Spaces
But Not Fuel Or Cargo Tank As Follows.
Wing Tanks Shall Extend From The Deck To The Top Of The Double Bottom Tanks, Having A
Minimum Breadth W, Where W = (0.5 + Dw)/20,000. However W Cannot Be Less Than One Metre
And Need Not Be More Than Two Metres.
a. Double Bottom Tanks Having A Height H Shal Be Provided Below The Cargo Tank
Space. This Distance H Shall Be Measured At Right Angles Toi The Shell Plating And
Shall Prevail Upto A Height Of 1.5habove The Bottom Shell Plating. H = B / 15 However
H Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.
b. Where H And W Are Different, At The Turn Of The Bilge W Shall Prevail At A Height
Above 1.5 H From The Bottom Shell Plating.
c. On Crude Oil Tankers =>20,000 Tons Dwt And Product Carriers => 30,000 Tons Dwt,
The Aggregate Capacity Of All Ballast Shall Not Be Less Than The Sbt Capacity Required
Under Reg. 13 To Meet The Imo Draught And Trim Requirements.
d. Suction Wells Of Cargo Tanks May Protrude Into The Db. Tank Below Provided The
Suction Well Is Made As Small As Possible And The Height Of The Bottom Of The
Suction Well From The Bottom Shell Plating Is Not Less Than 0.5 H
e. Ballast Pipes Including Vent Pipes And Sounding Pipes Shall Not Pass Through Cargo
Tanks And Vice Versa; Except That Exemptions May Be Given For Short Lengths Of
Piping Which Are Completely Welded Or Equivalent.
Oil Shall Not Be Carried In A Space Forward Of The Collission Bulkhead Or (In Oil
Tankers Which Are Not Required To Have A Collission Bulkhead) Any Other Bulkhead
Located In A Similar Position.
Double Bottom Tanks May Be Dispensd With If The Weight Of Cargo + Vapour Pressure
Doesnt Exceed The Outsiode Water Pressure, So That In Case Of A Rupture Of Tank
Bottom Water Will Enter The Tank Instead Of The Oil Flowing Out Thus For This To
Happen,
1. * Depth Of Cargo * Cargo Density * G + 100p Should Be < = Minimum Draught *
Density Of Sea Water * G
Where:
# 1.1 Is The Safety Factor.
# G Is The Acceleration Due To Gravity.
# P Is Maximum Set Pressure Of The P/V Valve.

A Horizontal Partition (Mid Height Deck) May Be Necessary To
Fulfill The Above Requirement Specially When The Tank Is Fully Loaded. This
Partition May Be At A Height Of B/6 Dr 6 Metres Above The Base Line Whichever Is
Lesser But Not More Than 0.6d Where D Is Moulded Depth Amidships.
The Location Of Wing Tanks Shall Be Same Except That Below 1.5 H From The Base
Line The Cargo Tank Boundary May Be Vertical Down To The Bottom Shell Plating.
Oil Tankers Less Than 5000 Tns Dwt. Shall Be Fitted With D.B. Tanks Of Height Equal To
B/15 Subject To A Minimum Of 0.76 Mts, In The Turn Of The Bilge Area The Tank Top
Shall Extend Parallel To The Line Of The Midship Flat Bottom To Meet The Shipside.
Cargo Tanks On These Ships Must Not Have A Capacity Greater Than 700 M^3 Or Else
Wing Tanks Will Have To Be Provided Having A Width Of W = 0.4 + 2.4 Dw / 20,000 Mts.
Subject To A Minimum Of 0.76 Mts.
Other Methods Of Design And Construction Of Tankers May Also Be Accepted And Approved By
The I.M.O. Provided That They Ensure Atleast The Same Level Of Protection Against Oil
Pollution In The Event Of Collision Or Stranding
19.
Drills to be carried out on a monthly basis.
Rotation Of Drills To Be Carried Out Every Month
Boat Drill Every Two Weeks
Fire Drill* (As Per List Of Drills Refered Below) Every Two Weeks
Oil Pollution Drill**(As Per List Of Drills Refered Once A Month

Below)
Every Two Weeks

Emergency Drills***(As Per List Of Drills Refered
Below)
Fire Drill*

The Following Rotation Of Fire Drills Are Recommended :
1. Machinery Space Fire

2. Accommodation Fire
3. Galley Fire
4. Paint/Chemical Locker Fire
5. Fire/Explosion In Cargo Tanks
6. Fire/Explosion In Bunker Tanks
7. Fire In Pumproom
8. Fire In Steering Gear
9. Fire In Stores/Locker
Oil Pollution Drill*
All Pollution Drills Must Be In Accordance With Chapter 6 Of The Vessel Response Plan.
The Following Rotation Of Drills Are Recommended :
1. Notification / Alerting (Communication) Drill

2. Pre Arrival Checks
3. Pipeline Leakage
4. Towing
5. Tank Overflow
6. Cargo Or Bunker Transfer
7. Grounding
8. Fire & Explosion
9. Collision
10. Touching Bottom
11. Hull Leak
12. Excessive List
13. Pumproom Room Rescue
14. Escape Of Toxic Fumes/Cargo
15. Leakage/Hose Burst At The Manifold
Emergency Drills***
The Following Rotation Of Emergency Drills Are Recommended :
1. Rescue From Cargo Pumproom In Hostile Atmosphere

2. Rescue From Engineroom In Hostile Atmosphere
3. Rescue From Cargo/Ballast Tanks In Hostile Atmosphere
4. Manoverboard
5. Structural Failure
6. Main Engine Failure
7. Steering Gear Failure
8. Terrorism / Piracy Attack
9. Helicopter Operations
10. Heavy Weather Damage
11. Collision/Grounding And Damage Control Procedures
12. Medical Emergencies.
20.
Drug and alcohol policy
Drug & Alcohol Policy
Drug And Alcohol Abuse Directly Affects Fitness And Ability Of A Seafarer To Perform Watch-Keeping
Duties. Sea-Farers Found To Be Under The Influence Of Drugs Or Alcohol Until They Are Not In Proper
Condition And State Of Mind To Perform Their Duties, Should Not Be Allowed To Take In A Watch Duty
At Sea / Port / Anchor. The Administration Should Consider Developing National Legislation Prescribing A
Maximum Of 0.04% Blood Alcohol Level (Bac) During Watch Keeping Duty As A Maximum Standard On
Their Ships. Prohibiting The Consumption Of Alcohol Within 4 Hours Prior To Taking Over Cargo Watch.
Drug & Alcohol Screening Guide
The Administration Should Ensure That Adequate Measures Are Taken To Prevent Alcohols & Drugs
From Impairing The Ability Of Watch Keeping Personnel And Should Establish Screening Programs,
Which Identify Drug & Alcohol Abuse.
Respect The Dignity Privacy Of An Individual Incase He Fails The Test And Take Into Relevant
International Guidelines, It Should Be Brought To The Notice Of All Individuals That 2 Units Of Alcohol In
An Hour Will Result In Bac Of 0.04%. Alcohol Metabolizes Out Of The Body At An Average Rate Of 1 Unit
Of Alcohol Per Hour.
There Should Be No Alcohol In Your Blood When You Report On Duty.
Table of Contents : www.planetnav.com
Chapter 16 : | cold work permit |
Chapter 17 : | IMDG freight container code | container packing and certification | Jettisoning | temperature
control on dangerous goods |
Chapter 18 : | Design for double hull tankers |
Chapter 19 : | Drills | Emergency drills | fire drill | oil pollution drill |
Chapter 20 : | Drug and alcohol policy |

Topics and links :

Table of Contents :
Chapter 21 : | ECDIS | raster charts | Disadvantages of raster charts | vector charts | Disadvantages of
vector charts |
Chapter 22 : | emergency generator |
Chapter 23 : | use of almanac for year plus 1 |
Chapter 24 : | enclosed space entry permit |
Chapter 25 : | fire wire |
Chapter 26 : | first aid for H2S poisoning |

21.
Notes on E.C.D.I.S.
E.C.D.I.S.- Electronic Chart Display And Information System.
An Ecdis Is An Unified Navigational Information Which Presents On An Updated Chart Background, The
Updated Route, Present Position And Past Track, Interfacing With Equipment Like Radar, Arpa And Gps
To Improve Safe Navigation Through The Clear Display Of The Situation In The Vicinity Of The Ship.
Raster:
1. Direct Copies Of Existing Paper Charts.

2. Same Symbols And Colour As Paper Charts.
3. As Accurate And Reliable As A Paper Chart.
4. Cheaper And Simpler To Produce.
5. Officialy Produced Raster Chart Widely Available Eg. Arcs.
6. Standard Navigational Tasks Possible.
7. Many Ecdis Functions Possible.
Disadvantages:
1. Display Cannot Be Customised.

2. Clutter Is A Problem As Information Cannot Be Selectively Displayed.
3. Alarm For Depth And Dangers Not Possible.
4. Cannot Be Integrated For Information.
5. Cannot Be Rotated.
Vector:
1. Information Is Layered And Displayed Selectively.

2. Customisation Possible.
3. Safety Depth, Contours, Warnings Possible.
4. Chart Ed Objects Can Be Integrated For Further Information.
5. Display Regeneration Faster.
6. Rotation At Any Angle Possible.
Disadvantage:
1. Costlier Production.
2. Charts For Many Sea Areas Not Possible For Many Years Due To This.
3. Additional Training Required.
4. More Difficult To Ensure Quality And Integrity Of Data.
22.
Emergency generator
Emergency Generator:
This Is A Most Important Auxillary Unit. It Is For Use Under Conditions Of Emergency When The
Main Generators Are Out Of Action, To Supply Electrical Energy For Essential Emergency
Services.
These Include Navigation Lights, Emergency Lighting, Communications, Emergency Bilge And
Fire Pumps And Operation Of Watertight Doors.
The Prime Mover Driving The Generator Is A Completely Independent Self-Contained
Compression-Ignition Internal Combustion Engine With Its Own Source Of Fuel Supply, The Fuel
Being Good Quality Light Diesel Oil Which Makes Starting Esy In Cold Conditions.
Prior To Starting, The Cooling And Lubricating Systems Are Checked. The Method Of Starting
Depends To A Large Extent On The Size Of The Engine.
For Large Units The Engine Is Started By Compressed Air In A Similar Manner To The Main
Engine, The Air Being Stored In Separate Air Bottles.
Usually The Turning Of The Handwheel Opens The Starting Air To The Engine Which Runs The
Engine Quickly Upto Working Speed, Turning The Same Handwheel Further Cuts The Starting Air
Off And The Fuel System On.
Medium And Small Systems Use Hand Cranking Or Using Hydraulic Starter.
Starting Cartridge May Be Fitted Into Holders In The Combustion Space To Provide Hot Spots
And Hense Assisting The Initial Firing.
Many Small Sized Engines Are Started By Electric Motors In A Similar Manner To The Starting
Mechanism Of The Motor Car Engine Except That The Battery Supply Is More Often 24 Volts.
A Trickle Charger Keeps Fully Charge The Batteries.
Situated In The Same Compartment As The Emergency Generator. Is The Switchboard Which Is
Connected To The Emergency Services Mentioned Above, And To The Main Switchboard In The
Engineroom.
When Emergency Power Is Required To Be Transferred From The Main Generating System To
The Emergency Generating System, The Voltage Is Adjusted To The Desired Value, Emergency
Circuit Breaker Closed And The Breaker From The Main System Opened.
In The Event Of Main Electrical Power Failure In The Modern System The Emergency Generator
Is Designed To Start Automatically And Give Emergnecy Power Without Human Intervention.
All Emergency Genrators Must Be Tested Frequently And Regularly By Strarting, Running And
Switching Over The Emergency Circuit From The Main Supply To The Emergency Supply.
The Whole System Must Be Mantained In Perfect Running Order And Always In Complete
Starting Readiness, For Eg. Fuel Supply Tanks Full; Air At The Correct Pressure In The Starting
Air Bottle, Or Fully Charged Batteries.
23.
Use Of Almanac For Year+1
Almanac Year 1989:
This Almanac May Be Used For The Sun And Stars For The Following Year In The Following Manner.

For The Sun
Take Out The Gha And Declination For The Same Date But For A Time 5 Hours 48 Minutes
Earlier Than The Uti Of The Observation;
Add 87 Degrees To The Gha So Obtained.
The Error, Mainly Due To Planetary Perturbations Of The Earth Is Unlikely To Exceed 0.4.
Minutes.
For The Stars:
Calculate The Gha And Declination For The Same Date And The Same Time, But Substract 15.1
Minutes From The Gha So Found.
The Error Due To Incomplete Correction For Precession And Nutation Is Unlikely To Exceed 0.4
Minutes.
If Preferred The Same Result Can Be Obtained By Using A Time 5 Hours 48 Minutes Earlier Or 18
Hours 12 Minutes Later, Than The Uti Of The Observation (As For The Sun) And Adding 86
Degrees 59.2 Minutes To The Gha (Or Adding 87 Degrees As For The Sun) And Substracting 0.8
Minutes For Precession From The Sha Of The Star.
The Almanac Cannot Be Used For The Moon Or The Planets:
24.
Enclosed space entry permit.
Pf1
First Copy For Display At Work Area
Second Copy For Ships Record
Enclosed Space Entry Permit
Mt: ____________________ Reference Number : ____________
This Permit Relates To Entry Into Any Enclosed Space As Described In The I. S. G. O. T. T.
General
This Permit Is Valid From ................................. Hrs Date............................ (See Note 1)

To .. Hrs Date ..
Location / Name Of Enclosed Space ...........................................................................................
Description Of The
Work : ................................................................................................................
Responsible
Officer :
Team Leader Entering The Space:
Section 1 Pre-Entry Preparations This Section To Be Completed By Responsible Officer

Has The Space Been Segregated By Blanking Off Or Isolating All Connecting Pipelines? Yes
No N.A.
Have Valves On All Pipelines Serving The Space Been
Secured To Prevent Their Accidental Opening? Yes No N.A.
Has The Space Been Cleaned ? Yes No N.A.

Pre-Entry Atmosphere Tests : (See Note 2) Yes
Readings Oxygen .......................... % Vol. (21%)
Hydrocarbon ................... % Lfl (Less Than 1%)
Toxic Gases .................... Ppm (Specify Gas & Pel) (See Note 3)
Have Arrangements Been Made For Frequent Atmosphere
Checks To Be Made While The Space Is Occupied And After Work Breaks?
Have Arrangements Been Made For The Space To Be
Continuously Ventilated Throughout The Period Of
Occupations And During Work Breaks ?
Is Adequate Illumination Provided?

Is Rescue And Resuscitation Equipment Available For
Immediate Use By The Entrance To The Space ?
Has A Responsible Person Been Designated To Stand By The Entrance To The Space?
Has The Officer Of The Watch (Bridge, Engine Room,
Cargo Control Room) Been Advised Of The Planned Entry ?
Has A System Of Communication Between The Person At
The Entrance And Those Entering The Space Been Agreed Upon
And Tested?
Are Emergency And Evacuation Procedures Established And
Understood ?
Is There A System For Recording Who Is In The Space?
Is All Equipment Used Of An Approved Type?
Section 2
Pre - Entry Checks
This Section To Be Completed Jointly By Responsible Officer And By The Team Leader Of The Team
Entering The Space
Section 1 Of This Permit Has Been Completed Fully.

I Am Aware That The Space Must Be Vacated Immediately
In The Event Of Ventilation Failure Or If Atmosphere Tests
Change From Agreed Safe Criteria.
I Have Agreed The Communication Procedures.

I Have Agreed Upon A Reporting Interval Of ........ Minutes.
Emergency And Evacuation Procedures Have Been Agreed And Are Understood.
Date/Time _____________________Responsible Officer Signature :___________________
Team Leader Signature : _________________________
Section 3 Authorization In The Circumstances Noted, It Is Considered Safe To Proceed
Date/Time ______________________Master Signature : ____________________________
Section 4
Cancellation
The Work Has Been Completed And All Persons Are Out From The Enclosed Space.
Date/Time ______________Responsible Officer Signature :__________________________
Masters Signature : ______________________
This Permit Is Rendered Invalid Should Ventilation Of The Space Stop Or If Any Of The
Conditions Noted In The Check List Change
Notes :
1. The Entry Permit Should Contain A Clear Indication As To Its Maximum Period Of Validity
Which, In Any Event, Should Not Exceed A Normal Working Day.
2. In Order To Obtain A Representative Cross-Section Of The Compartments Atmosphere, Samples

Should Be Taken From Several Depths And Through As Many Openings As Possible. Ventilation
Should Be Stopped For About 10 Minutes Before The Pre-Entry Atmosphere Tests Are Taken
( See I. S. G. O. T. T. ).
3. Tests For Specific Toxic Contaminants, Such As Benzene And Hydrogen
Sulphide, Should Be Undertaken Depending On The Nature Of The Previous Contents Of
The Space.
25.
Fire Wires
Terminals Require The Provision Of So-Called Fire-Wires Or Towing-Off Wires. These Are
Mooring Wires Hung Over The Off-Berth Side Of The Ship. They Enable Tugs To Pull The Ship
Away From The Pier Without The Assistance Of Any On Board Crew Member In Case Of A
Serious Fire Or Explosion. Refer Also To Referance 6 (Isgott, 4th Edition, 1996) Chapter 3.7.2
A Common Method Is To Provide Two Wires, One Near The Bow And One Near The Stern. They
Are Secured To Bollards With A Minimum Of Five Turns And Are Oed Directly To A Ships
Chock With No Slack On Deck.
The Outoard End Of The Line Is Provided With An Eye To Which A Heaving Line Is Attached
And Led Back To The Deck.
During Loading And Discharge, The Heaving Line Is Periodically Adjusted To Maintain The Eye
Of The Fire Wire One To Two Metres Above The Water. Some Terminals Require Different
Methods And Operators Should Be Aware Of Local Regulations.
When Not In Use, The Fire Wires Are Preferably Spooled Onto Reels Which May Be Located On
Or Below Deck.
Fire Wires Should Be Of 6*36 Iwrc Construction And Be Made Of The Same Type Of Steel As
Recommended For Standard Mooring Wires The Use Of Synthetic Or Natural Fiber Ropes Is Not
Permitted As These Would Burn In The Event Of A Fire.
The Following Table Gives Guidance On Minimum Diametres And Lengths For Various Ship
Sizes, However, Lengths May Vary Dependant On Positioning Of Mooring Bitts And Vessels
Freeboard.
K-Dwt Diametre Length(Mts)

20-100 28 45
100-300 38 60
Over 42 70
300
26.
First Aid For H2s Poisoning

Prevention Is Better Than Rescue. Use Safe Work Practices To Avoid
Exposure.
Avoid Delays In The Rescue. Response Must Be Immediate If A Worker Is Overcome. The Buddy
System Is The Best Way To Ensure That A Rescue Is Started Immediately. When A Worker Is In Trouble,
Their Buddy Should Know It And Initiate The Seven Step Initial Response Strategy As Taught In The
H2s Alive Course. Head Counts And Meeting Areas Are Only A Back-Up To The Buddy System.
The Safety Of The Rescuers Is The Prime Consideration In An H2s Emergency. The Rescue
Must Not Be Done Unless The Gas Is Absolutely, For Sure, Gone Or Rescuers Are Protected By
Breathing Apparatus. The Fire Hazard Associated With A Gas Leak Should Also Be Considered
And Rescue Should Be Delayed If Sources Of Ignition Are Immediately Downwind Of The Leak.
Remove The Victim From The Gas Or Stop The Leak And Allow The Gas To Blow Away, Or
Both. Be Absolutely Sure That The Gas Will Not Reach The Area Where First Aid Is Being Done.
When In Doubt, Move Farther Upwind From The Source Of The Gas.
If Breathing Has Stopped And Has Not Resumed Spontaneously, Some Form Of Artificial
Respiration Is Required. The Sooner This Can Be Initiated Following Respiratory Arrest, The More
Likely The Victim Is To Survive Without Permanent Damage. Resuscitators And Masks Can Be A
Hazard If Rescue Is Delayed Because They Divert The Rescuers Attention To Equipment And
Technique, Possibly Causing Further Delays.
Mouth To Mouth Artificial Respiration Is, By Far, The Best Treatment For A Non Breathing
Victim Of H2s. There Are Three Big Advantages To Mouth To Mouth:
1. No Chance For Mistakes - It Is Absolutely Obvious If We Are Doing It Correctly. We Can Feel
The Air Go In And Feel It Come Back Out Against Our Cheek.
2. Faster Recovery - H2s Interferes With The Way That Nerve Cells Use Oxygen To Produce Signals.
When The Nerves Of The Respiratory System Are Not Sending Sufficient Signals, Breathing Stops.
The Extra Carbon Dioxide In Our Breath When We Are Doing Mouth To Mouth Seems To
Stimulate The Remaining Nerve Cells So That Spontaneous Breathing Returns More Quickly.
3. Avoids Aspiration Of Vomit - Some Victims Experience Nausea And Vomiting After Exposure To
H2s. This Will Not Occur Until Consciousness Returns. Consciousness Normally Doesnt Return
Until After Spontaneous Breathing Returns. A Rescuer Doing Mouth To Mouth Will Be Aware Of
The Return Of Breathing And Can Place The Victim In The Recovery Position.
The Position The Rescuer Takes While Doing Mouth To Mouth (Kneeling Beside The Victims
Head) Is Also Advantageous. There Have Been Reports Of Convulsions Being A Symptom Of H2s
Poisoning And The Rescuer Can Easily Avoid Being Struck. The Victim Will Be Confused And
Frightened When He Regains Consciousness And The Face To Face Position Allows The Best
Communication. This Position Also Allows The Victim To Be Turned Easily At The First Sign Of
Vomiting.
Rescue And Resuscitation Should Be Done Calmly, Quietly And Gently. There Are Reports Of
After Effects Of H2s Poisoning Such As Short Term Memory Loss And Facial Paralysis. These
Effects Could Be From Rough Handling.
After The Victim Is Breathing Normally, Let Them Rest Quietly. Use Blankets To Reduce Shock.
There Is No Need To Rush Them To A Hospital. The Emergency Is Over Once Breathing Has
Been Restored.
Once The Victim Has Recovered Enough That He Is Sitting Up And Conversing Normally, The
Symptoms Of The Acid Gas Effects Of H2s Exposure Can Be Treated. Eyewash And Dark Glasses
For The Sore Eyes, A Soothing Drink Such As Water Or Milk For The Sore Throat.
When The Victim Feels Up To It He Can Change His Clothes, Wash Up, Gather His Belongings
Such As His Wallet And Glasses. Then He Should Be Taken To Medical Aid. A Person Who Has
Lost Consciousness From H2s Exposure Must Be Seen By A Doctor Because Of The Chance Of
Pulmonary Edema. They Must Not Drive Themselves Because Their Coordination Has Probably
Been Affected. They Must Not Return To Work, Not Only Because Of Their Coordination But
Also Because There Are Reports Of Severe Permanent Effects On People That Are Gassed Twice
In The Same Day.

Table of Contents :
Chapter 21 : | ECDIS | raster charts | Disadvantages of raster charts | vector charts | Disadvantages of
vector charts |
Chapter 22 : | emergency generator |
Chapter 23 : | use of almanac for year plus 1 |
Chapter 24 : | enclosed space entry permit |
Chapter 25 : | fire wire |
Chapter 26 : | first aid for H2S poisoning |

Topics and links :

Table of Contents :
Chapter 27 : | foul anchor | foul hawse | fouled by underwater obstruction | fouled with wire cable |
Chapter 28 : | GMDSS | classes of emission | DSC routine calling frequencies | Enhanced group calling |
EPIRB | EPIRB COSPAS SARSAT | EPIRB frequencies | EPIRB Inmarsat E or L band | EPIRB operation
| EPIRB VHF DSC | MSI frequencies | NAVTEX | navtex frequencies | on scene communication
frequencies | primary inter ship VHF frequency | primary inter ship VHF frequency | SART | SART
frequency | sea areas | Survival craft portable VHF |
Chapter 29 : | hot work permit |
Chapter 30 : | IAMSAR | IAMSAR appendices | IAMSAR (section 4) man overboard | IAMSAR (section 4)
man overboard one turn | IAMSAR (section 4) man overboard Scharnov | IAMSAR (section 4) man overboard
Williamson | IAMSAR (section 4) medico | IAMSAR (section 4) medivac | IAMSAR (section 4) Onboard
emergencies | track spacing | types of search patterns |

27.
Foul Anchor.
a. Anchor Fouled By Under Water Obstruction.

Vessel Is Moved Ahead Under Engines, Veering Cables Until It Grows Well Astern.
When The Vessel Is Brought Upto With The Cable Growing Astern, And The Cable Is Taut, Then
Work The Engines Ahead Slowly And See If The Cable Breaks Out Slowly.
In Case It Doesnot Break Out Then Steer The Vessel Slowly In An Arc Towards The Anchor And
Try To Rotate The Anchor And Break It Out By Constant Movement.
If Still Unsuccessful Then Try The Above Procedures Using Astern Movements.
If Still Not Successful Then Rig Up An Anchor Buoy And Slip Cable For Later Recovery.
a. Anchor Fouled With Wire Cable Etc.

Anchor And Fouling To Be Hove Well Up Into The Hawse Pipe.
Use A Fiber Rope And Pass It Round The Obstruction And Heave Both Ends Taut And Make Fast
On The Forecastle Deck Near Maximum Flare.
Walk Back Anchor Clears Of Obstruction.
Heave The Anchor Into The Hawse Pipe.
The Obstruction Which Is Now Clear Of The Anchor Can Be Released By Slipping The Fiber
Rope.
a. Foul Hawse:
Gear Necessary For This Operation Should Be Made Ready For Slack Water.
It Will Include At least Three 20 / 25 Mm Wires, Lashing Wires Or Ropes, Boatswains Chair And
Equipment Necessary For Breaking A Cable To A New Stream Thus Giving About 6 Hours Of
Freedom.
The Hawse Is Clear By Unshackling The Sleeping Cable And Passing The End Round The Riding
Cable.
Procedure:
1. Heave On Both Cables To Bring The Foul Turns Above Water And Lash Both Cables Together
Below The Turns With A Natural Fiber Lashing.
2. This Lashing Will Prevent The Turns From Working Themselves Further Down The Cables.
3. Pass A Wire Preventer (25mm Wire) Around The Sleeping Cable Down From The Turns This Will
Reduce The Weight On The Turns And Serve To Secure The Sleeping Cable Should The End Be
Lost.
4. Walk Back On The Sleeping Cable To Bring The Next Joining Shackle Convienently Forward Of
The Windlass.
5. Rig A Temporary Easing Wire (25mm Wire) At A Point Forward Of The Joining Shackle So That
It Can Take The Weight Of The Sleeping Cable When The Joining Shackle Is Broken.
6. Run A Wire Rope Messenger (25mm Wire) From The Windlass Drum To Outside. Take Half A
Turn About The Riding Cable In The Direction Opposite To The Foul Turns In The Cable With
This Messanger.
7. Pass The End Of The Messenger Up Through The Hawse Pipe Of The Sleeping Cable And Secure
It To The End Of The Sleeping Cable.
8. Heave Away On The Messenger And Simultaneously Ease Away On The Easing Wire, Heaving
The End Of The Sleeping Cable Up Towards The Fairlead Thus Removing A Half Turn From The
Fouled Cables.
9. Follow The Same Procedure To Remove The Remaining Turns.
10. When We Get A Clear Hawse, Haul In The End Of The Sleeping Cable And Rejoin It.

11. The Preventer Wire Should Be Slipped And Cleared, Lashing Should
Be Cut Or Burnt Away. Heave Away On Both Cables Picking Up On Any Slack.
28.
Global Maritme Distress Safety System.
Sea Areas:
In Gmdss System The World Is Divided Into Four Sea Areas.:
Area A1:
Within The Radio Telephone Coverage Area Of A Vhf Coast Station Which Has Continous Dsc
Altering Avaliable.
Area A2:
Excluding Area1 But Within The Mf Radio Telephone Coverage Area Of A Coast Station Which
Has Continous Dsc Altering Avaliable.
Area A3:
Excluding Area A1 &A2 &Within The Coverage Of The Inmarsat Geostationary Satellites I.E.
70degrees North To 70 Degrees South.
Area A4 :
Areas Outside A1 ,A2 ,A3.This Is Essentially The Regions North Or South Of The 70 Degrees
Lines Of Latitude (Polar Regions).
Gmdss: Classes Of Emission
As Stated Above, These Are Quoted On The License. The More Commonly Used Types Of
Emission Are Listed Below.
A1a - A2a H2a: Morse Code Transmissions.(Not In Use).
F1b -J2b :Radio Telex Transmissions.
H3e :Single Upper Sideband Full Carrier Telephony-
2182 For Distress Only. Single Upper Sideband

Containing The Signal Intelligence Plus
A Carrier Frequency Of Maximum Power
Amplitude. Bandwith 3khz.
R3e :Single Upper Sideband Plus A Carrier Frequency
Of Reduced Amplitude.
J3e :Single Upper Sideband Suppressed Carrier
(Telephony-Mf/Hf Working)Power Will Be
Restricted From The Trasmitter When The
Sideband Is Present.(Bandwidth2.35 Khz)
F3e G3e :Frequency-Phase Modulation On Vhf R/T
Frequency Of The Carrier In Accordance
With The Characteristics Of The Modulating
Signal.
E.G.C. (Enhanced Group Calling)
Sat C System Has A Capability Known As Enhanced Group Calling Which Enables Information
Providers To Send Messages For Selective Reception By Egc Receivers Located In The Four
Ocean Regions.
The Information Provider Determines Which Receivers Are To Receive The Message By
Including Identifying Information Such As The Nav Area, Met. Area And Geographical Areas For
Which The Msi Is Intended Along With The Message Individual Receivers Can Be Programmed
To Use This Information To Select Only The Required Messages And To Delete All The Others.
Egc Receiver Operator To Program The Receiver With The Geographical Areas For Which The
Msi Shall Be Received.
Authorized Information Providers Include Hydrographers Offices, Met Office, Rcc Etc.
1) Safety Net: For Maritime Safety Information.
2) Fleet Net: For The Transmission Of Commercial Information (Allows Registered Information
Providers To Broadcast Messages To Selected Groups Of Ses.)
Egc Messages Can Be Addressed To Ships In A Particular Area Or To A Selected Group Of

Ships Eg. Broadcast News Service. It Is Important Therefore That Position Information Is
Supplied To Egc. Receiver Either Manually Or Through An Interface,Automatically.

The Manual Position Input Shall Have Five Co-Ordinates Needed To
Complete An Enclosed Area. Eg. If A Square Has Four Corners Named A,B,C,&D
With Particular Co-Ordinates Then We Need To Come Back To A Again To Complete An
Enclosed Area For Reception. Egc Is Particularly Useful For The Reception Of Messages When
The Vessel Is Out Of Range Of The Navtex Station Or The Region Doesnt Have Navtex
Facilities Eg. Australia.
E P I R B: Emergency Position Indicating Radio Beacon
Basically There Are Three Types Of Epirbs For General Use Commonly Found On
Ships:
Cospas-Sarsat Epirb.
Inmarsat-E Epirb.
Vhf Dsc Epirb (Ch 70 Dsc).
I. Cospas-Sarsat Epirb: The System Uses Several Satellites At A Low Earth Orbit Of 850-
1000 Kms,Each Of The Satellites Making A Complete Orbit Of The Earth In About 100
Minutes.
The Satellites Are Designed To Receive On 121.5 And 406.025mhz
It Employs Dopler Shift Principles Using The Relative Motion Between The Satellite
And An Activated Beacon To Calculate The Location Of The Beacon.Once The
Beacon Signal Has Been Received It Is Relayed By The Satelli8te To A
Specialised Ground Station Called The Local User Terminal (L U T ), And Thence
To M.C.C. And M.R.C.C.
Modes Of Operation: There Are Two Modes Of Detection Of The Beacon By The
System.
1. Real Time Mode: In This Type Of Mode A Repeater On Board The Satellite Relays
The Epirb Signal Directly To The Ground Where It Is To Be Received And
Processed By The L.U.T.
For This Mode The Lut And The Epirb Have To Be In The Footprint Of The Satellite.
2. Global Coverage Mode: The Satellite Stores The Signals Activated From The 406
Mhz Epirb, Sa The Satellites Path/Footprint Brings It In View Of A Lut. Information
Including Beacon I.D. Frequency Of Detection And Time Of Detection Is
Continuously Relayed Down To The L.U.T. Which After Computing The Position Of
The Beacon Shall Relay The Same To The Rcc/Mrcc.
This Mode Is Only For The 406 Mhz Epirb.
Every 406 Mhz Epirb Has A Unique Identity Code Which Is A Part Of The Signal, This Code
Could Be A Call-Sign,Serial Number Or A Mmsi Number. This Code Is Programmed By The
Supplier Before It Is Installed On The Vessel.

It Is Imperative That The Epirb Is Registered With The Relevant
Authorities In The Flag State So That Information Can Be Readily Available To The
Authorities During A Cricis.
Specifications:
1. The Epirb Shall Be Placed In An Easily Accessible Position Like The Bridge-Wing Or The
Compass Deck.
2. Be Capable Of Manual Release And Also Be Capable Of Being Carried To The Survival
Craft By A Single Person.
3. Be Capable Of Being Floating Free From A Sinking Vessel If It Is Fitted With A H.R.U.
4. Be Capable Of Being Activated Manually.
Epirb Operation.
It Is A Small Self Containded Battery Operated Radio Trasmiter (Operation Eye 48 Hrs)Which Is
Both Water Fight & Buoyant Operations Differ Between Model . However All Beacons Operate
Between The Following:
Off/Safe: The Beacon Is Switched Off & Will Not Transmit.
Armed /Auto: The Beacon Will Automatically Switch On When It Is To Be Released From The
Float Free Bracket (Armed Type) Or Will Activate When Itr Gets In Contact With Contact With
Water As There Are Two Mettalic Contacts On The Bottom(Auto).
On : The Beacon Will Automatically Switch On And Transmit (Manual Mode.)
Test: Activates A Built In Test Routine.
The Purpose Of Epirb To Determine The Position Or The Survivors/ Distress Vessel During Sar
Operationsand As Asecondary Means Of Altering. It Indicates That One Or More Persons Are In
Distress May No Longer Be On Board A Ship Or Aircraft And That Receiving Facilities May Not
Be Avaiiable.
2) Inmarst Eepirb Or Lband Epirb:
It Utilises The Geo Stationary Satellite System. The Transmission Is Made Alternately Im
Frequency Ranges From 1644.3mhz &1644.5mhz&1645.5 00 -1646.5hz In Order To Be
Received From Both The First &The Following Generations Of Inmarsat Satellites.
Upon Activation The Epirb Trasmits A Distress Altert Containing The Ships Station Identity,
Position Information Either Gps Or Manual &Additional Information (Nature Of Distress).They
Cannot Be Used In Area A4. It Has A Inbuilt Gps.
3) Vhf Dsc Epirb:
Is Operates On Channel 70 &Can Only Be Used In Area A1
All Vhf Dsc Epirbs Will Have An Inbuilt Sart So That It Can Reveal Its Position To The Vessels In
The Area Where The Epirb Is Activated.

# When The Vhf Dsc Epirb Is Activated On The Dsc It Will Only Show
Nature Of Distress As Undesignated And Further Epirb Emission Shall Appear
G.M.D.S.S. Frequencies.
Distress Urgency Safety.
D.S.C. R.T. Telex.
2187.5 2182 2174.5 Khz
4207.5 4125 4177.5 Khz
6312 6215 6268 Khz
8414.5 8291 8376.5 Khz
12577 12290 12520 Khz
16804.5 16420 16695 Khz
VHF - Ch 70 (156.525 Mghz) Ch 16 (156.800)
Ii: N A V T E X.
The NAVTEX system has been allocated three broadcast frequencies;
518 kHz : the main NAVTEX channel.
490 kHz : used for broadcasts in local languages (i.e. non-English)
4209.5 kHz : allocated for NAVTEX broadcasts in tropical areas not too popular thus far.
Iii: Maritime Safety Information (Telex).
1. 4210 Khz.
2. 6314
3. 8416.5
4. 12579
5. 16806.5
6. 19680.5
7. 22376
8. 26100.5

D.S.C. Routine Calling.
ShipShore 2189.5 Khz (Or National)
Ship-Ship 2177 Khz
Shore-Ship 2177 Khz (Or National)
On Scene Communications.
2182 Khz 5680 Khz*
3023 * Vhf Ch 06 *
4125 * Vhf Ch 16
Stands For Ship Aircraft Operations.
Primary Inter Ship Frequency Is Ch 06
Channel 16 May Be Used By Aircraft Stations For Safety Purposes Only.
Vi: On Board Communications.
Vhf Ch 17 (156.850 Mhz)
Vhf Ch 15 (156.750mhz)
E P I R B S.
121.5 Mhz And 406 Mhz Cospas-Sarsat
L-Band Or 1.6 Ghz Inmarsat-E Epirb.
Vhf Ch 70 Vhf
(243 Mhz) Personal Locator Beacon.
Inter Ship Safety Navigation.
Vhf Ch 13 (156.650 Mhz)
Primary Inter Ship Vhf Frequency.

Vhf Ch 06 (156.300 Mhz)
S A R T S.
9 Ghz Radar , 3 Cm (X-Band)
G.M.D.S.S: N A V T E X.
Navtex Is An Automatic Direct Printing Service For S.A.R., Navigational/Meteorological Warnings

And Urgent Information To Ships.
It Is A fine Tuned And Fully Automatic Receiver Incorporating An Audible Alarm For Priority
Message Mode.
The Mode Of Transmission Is F1b Or Telex (N.B.D.P.Narrow Band Direct Printing)
The Frequency Used Primarily Is Additionally 4209.5 Khz Is Used In Tropical Regions Where
There Is A High Degree Of Interference Due To Static.
The Receiver Can Also Use 490 Khz For The Receipt Of Messages In Local Languages After
The Full Implementation Of Gmdss.
The Unit Consists Of A Printer, Display And Microprocessor.
The Processor Unit Allows The Foll:
1. To Receive Information From Selected Stations.

2. To Receive Certain Types Of Information Only.
3. Prevent Printing Of The Message Again.
4. Store Received Messages.
5. To Prevent Printing If Message Is Not Of Sufficient Strength Or Signal Not Good Enough.
All Navtex Messages Are Prefixed By A 4 Character Group.
1. The First Character Denotes The Transmitting Station.

2. Second Denotes Message Category.
3. Third And Fourth Are Serial Numbers For The Message Received In 4 H2ours.
4. The Serial No. 00 Denotes Urgent Traffic And Cannot Be Deleted.
The World Is Divided Into 16 Navareas Each Having Transmiting Stations From Alpha To Zulu,
The Geographical Boundary Of Each Navarea And Its Station Is Given In Alrs Vol 3 / 5.
Categories Of Messages.
Message Types A,B,D,L Cannot Be Rejected.
A = Nav Warnings.
B = Gale Warnings.
D = Distress Alerting + Sar. Information.
L = Nav. Warnings To Suppliment Message Type A.
The Receipt Of Each Message Is Indicated By A Audio And Visual Alarm.
Preamble Of Text:
Eg, Zczc Ga23 Zczc Is The Start Of Message, G Is The Identification Of The Transmitter,A Is
The Type Of Message, 23 Denotes The Number Of Message.
For A Navtex Reciever If Login Accept Is Carried The Foll. Actions Will Be Carried Out By
The Reciever.
Login Accept:
1. Prints Header Code Of Messages Already Received,

2. Will Print Header Code Of Rejected Messages,Ie. Transmitter Not Selected Or Message
Type Not Selected.
3. Will Print Information Of Corrupted Header.
4. Will Give Information Of Corrupted Message.
5. Will Print Messages Of An Error Rate Of Less Than 33%.
Login Reject.
1. Will Print None Of The Above.

2. Will Print Messages Without Any Error.
S.A.R.T.S. Search And Rescue Transponders.
The Purpose Of The Sart Is To Indicate The Position Of Persons Or Vessels In Distress. They
Operate On 9 Ghz(3 Cm X-Band Radar)
And Only Transmit When Interrogated By The Sar Vehicles Radar When Within 5 Nautical Miles.
The Transmission Produces A Distinct Line On The Radar Of About 12 Blips Extending Out
From The Sarts Position Along Its Line Of Bearing. The Interval Between Each Blip Is 0.6 Miles.
At 1 Nautical Mile The Blips Shall Change To Wide Arcs And Become Complete Circles As The
Sart Is Close To The Interrogated Sars Radar.The Blip Closest To The Sars Radar Is The
Actual Location Of The Sart Vehicle.
Sarts Should Respond When Interrogated By A Mobile Units Radar With A Scanner Height Of 15
Mts At A Distance Of Atleast 5 Nautical Miles.

Also By A Compatible X-Band Radar Fitted To An Aircraft Operating
At A Height Of 8000 Feet At A Distance Of 30 Miles.
An Audible Alarm Or A Small Light Is Incorporated Into The Device In Order To Draw The
Attention Of The Persons In Distress That A Rescue Ship Or Aircraft Is Within Close Range.
The Battery Should Be Able To Operate For 96 Hours On The Stand-By Mode And For A Period
Of 8 Hours On The Transmitting Mode.
Sarts Should Be Mounted As High As Possible. Imo. Recommends That The Sart Shoule Be
Mounted 1 Mt. Above The Sea Level.
Sart Routine Tests And Mantainence.
Sarts Should Be Tested Once A Month To Obtain Proper Operation:
# Switch Sart To Test Mode.
# Check That The Visual Indicator Light Operates.
# Check That The Audible Beeper Operates.
# Set The Sart To Transmit. Check If Concentric Circles Displayed On The Radar.
# Check The Battery Expiry Date. Source: Gmdss Manual
G M D S S - Survival Craft Portable Vhf S
It Is Used For Comunication Between Survival Craft And Rescue Craft.
The Equipment Typically Consists Of A Small Handheld Transceiver With An Integral Antenna.
The Foll. Are The Specifications Of The Said Equipment.
1. Provide Operation On Channel 16 And One And Any Other Channel.

2. Be Capable Of Operation By Unskilled Persons.
3. Be Capable Of Operation By A Person Wearing Gloves.
4. Single Handed Operation Except For Changing Channel.
5. Withstand A Drop From A Height Of 1 Mt.
6. Mantain Water Tightness To A Depth Of 1 Mt For 5 Mins.
7. Not Affected By Sea Water And Oil.
8. Should Be Light Weight, Small In Size And Not Having Any Sharp Projections.
9. Should Have A Primary Battery Ie. Non Rechargeable
And May In Addition Carry Rechargeables As Spares.
10. Be Of A Highly Visible Colour (International Orange Or Taxi Yellow) Or Have A Strip Of
The Same.
11. Have The Capablity Of Being Attached To The Users Clothing.

Carriage Requirements:
# Gmdss Vessels Over 500 Grt 3 Portable Units.
# Gmdss Vessels 300-500 Grt 2 Portable Units.
29.
Hot work permit.
Pf 2
First Copy For Display At Work Area
Second Copy For Ships Record
Hot Work Permit
M.T. _______________________ Reference Number : __________
This Permit To Work Relates To Any Work Involving Temperature Conditions Which Are Likely To Be
Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapour Or Liquids In Or Adjacent To
The Area Involved. Before Completing This Form, Refer To The Accompanying Guidance Notes, And To
I.S.G.O.T.T.
General
This Permit Is Valid From ....................................Hrs Date ...............................................
To .Hrs Date .
Location Of Hot
Work .........................................................................................................
...........
................................................................................................................................................
.......
Has An Enclosed Space Entry Permit Been Issued ? (Reference Nr. ..) Yes / No
Reason If
No .................................................................................................................................

Description Of Hot
Work ...................................................................................................................
........................................................................................................................................................
..
Responsible
Officer ......................................................................................................
Hot Work Team Leader : ..............................................................................................
Section 1
This Section To Be Completed Jointly By Responsible Officer And By Hot Work Team Leader
1.1 Has The Hot Work Area Been Checked With A Combustible Gas Indicator For Hydrocarbon
Vapours ? Yes; No Time .........................
1.2 Has The Surrounding Area Been Made Safe ? Yes; No Time .........................
Date / Time _____________________ Responsible Officer Signature : _________________________
Hot Work Team Leader Signature : _________________________
Section 2
2.1 Has The Work Area Been Checked With Combustible Gas Indicator For Hydrocarbon
Vapours ? Yes; No Time .........................
2. Has The Equipment Or Pipeline Been Gas Freed ? Yes; No Time .........................
3. Has The Equipment Or Pipeline Been Blanked ? Yes; No Time .........................

4. Is The Equipment Or Pipeline Free Of Liquid ? Yes; No Time .........................
5. Is The Equipment Isolated Electrically ? Yes; No Time .........................
6. Is The Surrounding Area Safe ? Yes; No Time .........................
7. Is Additional Fire Protection Available ? Yes; No Time .........................
8. Special Condition / Precaution .
..
Section 3
Authorization
In The Circumstances Noted It Is Considered Safe To Proceed With Hot Work.

Date / Time ________________________ Master Signature :
_______________________________
Section 4
The Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have
Been Withdrawn.
Date / Time ________________________ Responsible Officer Signature : _____________________
Masters Signature : ______________________________
Guidance Note For Hot Work Permit
General
a. Starting / Finishing Time Must Not Exceed The Authorized Signatories / Responsible Officers
Working Hours.
b. Specific Location Of Hot Work Should Be Given.
c. Description Of Hot Work To Include Type Of Equipment To Be Used.
Section 1:
Applies To All Hazardous Work Not Involving Naked Flame Or Continuous Spark Production, And
Would Include Use Of Electrical Equipment, Use Of Air Driven Rotary Equipment, Sand Or Grit Blasting,
Hammering And Mechanical Chipping And Movement Of Equipment Or Materials Over Or Near To
Machinery That Is Operating.
Section 2:
Applies To All Hot Work Involving High Temperature, Open Flame, Electric Arc Or Continuous Source
Of Sparks Etc. This Type Of Work Includes But Is Not Limited To Welding, Burning And Grinding.
Test For Combustible Gas Should Be Carried Out Immediately Before Commencement Of Hot Work And
At Frequent Intervals As Long As The Work Is In Progress.
30.
I.A.M.S.A.R.
I.A.M.S.A.R. :International Aeronautical And Maritime Search And Rescue Manual.
The Primary Purpose Of The Three Volumes Of The Iamsar Manual Is To Assist The States In Meeting
Their Own Search And Rescue Needs, And The Obligations They Accepted Under The Convention On
International Civil Aviation, The International Convention On Maritime Search And Rescue, And The
International Convention For The Safety Of Life At Sea. These Volumes Provide Guidelines For A
Common Aviation And Maritime Approach To Organising And Providing Sar Services. States Are
Encouraged To Develop And Improvise Their Sar Services, Co-Operate With
Neighbouring States, And To Concider Their Sar Services To Be Part Of A Global Sar System.
Each Iamsar Manual Volume Is Written With Specific Sar System Duties In Mind, And Can Be Used As
A Stand-Alone Document Or, In Conjunction With The Other Two Volumes As A Means To Attain A Full
View Of The Sar System.
Volume 1: The Organisation And Management Volume, Discusses The Global Sar System Concept,
Establishment And Improvement Of National And Regional Sar Systems And Co-Operation With
Neighbouring States To Provide Effective And Economical Sar Services.
Volume 2: The Mission Co-Ordination Volume, Assists Personnel Who Plan And Co-Ordinate Sar
Operations And Exercises.
Volume 3: The Mobile Facilities, Volume Is Intended To Be Carried Aboard Rescue Units, Aircraft, And
Vessels To Help In Performance Of Search, Rescue Or On-Scene Co-Ordinator Function And With
Aspects Of Sar That Pertain To Their Own Emergencies.
This Manual Is Published Jointly By The International Civil Aviation Organisation And The I.M.O.
Contents Of Volume Iii:
1. Abbreviations And Acronyms.

2. Glossary.
3. Section 1: Overview.
4. Section 2: Rendering Assistance.
5. Section 3: On Scene Co-Ordination.
Types Of Search Patterns:
1. Expanding Square Search (Ss):

Most Effective When The Location Of The Search Object Is Known Within A Relatively Close
Limit.
The Commence Search Point Is Always The Datum Position.
Often Appropriate For Vressels Or Small Boats To Use When Searching For Persons In The Water
Or Other Search Objects With Little Or No Leeway.
Due To The Small Area Involved This Procedure Must Not Be Used Simultaneously By Multiple
Aircraft At Similar Altitudes Or By Multiple Vessels.
Accurate Navigation Is Required; The First Leg Is Usually Oriented Directly Into The Wind To
Minimise Navigational Errors.
It Is Difficult For Fixed Wing Aircraft To Fly Legs Close To Datum If Track Spacing Is Less Than
2 Miles.
1. Sector Search (Vs):
Most Effective When The Position Of The Search Object Is Accurately Known And The Search
Area Is Small.
Used To Search A Circular Area Centered On A Datum Point.
Due To The Small Area Involved, This Procedure Must Not Be Used Simultaneously By Multiple
Aircraft At Similar Altitudes Or By Multiple Vessels.
An Aircraft And A Vessel May Be Used Together To Perform Independent Sector Searches Of The
Same Area.
A Suitable Marker (For Eg. A Smoke Float Or A Radio Beacon) May
Be Dropped At The Datum Position And Uysed As A Reference Or Navigational Aid
Marking The Centre Of The Pattern.
For Aircraft, The Search Pattern Radius Is Usually Between 5 And 20 Miles.
For Vessels The Search Pattern Radius Is Usually Between 2 And 5 Miles And Each Turn 120 Deg
Normally Turn To Stbd.
1. Track Line Search (Ts):

Normally Used When An Aircraft Or Vessel Has Disappeared Without A Trace Along A Known
Route.
Often Used As Initial Search Effort Due To Ease Of Planning And Implementation.
Consists Of A Rapid And Resonably Thorough Search Along Intended Route Of The Distressed
Craft.
Search May Be Along The Side Of The Track Line And Return In The Opposite Direction On The
Other Side (Tsr).
Search May Be Along The Intended Track And Once On Each Side, Then Search Facility
Continues On Its Way And Doesnt Return (Isn).
Aircrafts Are Frequently Used For Ts Due To Their High Speed.
Aircraft Search Height Usually 300 - 600 Mts During Daylight Or 600 - 900 Mts At Night.
1. Parallel Sweep Search (Ps):
Used To Search A Large Area When Survivor Location Is Uncertain.
Most Effective Over Water Or Flat Terrian.
Usually Used When A Large Search Area Must Be Divided Into Sub Areas For Assignment To
Individual Search Facilities On Scene At The Same Time.
The Commence Search Point Is In One Corner Of The Sub Area, One Half Track Space Inside The
Rectangle From Each Of The Two Sides Forming The Corner.
Search Legs Are Parallel To Each Other And To The Long Sides Of The Sub Area.
Multiple Vessels May Be Used For:
# Parallel Sweep By 2,3,4 And 5 Or More Ships.
6) Radar Search:
When Several Assisting Ships Are Available, A Radar Search May Be Effective, Esp When The
Position Of The Incident Is Not Known Reliably And The Sar Aircraft May Not Be Available.
No Prescribed Pattern Has Been Provided For This Contingency.
The Osc Should Normally Direct The Ships To Proceed In Loose Line Abreast, Mantaining A
Track Spacing Between Ships Of The Expected Detection Range * 1.5.
Pls Refer To Iamsar For Detection Ranges
Visual Search:
Individual Search Patterns Have Been Designed So That An Osc. Can Rapidly Initiate A Search By
One Or More Crafts.
There Will Be A Number Of Variables That Cannot Be Foreseen. Search Patterns Based On Visual
Search Have Been Established Which Should Meet Many Circumstances. They Have Been
Selected For Simplicity And Effectiveness And Are Discussed Later In This Section.
Note:
Track Spacing:
Most Search Patterns Consist Of Parallel Tracks Or Sweeps Covering A Rectangular Area. The
Distance Between Adjacent Tracks Is Called The Track Spacing.
Correction Factors Based On Weather Conditions And Search Object Are Provided In A Table.
Multiplying The Uncorrected Track Spacing (Su) By The Apropriate Weather Correction Factor
(Fw) Produces The Recommended Track Spacing. S = Su * Fw .
Changes In Weather, Number Of Assisting Crafts, Etc., May Occur, Making It Prudent To Alter
The Track Spacing.
The Smc Must Ensure That All Searching Ships And Aircraft Maintain Safe Seperations From One
Another And Accurately Follow Their Assigned Search Patterns.
Section 4: On Board Emergencies.
Medico:
Medico Messages Request Or Transmit Medical Advice From And To A Vessel At Sea.
Each Medico Message May Be Addressed To Rccs Or Communications Facilities From Ships At
Sea.
The Messages Should Be Prefixed Dhmedico So That Communications Personnel Know To
Handle Them As Medico Messages.
The Itu List Of Radio Determination And Special Service Stations Lists Commercial And
Government Radio Stations Which Provide Free Medical Message Service To Ships.
These Messages Are Normally Delivered To Hospitals Or Other Facilities With Which Sar
Authorities Or The Communications Facilities Has Made Prior Arrangements.
Sar Services May Provide Medical Advice Either With Their Own Doctors Or Via Arrangements
With Doctors Outside The Sar Organisation.
There Are Several Commercial Enterprises Which Provide International Subscription And Pay Per
Use Medical Advice To Vessels At Sea.
Replies To Messages Should Indicate The Medical Facility Which Provided The Medical
Information.
Medevac:
If Medical Evacuations Are Being Concidered The Benefits Must Be Weighed Against The
Inherent Dangers Of Such Operations To Both The Persons Needing Assistance And The Rescue
Personnel.
When Medical Assistance Is Required, Information Is Sent As Per Format Provided In This Section
To Be Sent To Rcc. Other Information May Be Necessary In Certain Cases.
The Final Decision About Whether It Is Safe To Conduct An Evacuation Remains Ultimately With
The Person In Command Of The Rescue Facility Tasked With Conducing The Evacuation.
Persons Overboard:
There Are Three Situations, Namely:

Immediate Action: The Person Overboard Is Noticed From The
Bridge And Action Is Taken Imediately.
Delayed Action: The Person Is Reported To The Bridge By An Eyewitness And Action Is Initiated
With Some Delay.
Person Missing Action: The Person Is Reported To The Bridge As Missing.
When The Possiblity Exists That The Person Has Fallen Overboard The Crew Must Attempt To Recover
The Individual As Soon As Possible.The Factors Affecting The Speed Of Recovery Include:
# Ships Manoeuvering Characteristics.
# Wind Direction And Sea State.
# Crews Experience And Level Of Training.
# Capablity Of The Engine Plant.
# Location Of The Incident.
# Visiblity Level.
# Recovery Technique.
# Possiblity Of Having Other Vessels Assist.
Initial Action:
Throw A Life Ring Over The Side As Close To The Person As Possible.
Sound Three Prolonged Blests On The Ships Whistle, Hail Person Overboard.
Commence Recovery Manoeuvre.
Note Position, Wind Speed And Direction And Time.
Inform Master Of The Vessel And Engine Room.
Post Lok-Outs To Keep The Person In Sight.
Set Off Dye Marker Or Smoke Flares.
Inform Radio Operetor And Keep Updated On The Position.
Stand By The Engines.
Prepare Lifeboats For Possible Launching.
Distribute Portable Vhf Radios For Communication Between Bridge, Deck, And Lifeboat.
Rig Pilot Ladder To Assist In The Recovery.
Standard Methods Of Recovery:
# Williamson Turn:
Makes Good Original Track Line.

Good In Reduced Visiblity.
Simple.
Takes The Ship Farther Away From The Scene Of The Incident.
Slow Procedure.
a. Rudder Hard Over (In An Immediate Action Situation Only) To The Side Of The Casualty.
b. After Deviating From The Original Course By 60 Deg. The Rudder Hard Over To The Opposite
Side.
c. When Heading 20 Degs Short Of The Opposite Course, Rudder To Midship Position And The
Ship To Be Turned To Opposite Course.
# One Turn (Single Turn Or Anderson Turn)
Fastest Recovery Method.

Good For Ships With Tight Turning Characteristics.
Used Most By Ships With Conciderable Power.
Very Difficult For Single Screw Vessels.
Very Difficult Because Approach To Person Is Not Straight.
a. Rudder Hard Over (In An Immediate Action Situation Only) To The Side Of The Casualty.
b. After Deviation From The Course By 250 Degs Rudder To Midship Position.
c. Stopping Manoeuvre To Be Initiated.
# Scharnov Turn:
Will Take Vessel Back To Her Wake.

Less Distance Is Covered Hence Saving Time.
Cannot Be Carried Out Effectively Unless The Time Elapsed Between Occurrence Of The
Incidentand The Commencement Of The Manoeuvre Is Known.
a. Not To Be Used In An Immediate Action Situation.
b. Rudder Hard Over.
c. After Deviation From The Original Course By 240 Degs Rudder Hard Over To The Oposite Side.
d. When Heading 20 Degs Short Of The Opposite Course, Rudder To Midship Position So That Ship
Will Turn To The Opposite Course.
Appendices:
Appendix A: Regulation V/10 Of The International Convention For Safety Of Life At Sea, 1974.
Appendix B: Search Action Message.
Appendix C: Factors Affecting Observer Effectiveness.
Appendix D: Standard Format For Sar. Situation Report (Sitrep).
Appendix E: Sar Briefing And Debriefing Form.
Table of Contents
Chapter 27 : | foul anchor | foul hawse | fouled by underwater obstruction | fouled with wire cable |
Chapter 28 : | GMDSS | classes of emission | DSC routine calling frequencies | Enhanced group calling |
EPIRB | EPIRB COSPAS SARSAT | EPIRB frequencies | EPIRB Inmarsat E or L band | EPIRB operation
| EPIRB VHF DSC | MSI frequencies | NAVTEX | navtex frequencies | on scene communication
frequencies | primary inter ship VHF frequency | primary inter ship VHF frequency | SART | SART
frequency | sea areas | Survival craft portable VHF |
Chapter 29 : | hot work permit |

Chapter 30 : | IAMSAR | IAMSAR appendices | IAMSAR (section 4) man
overboard | IAMSAR (section 4) man overboard one turn | IAMSAR (section 4) man overboard
Scharnov | IAMSAR (section 4) man overboard Williamson | IAMSAR (section 4) medico | IAMSAR (section
4) medivac | IAMSAR (section 4) Onboard emergencies | track spacing | types of search patterns |

Topics and links :
Table of Contents :
Chapter 31 : | meteorology | The atmosphere | adiabatic change | DALR | SALR | barometric tendency
| fohn wind effect | met definitions | dew | hoar frost | glased frost | rime | drizzle | rain | snow
flakes | ice pellets | hail | sea waves | swell | gust | squall | FOG | Types of fog | radiation fog
| advection fog | smog | arctic sea smoke | hill or orographic fog | types of clouds | clouds grouped
appearance wise | clouds grouped height wise | buys ballots law |
Chapter 32 : | port state control |
Chapter 33 : | pyrophoric iron sulphide |
Chapter 34 : | requirements for emergency towing |
Chapter 35 : | safety committee |

31.
Meteorology.
The Atmosphere.
The Air Extends 200km Above The Surface.

The Various Layers Are:
Ionosphere 80-200km
Mesosphere 50 80 Km.
Stratosphere 8/16 -S/L.
All Weather Changes Occur In The Troposphere. Also All The Water Vapour Too.
In The Stratosphere The Air Temperature Remains Fairly Constant, Upto 56.5 Degree K.
Adiabatic Change.
It Is The Change In The Temperature Due To Increase Or Decrease In Its Volume. Without Any Exchange
Of Heat From The Surroundings
DALR
Dry Adiabatic Lapse Rate:The Temperature Of A Dry Parcel Of Air Which Is Made To Rise , Falls At A
Steady Rate Of 10 Degrees C.
For Every Kilometre Of Ascent.
S A L R.
Saturated Adiabatic Lapse Rate.: The Temperature Falls By An Average Of Five Degrees C,Per K.M. Of
Ascent.
Why S A L R Less Than D A L R.
As The Saturated Air Is Cooled Its Capacity To Hold Water Decreases And The Excess Moisture
Condenses To Form Water Droplets. This Condensation Gives A Latent Heat Which Warms The Air Up.
Diurnal Variation In Temperature.
Maximum At 1400 Hrs(Lt)
Minimum At Half An Hour After Sunrise.
# Diurnal Over Land Can Be 20 Degrees While Over Sea Can Be As Low As 1 Degree.
Reason: Land Being Solid Has A Low Value Of Specific Heat So Heats Up Or Cools Easily.
Heat Received By The Sun Is Retained By The Top Layer Of Land (Few Cms. )
Negligible Evaporation Occurs Overland.
Semi-Diurnal Variation In Atmospheric Pressure.

# Max At 1000 And 2200 Hrs
# Min At 0400 And 1600 Hrs
The Average Lapse Rate Being 115 Mb. Per Kilometre Of Ascent.
Barometric Tendency: The Difference Between Atmospheric Pressure At The Time Of Obsercation And
Three Hours Earlier At The Place.
Fohn Wind Effect:
# Starting Out We Have Dew Pt 15 Deg. C And The Temperature 25 Deg C
# D A L R Applies As Air Rises.
# Temperature Drops To 15 Deg C. For The First K.M. Of Ascent.
# Air Is Thus Saturated, Hence Salr. Applies (5 Deg. C) And The Moisture Is Given Off As An Orographic
Cloud.
D E F I N I T I O N S.
1. Dew: When Water Vapour Condenses Into Droplets Of Water And Gets Deposited On
Exposed Surfaces On Or Near The Ground It Is Called Dew.
2. Hoar Frost: It Is The Name Given To Ice Crystals Deposited On Exposed Surfaces On Or
Near The Ground. When The Ground Temperature Is Much Lower Than Freezing Point In
This Case Water Vapour Directly Turns Into Ice Without Becoming Water
3. Glased Frost: It Is A Transparent Smooth Layer Of Ice Formed When Rain Or Drizzle
Falls On A Surface Whose Temperature Is Below Freezing. In U.K. It Is Also Called Black
Ice
4. Rime: If The Temperature Of Water Particles In A Fog Is Below 0 Deg,C. They Are Said
To Be Supercooled Droplets Of Water. When They Come In Contact With Very Cold Solid
Objects Such As Ships Superstructure They Freeze Immediately.
5. Drizzle: Fine Droplets Of Water Whose Diameter Is Less Than 0.5 Mm.
6. Rain: Droplets Larger Than 0.5 Mm. In Diameter
7. Freezing Rain: Drops Freeze On Impact With Cold Ground.
8. Snow Flakes: Loose Cluster Of Ice Crystals Having Branches.
9. Ice Pellets: Pellets Of Ice Less Than 0.5 Mm.
10. Hail: Balls Of Hard Ice Of 0.5 To 50 Mm. In Dia.
11. Sea (Waves) : Caused As A Result Of Wind Force As Per The Beaufort Scale. The Height
Is Directly Proportional To The Strength Of Wind.
12. Swell: Waves On The Sea Surface Formed By Wind Which Has Stopped Blowing At
Some Other Place Far Away.
13. Gust: Suddern Increase In Wind Speed For A Very Short Period Of Time Caused By
Terristial Obstructions.
14. Squall: It Is A Suddern Increase In Wind Force By 3 Stages Of Beaufort Scale.
#Reaching Atleast Upto Force 6 And Lasting Atleast For One Minute.

FOG
Types Of Fog:
1) Radiation Fog: Also Called Land Fog Because It Forms Only Over Land.
1) The Conditions Favourable For This Type Are:
Large Moisture Content In The Lower Layers Of The Atmosphere.

Little Or No Cloud Cover At Night.
Light Breeze At The Surface.
Cold Wet Surface Of Land.
2) Advection Fog: Also Called Sea Fog Because It Is Mostly Found Over Sea
It Is Formed When A Moist Wind Blows Over A Cold Wet Surface.
Advection Fog Can Be Predicted By Taking Hourly Readings Of The Sea Water Temperature And
Calculating Dew Point Of The Atmosphere. The Vertical Axis Has The Scale For Temperature And The
Horizontal Axis Has The Lmt Scale. Hourly Readings Of The Dew Point Temperature And Sea Water
Temperature Are Obtained As Curves The Point Where The Two Curves Are Predicted To Intersect Is The
Time Fog May Be Anticipated And Due Precautions Taken.
3) Smog: Radiation Fog Mixed With Industrial Smoke.
4) Arctic Sea Smoke: When Cold Dry Air Passes Over A Relatively Cold Surface The Water Vapour
Evaporating From The Sea Surface Condenses Into Water Vapour Visible As Vertical Steaming Streamers.
4) Hill Or Orographic Fog: When Wind Comes Against A Mountain Range And Begins To Climb Over
It, It Cools Adiabatically. Ehen Its Dew Point Is Reached Further Cooling Results In Its Moisture Content
To Condense.
Types Of Clouds:
# Clouds Grouped According To Their Height Above Sea Level:
1. Low Clouds Have Their Bases Between Sea Level And 2 Km. Comprising Mainly Of Water
Vapour.
2. Medium Clouds Called Alto Have Their Bases 2 To 6 Kms. Above Sea Level Comprising
Mainly Of Water Vapour And Ice Particles.
3. High Clouds Have The Prefix Cirro Made Up Entirely Of Ice Particles.
# Clouds Grouped According To Their Appearance:
1. Cirrus: A Silvery Cloud In The Form Of Feathers Or Fibres Seen High Up.
2. Cumulus: A White Cloud Shaped Like A Cauliflower With Great Vertical Extent.
3. Stratus: An Even Layer Of Grey Cloud Non Rain Bearing.
4. Nimbostratus: An Even Layer Of Cloud Rain Bearing.

Buys Ballots Law:
Face The True Wind And The Low Pressure Region Will Be Towards The Right Hand Side In The
Northern Hemisphere.
# It Should Not Be Applied In The Vicinity Of Land As The Wind Experienced Is Not Free And
Unobstructed And It May Be Deflected By Land.
# It Should Not Be Applied Within A Few Degrees Of The Equator As The Coriolis Force Is Negligible
There And The Wind Directly Blows Over From The High-Pressure Region To The Low-Pressure Region.
32.
Port State Control
The Port State Control Officer Is Authorised To Check That The Sea Farers On Board The Vessel
Hold An Appropriate Certificate Or A Valid Dispensation Or Have Submitted An Application To The Flag
State For Endorsement (Upto Three Months Only)
In Addition The Control Officer Is Also Authorised To Check That The Ship Is Manned According To The
Safe Manning Requirements Of That Ship Set Out By The Flag State.
If There Are Clear Grounds To Believe That The Safe Watchkeeping Standards Are Not Being Met I.E.
If There Is A Collision, Grounding, Discharge Of Pollutants, Erratic Or Unsafe Maneuvering Of The Ship.
OR
The Ship Is Being Operated In A Manner To Pose Danger To Persons, Property Or Environment The
Control Officer Is Authorised To Have An Assessment Of The Competency Of The Officer.
Under The Above Circumstances The Port State Control Officer Is Authorised To Detain Or Impound The
Vessel if He Deems It Necessary.
Precautions During Loading And Discharging
1. Only Electric Lights, Except Arc Lights Are Permitted.
2. Ships Radio And Radar To Be Switched Off And Aerials Earthed. Vhfs Of Power Equal To Or Less
Than 25 Watts May Be Used, But Not Within 2 Metres Of The Cargo.
3. Mechanical Stowage Aids Should Be Properly Maintained And In Good Working Order.
4. No Bunkering To Be Carried Out Except With Prior Permission Of The Port.
5. Any Leaking, Broken, Defective, Wet Or Stained Package Not To Be Accepted For Shipment.
6. No Operations During Rain.

7. Additional Security Is Recommended. No Unauthorised Person To Be
Allowed Onboard Or Close To The Magazine. In No Event Should Class 1 Packages Be
Opened Onboard.
33.
Pyrophoric Iron Sulphide:
Pyrophoric Iron Sulphide Is Associated With Inert Gas. In An Accident Dificient Atmosphere Where
Hydrogen Sulphide Gas Is Present, Iron Oxide (Rust) Is Converted To Iron Sulphide. If The Iron Sulphide
Is Exposed To Air It Is Oxidised Back To Iron Oxide And In This Process Sulphur Dioxide Gas Or Free
Sulphur Is Formed. The Oxidation Can Be Accompanied With Considerable Heat, So That Individual
Particles May Become Incandescent And Can Ignite Flammable Mixtures.
Inert Gas Reduces The Oxygen In A Tank Or Ullage Space And Therefore There Is A Risk Of Pyrophoric
Deposits Forming In Inerted Tanks. Research Has Shown That This Is More Likely To Occur On Vessels,
Carrying Sour Crude Oil Or With Crude Oils Having Hydrogen Sulphide Content.
The Pyrophores Which Have Formed During A Loaded Passage, Can Persist During The Subsequent
Ballast Voyage. In The Normal Operation Of Inerted Tankers The Cargo Tank Atmosphere Is Not
Allowed To Become Flammable At Any Time. Therefore The Mere Presence Of Any Pyrophoric Deposits
Would Not Result In An Explosion, However, If The Inert Gas Plant Were To Fail Cargo Or Ballast
Discharge Would Cause Air To Enter The Ballast Tanks, Resulting In A Flammable Atmosphere Which
Could Be Ignited By Pyrophoric Deposits If Present.
Therefore In The Event Of Inert Gas Failure Prior To Or During Cargo Or Ballast Discharge, Discharge
Should Not Commence Or Continue Until The Inert Gas Plant Operation Is Restored Or An Alternative
Source Of Inert Gas Is Provided.
34.
Requirements For Emergency Towing
In 1994 Imo Agreed Amendments To The Solas Convention As A New Regulation Ch V/15-1 (Ch Ii-1/3-4
From 1/7/98), Which Contained The Following Provisions.
All Tankers Of 20,000 Dwt And Above Constructed After 1st January 1996 Are To Be Provided
With An Emergency Towing Arrangememnts At Both Ends.
All Existing Tnakers Of 20,000 Dwt And Above Are To Be Provided With An Emergency Towing
Arrangements At Both Ends At The First Scheduled Dry-Docking After 1st January 1996, But In
Any Event, Not Later Than 1st January 1999.
The Term Tankers Includes Oil, Chemical And Gas Tankers.
The Minimum Components Of The Emergency Towing Arrangements Are To
Comprise Of The Following:
Component Forward Aft
Towing Pennant Optional Required

Pick-Up Gear Optional Required
Chafing Gear Required Dependent On Design
Fairlead Required Required
Strong Point Required Required
Roller Pedestal Lead Required Dependent On Design
The Forward Arrangement, Of Strong Point, Fairlead, Chafing Gear And Roller Pedestal Lead
Reflects The Guidance Previously Contained In Imo Assembly Resolution A.535 (13), Which On
Many Oil Tankers, May Be Accomodated By The Fittings Recommended To Facilitate Mooring At
Spms.
The Arrangements Aft Contains A Major New Provision introduced Since Imo Assembly
Resolution A.535 (13) Was Developed, Namely The Requirement For The Ship To Carry A Pre
Rigged Towing Pennant Incorporating Pick-Up Gear. The Pick-Up Gear Must Be Capable Of
Being Manually Deployed By One Personand The Pennant Must Be Demonstrated To Be Capable
Of Full Deployment Within 15 Minutes Of Harbour Conditions.
35.
Safety Committee
When When A Safety Committee Is Established On A Vessel It Is Necessary To Make Sure That
All Departments Are Adequately Represented.
The Master Should Be The Chairman And Appoint The Secretary Who Should Be The Ships
Safety Officer.
In Order That The Committee Work Efficiently, The Person Representing A Department Should Be
Elected By The Crew Working In That Department Itself.
The Elected Member Should Not Be Less Than 18 Years Of Age And Should Have A Minimum
Experience Of 2 Years In That Department To Put Forth All The Problems And Likely Hazards In
His Department In The Meeting.
Whenever A Meeting Is To Be Held A Notice Is To Be Passed Around So That All The Crew
Members Can Express Their Views On The Safety Aspects Of Their Work-Place To Their Elected
Representative Who In Turn Would Express It In The Meetings.
In The Meeting If Any Major Or Minor Deficiencies Are Brought To The Notice Of The Master
Then He Can Resolve It Himself Or Seek The Companies Assistance.
A Minute Book / File Should Be Maintained By The Secretary So That He May Make Note Of Any
Important Happenings During The Meeting And Share It With The Crew Of The Department.
Finally A Detailed List Of The Suggestions Should Be Prepared By The Safety Officer And
Forwarded By The Master To The Company.
The Safety Committee Should Work In Liaison With The Safety Officer And Undertake Any Of
The Functions Prescribed Him.

Table of Contents :
Chapter 31 : | meteorology | The atmosphere | adiabatic change | DALR | SALR | barometric tendency
| fohn wind effect | met definitions | dew | hoar frost | glased frost | rime | drizzle | rain | snow
flakes | ice pellets | hail | sea waves | swell | gust | squall | FOG | Types of fog | radiation fog
| advection fog | smog | arctic sea smoke | hill or orographic fog | types of clouds | clouds grouped
appearance wise | clouds grouped height wise | buys ballots law |
Chapter 32 : | port state control |
Chapter 33 : | pyrophoric iron sulphide |
Chapter 34 : | requirements for emergency towing |
Chapter 35 : | safety committee |

Table of Contents :
Chapter 36 : SCBA ckecklist | regulations for SCBA |
Chapter 37 : shallow water effects | bank suction and bow cushion | smelling the ground | squat |
Chapter 38 : SOLAS chapters and amendments | buoyant lifelines | buoyant smoke signals | cargo
information | class A divisions | class B divisions | class C divisions | construction of life rafts |
dangerous goods stowage requirements | defn main vertical zones | defn non combustible material |
diameter of and pressure in fire mains | documentation for dangerous goods | explosives on passenger ships |
fire hoses | fixed gas fire extinguishing systems | general emergency alarm system | hand flares | HRU on
liferaft | immersion suits | lifebuoys | lifejacket lights | lifejackets | liferaft equipment | line throwing
apparatus | Markings on liferaft | Markings on liferaft container | miscellaneous | muster list and emergency
instructions | nozzles | number and position of hydrants | other life saving appliances | oxygen analysis and
gas detection equipm | personal life saving appliances | rocket parachute flares | self activating smoke signal
| self igniting lights | solas B pack exempted equipment | SOLAS definitions | standard fire test | survival
craft | thermal protective aid | training manual | visual aids |
Chapter 39 : | STCW 95 | STCW 95 rest periods |
Chapter 40 : | Electro hydraulic steering gear | hunting gear | four ram steering gear | rotary vane steering
gear |
Chapter 41 : | tugs girding scouring | girding | scouring |
Chapter 42 : | LRIT | Introduction | equipment requirements | procedure |
Chapter 43 : | Ship re-cycling convention | Background | Requirements | Ship recycling plan |
Chapter 44 : | Gulf of Aden advisory | Background | Adoption of scheme | Polling and tracking |
36.
S.C.B.A. Check List:
1. Visually Inspect The Set And Check If Everything Has Been Connected.
2. All Valves To Be Closed Eps. Cylinder Valve And By-Pass Valve.
3. Open The Cylinder Valve And As This Is Done The Whistle Will Be Heard As Pressure Rises In
The Set.
4. Check For Any Audible Leaks And Rectify.
5. Close The Cylinder Valve, The Pressure Should Not Fall To Zero In Under 30 Seconds Other Wise
The Set Is Not Leak Tight.
6. Depress The Demand Valve To Clear It.
7. Don The Apparatus For Comfortable Use And Put The Mask And Visor On And Inhale To Ensure
That The Air Is Flowing Freely From The Demand Valve.
8. Close The Cylinder Valve And Breathe, The Air In The Mask And The Line Shall Be Used Up
And The Mask Should Stick To The Face, If This Is Not The Case Then There Is Leakage Into The
Face Mask And It Is Not Advisable To Use The Set Unless In Positive Pressure Mode.
9. Open The Cylinder Valve And Resume Normal Breathing Through The Demand Valve, Connect
The Lifeline And Establish Signals, Also Carry Assorted Equipment Like Flash-Light, Walkie-
Talkie And If Required, An Axe.
The Regulation Regarding The S.C.B.A. Set Is:
Regualtion 17:
Firemans Outfit;
2. A Breathing Apparatus Of An Approved Type Which May Be Either:
.1 A Smoke Helmet Or A Smoke Mask Which Shall Be Provided With A Suitable Air Pump And A
Length Of Air Hose Sufficient To Reach The Open Deck, Well Clear Of Hatch Or Doorway, To Any Part
Of The Hold Or Machinery Spaces. If In Order To Comply With This Sub-Para., An Air Hose Exceeding
36 Mts In Length Would Be Necessary, A Self Contained Breathing Apparatus Shall Be Substituted Or
Provided In Addition As Determined By The Administration; Or
..2 A Self Contained Compressed Air Operated Breathing Aparatus, The Volume Of Air Contained In The
Cylinder Shall Be Atleast 1,200 Litres, Or Other Self Contained Breathing Apparatus Which Shall Be
Capable Of Functioning For Atleast 30 Mins. A Number Of Spare Charges, Suitable For Use With The
Apparatus Provided Shall Be Available On Board To The Satisfaction Of The Administration. In
Passenger Ships Carrying More Than 36 Passengers, Atleast Two Spare Charges For Each B.A. Set Should
Be Provided And All Air Cylinders For Breathing Apparatuses Shall Be Interchangeable.
37.
Shallow water effects:
The Water Displaced By A Vessel Moving Ahead Is Restricted In Movement By The Proximity Of
Banks. The General Effect Is A Build Up Of The Water Level Ahead Of The Ship And Lowering In
The Level Astern Of Her.
This Produces A Surging Effect, Which Can Part A Moored Ships Hawsers Upto 3 Km Ahead Of The
Moving Vessel, Provided The Same Restricted Conditions Prevail All The Way.
In Addition The Moving Vessels Bow Wave, Stern Wave, And Trough Increase In Amplitude, And For
This Reason A Vessel Should Proceed At Lower Speeds In Such Areas.
As The Vessel Moves Through The Restricted Channel It Is Possible That She May Close One Bank. In
This Event A Streamlining Or Venturi Effect Arises Due To Restricted Flow Of Water On One Side
Of The Ship, This Causes An Increase In Velocity Of The Water On That Side, Together With A
Loss Of Pressure Head. The Latter Manifests Itself As A Drop In Water Level At The Nearer Bank,
And A Thrust Is Set Up Towards It.
The Fullness Of The After Body Of The Stern The Greater The Thrust, Which Appears More Strongly
At The Stern Than The Bow. Due To This The Stern Moves Towards The Bank And The Bow
Away From It. This Is Termed As Bank Cushion And Bank Suction Respt. There Is No Cushion
However Unless The Speed Of The Vessel Is So High As To Cause A Build Up Of Water In The
Inshore Bow.
Navigators Using Correcting Helm When Experiencing Canal Effect Should Be Extremely Alert To
Reduce This Helm When Slowing The Ship. A Ship Wishing To Make A Right Handed Turn In A
River Bend To Stbd. Say, Can By Keeping Well Into The Port Bank, Use The Effect Of Bank
Cushion Forward To Assist Her Turn.
In The Panama Canal The Cushioning Effect Is Quite Prominent. A Ship Turning To Starboard Around
A Bend Will Be Kept Well In The Port Bank; She Will Turn Quite Easily With The Rudder Kept
Amidships. If The Cushioning Effect Becomes Excessive Port Helm May Have To Be Used Inspite
Of The Fact That The Turn Is Directed To Starboard.
This Effect Takes Place Because, As The Hull Moves Through The Shallow Water, The Water Which It
Displaces Is Not Easily Replaced By Other Water And The Propellor And The Rudder Are Working
In A Partial Vaccum. The Vessel Takes Longer To Answer Her Helm And The Response To Engine
Movement Becomes Sluggish.
At Normal Speed The Steering Becomes Erratic When The Depth Of Water Is Equal To Or Less Than
Times The Deepest Draught.
When Navigating Through Shallow Water The Speed Should Be Moderate, Preferably Safe Speed.
Smelling The Ground:
When A Ship Is Nearing An Extremely Shallow Depth Of Water Such As A Shoal, She Is Likely To
Take A Sudden Sheer First Towards It And Then Violently Away.This Is Called Smelling The
Ground And The Movements Of A Sluggish Ship May Suddernly Become Astonishingly Lively.
Squat:
The Water Displaced By A Moving Hull Is Not Easily Replaced When The Hull Moves Through
Shallow Water Hence The Bow Wave And The Stern Wave Of The Vessel Increase In Height And
The Trough Which Normally Exist At The Quarters Deepens And The After Part Of The Vessel Is
Drawn Downwards Towards The Bottom. This Is Called Squat. [for calculations please go to
www.kaizad.tk/data/Nav/Squat_Table.xls]

Squat Calculations 1
S Q U A T T A B L E
Normal Normal Heavy Heavy
Summer Tropical
Ballast Half Ballast 10% Ballast Half Ballast 10%
Draft. Draft.
Bunker Bunker Bunk Bunk
Block Coeffic. (Cb) >> 0.77 0.78 0.81 0.81 0.84 0.84
Speed in
Knots
2.0 Kt 0.03 0.03 0.03 0.03 0.03 0.03
4.0 Kt 0.12 0.12 0.13 0.13 0.13 0.13
6.0 Kt 0.28 0.28 0.29 0.29 0.30 0.30
8.0 Kt 0.49 0.50 0.52 0.52 0.54 0.54
10.0 Kt 0.77 0.78 0.81 0.81 0.84 0.84
12.0 Kt 1.11 1.12 1.16 1.16 1.21 1.21
14.0 Kt 1.51 1.52 1.58 1.58 1.64 1.64
16.0 Kt 1.97 1.99 2.07 2.06 2.14 2.15
<< Surface and Methodology >> << Surface and Methodology >> << Surface and Met
Formula :
Squat Surface Chart
1
Note :
The above is a
generalisation of the "Barras
Formula". Squat can change Speed in Knots
significantly for changes in 0.84 0
0.84
width of a narrow channel or 16 Kt
0.81 14 Kt
variations in depth.The above to Cb (Block0.81
12 Kt
10 Kt
be used as a guide only but to Coeff.) 0.78 8 Kt
6 Kt
be allowed for. 0.77 4 Kt
0.00-1.00 2 Kt 1.00-2.00 2.00-3.00
(Capt. K.H. Doctor)

Master
Bank Suction And Bow Cushion:
When A Vessel Moves Through A Restricted Channel, There Is A Restricted Flow Of Water On One
Side Of The Vessel. This Causes An Increase In The Velocity Of Water On That Side, Together
With A Drop Of Pressure Head. This Loss Of Pressure Head Results In A Drop Of Water Level At
The Nearer Bank And The Thrust Is Set Up Towards The Nearer Bank.
The Greater Fullness Over The After Body Of The Vessel Accentuates The Thrust And It Then Appears
More Strongly At The Stern Than At The Bows.
The Stern Moves Towards The Bank, Called Bank Suction, And The Bow
Moves Away From The Bank Called Bank Cushion.
38.
S.O.L.A.S. Chapters and amendments.
1960 Convention
Adoption: 17 June 1960

Entry Into Force: 26 May 1965
1974 Version
Adoption: 1 November 1974

The Solas Convention In Its Successive Forms Is Generally Regarded As The Most Important Of All
International Treaties Concerning The Safety Of Merchant Ships. The First Version Was Adopted In 1914,
The Second In 1929 And The Third In 1948.
The 1960 Convention Was The First Major Task For Imo After Its Creation And It Represented A
Considerable Step Forward In Modernizing Regulations And In Keeping Pace With Technical
Developments In The Shipping Industry.
The Intention Was To Keep The Convention Up To Date By Periodic Amendments But In Practice The
Amendments Procedure Incorporated Proved To Be Very Slow. It Became Clear That It Would Be
Impossible To Secure The Entry Into Force Of Amendments Within A Reasonable Period Of Time.
The 1974 Convention
As A Result, A Completely New Convention Was Adopted In 1974 Which Included Not Only The
Amendments Agreed Up Until That Date But A New Amendment Procedure Designed To Ensure That
Changes Could Be Made Within A Specified (And Acceptably Short) Period Of Time.
The Main Objective Of The Solas Convention Is To Specify Minimum Standards For The Construction,
Equipment And Operation Of Ships, Compatible With Their Safety. Flag States Are Responsible For
Ensuring That Ships Under Their Flag Comply With Its Requirements, And A Number Of Certificates Are
Prescribed In The Convention As Proof That This Has Been Done.
Control Provisions Also Allow Contracting Governments To Inspect Ships Of Other Contracting States If
There Are Clear Grounds For Believing That The Ship And Its Equipment Do Not Substantially Comply
With The Requirements Of The Convention.
General Provisions Are Contained In Chapter I, The Most Important Of Them Concerning The Survey Of
The Various Types Of Ships And The Issuing Of Documents Signifying That The Ship Meets The

Requirements Of The Convention. The Chapter Also Includes Provisions For
The Control Of Ships In Ports Of Other Contracting Governments.
Subdivision And Stability Are Dealt With In Chapter Ii-1. The Subdivision Of Passenger Ships Into
Watertight Compartments Must Be Such That After Assumed Damage To The Ships Hull The Vessel
Will Remain Afloat And Stable. Requirements For Watertight Integrity And Bilge Pumping Arrangements
For Passenger Ships Are Also Laid Down As Well As Stability Requirements For Both Passenger And
Cargo Ships.
The Degree Of Subdivision - Measured By The Maximum Permissible Distance Between Two Adjacent
Bulkheads - Varies With Ships Length And The Service In Which It Is Engaged. The Highest Degree Of
Subdivision Applies To Passenger Ships.
Machinery And Electrical Installations: These Requirements, Contained In Chapter Ii-1, Are Designed To
Ensure That Services Which Are Essential For The Safety Of The Ship, Passengers And Crew Are
Maintained Under Various Emergency Conditions. The Steering Gear Requirements Of This Chapter Are
Particularly Important.
Fire Protection, Fire Detection And Fire Extinction: Casualties To Passenger Ships Through Fire
Emphasized The Need To Improve The Fire Protection Provisions Of The 1960 Convention, And In 1966
And 1967 Amendments Were Adopted By The Imo Assembly. These And Other Amendments,
Particularly Detailed Fire Safety Provisions For Tankers And Combination Carriers, Such As Inert Gas,
Were Incorporated In Chapter Ii-2 Of The 1974 Convention.
These Provisions Are Based On The Following Principles:
1. Division Of The Ship Into Main And Vertical Zones By Thermal And Structural Boundaries.
2. Separation Of Accommodation Spaces From The Remainder Of The Ship By Thermal And
Structural Boundaries.
3. Restricted Used Of Combustible Materials.
4. Detection Of Any Fire In The Zone Of Origin.
5. Containment And Extinction Of Any Fire In The Space Of Origin.
6. Protection Of The Means Of Escape Or Of Access For Fire-Fighting Purposes.
7. Ready Availability Of Fire-Extinguishing Appliances.
8. Minimization Of The Possibility Of Ignition Of Flammable Cargo Vapour.
Life-Saving Appliances And Arrangements Are Dealt With In Chapter Iii, Which Was Completely
Revised By The 1983 Amendments Which Entered Into Force On 1 July 1986. The Revised Chapter Is
Divided Into Three Parts.
Part A Contains General Provisions On Application Of The Requirements, Exemptions, Definitions,

Evaluation, Testing And Approval Of Appliances And Arrangements And Production Tests.
Part B Contains The Ship Requirements And Is Subdivided Into:
Section I Dealing With Common Requirements Applicable To Both Passenger Ships And Cargo Ships;
Section Ii Containing Additional Requirements For Passenger Ships; And
Section Iii Containing Additional Requirements For Cargo Ships.
Part C Deals With The Life-Saving Appliance Requirements And Is Divided Into Eight Sections.
Section I Contains General Requirements,

Section Ii Requirements For Personal Life-Saving Appliances,
Section Iii Visual Signal Requirements,
Section Iv Requirements For Survival Craft,
Section V Rescue Boat Provisions,
Section Vi Requirements For Launching And Embarkation Appliances,
Section Vii Other Life-Saving Appliances, And
Section Viii Miscellaneous Matters.
Radiotelegraphy And Radiotelephony Form The Subject Matter Of Chapter Iv: Part A Describes The Type
Of Facility To Be Carried. Operational Requirements For Watchkeeping And Listening Are Given In Part
B, While Technical Provisions Are Detailed In Part C. This Part Also Includes Technical Provisions For
Direction-Finders And For Motor Lifeboat Radiotelegraph Installations, Together With Portable Radio
Apparatus For Survival Craft. The Radio Officers Obligations Regarding Mandatory Log-Book Entries
Are Listed In Part D.
The Chapter Is Closely Linked To The Radio Regulations Of The International Telecommunication Union
And Was Completely Revised In October 1988 (See 1988 (Gmdss) Amendments).
Safety Of Navigation Is Dealt With In Chapter V Which Identifies Certain Navigation Safety Services
Which Should Be Provided By Contracting Governments And Sets Forth Provisions Of An Operational
Nature Applicable In General To All Ships On All Voyages. This Is In Contrast To The Convention As A
Whole, Which Only Applies To Certain Classes Of Ship Engaged On International Voyages.
The Subjects Covered Include The Maintenance Of Meteorological Services For Ships; The Ice Patrol
Service; Routeing Of Ships; And The Maintenance Of Search And Rescue Services.
This Chapter Also Includes A General Obligation For Masters To Proceed To The Assistance Of Those In
Distress And For Contracting Governments To Ensure That All Ships Shall Be Sufficiently And
Efficiently Manned From A Safety Point Of View.
Carriage Of Grain Forms The Subject Matter Of Chapter Vi. Shifting Is An Inherent Characteristic Of
Grain, And Its Effect On A Ships Stability Can Be Disastrous. Consequently, The Solas Convention
Contains Provisions Concerning Stowing, Trimming And Securing Grain Cargoes.
Provision Is Made For Ships Constructed Specially For The Transport Of Grain, And A Method For
Calculating The Adverse Heeling Moment Due To A Shift Of Cargo Surface In Ships Carrying Bulk Grain
Is Specified. It Also Provides For Documents Of Authorization, Grain Loading Stability Data And
Associated Plans Of Loading. Copies Of All Relevant Documents Must Be Available On Board To Enable
The Master To Meet The Chapters Requirements.
This Chapter Was Revised In 1991, To Make It Applicable To All Types Of Cargo Except Liquids And
Gases In Bulk. The Carriage Of Dangerous Goods Is Dealt With In Chapter Vii, Which Contains
Provisions For The Classification, Packing, Marking, Labelling And Placarding, Documentation And
Stowage Of Dangerous Goods In Packaged Form, In Solid Form In Bulk, And Liquid Chemicals And
Liquefied Gases In Bulk.
The Classification Follows The System Used By The Un For All Modes Of Transport. The Un System Has
Been Adapted For Marine Transport And The Provisions Are In Some Cases More Stringent.
Contracting Governments Are Required To Issue Instructions At The National Level. To Help Them Do
This, The Organization Developed The International Maritime Dangerous Goods (Imdg) Code. The Imdg
Code Is Constantly Updated To Accommodate New Dangerous Goods And To Supplement Or Revise
Existing Provisions. Regulations Concerning Substances Carried In Bulk In Purpose-Built Ships Were
Introduced In The 1983 Amendments Dealt With Below.

Nuclear Ships Are Covered In Chapter Viii. Only Basic Requirements Are
Given And Are Particularly Concerned With Radiation Hazards. However, A Detailed And
Comprehensive Code Of Safety For Nuclear Merchant Ships Was Adopted By The Imo Assembly In 1981
As An Indispensable Companion Document.
The Protocol Of 1978
Adoption: 17 February 1978

This Was Adopted At The International Conference On Tanker Safety And Pollution Prevention And
Made A Number Of Important Changes To Chapter I, Including The Introduction Of Unscheduled
Inspections And/Or Mandatory Annual Surveys And The Strengthening Of Port State Control
Requirements.
Chapter Ii-1, Chapter Ii-2 And Chapter V Were Also Improved.
The Main Points Are As Follows:
1. New Crude Oil Carriers And Product Carriers Of 20,000 Dwt And Above Are Required To Be
Fitted With An Inert Gas System.
2. An Inert Gas System Became Mandatory For Existing Crude Oil Carriers Of 70,000 Dwt And
Above By 1 May 1983, And By 1 May 1985 For Ships Of 20,000-70,000 Dwt.
3. In The Case Of Crude Oil Carriers Of 20-40,000 Dwt There Is Provision For Exemption By Flag
States Where It Is Considered Unreasonable Or Impracticable To Fit An Inert Gas System And
High-Capacity Fixed Washing Machines Are Not Used. But An Inert Gas System Is Always
Required When Crude Oil Washing Is Operated.
4. An Inert Gas System Was Required On Existing Product Carriers From 1 May 1983 And By 1 May
1985 For Ships Of 40-70,000 Dwt And Down To 20,000 Dwt Which Are Fitted With High
Capacity Washing Machines.
5. In Addition To Requiring That All Ships Of 1,600 Grt And Above Shall Be Fitted With Radar, The
Protocol Requires That All Ships Of 10,000 Grt And Above Have Two Radars, Each Capable Of
Being Operated Independently.
6. All Tankers Of 10,000 Grt And Above Shall Have Two Remote Steering Gear Control Systems,
Each Operable Separately From The Navigating Bridge.
7. The Main Steering Gear Of New Tankers Of 10,000 Grt And Above Shall Comprise Two Or More
Identical Power Units, And Shall Be Capable Of Operating The Rudder With One Or More Power
Units.
The 1981 Amendments

Entry Into Force: 1 September 1984
Perhaps The Most Important Amendments Concern Chapter Ii-1 And Chapter Ii-2, Both Of Which Were
Virtually Re-Written And Updated.
The Changes To Chapter Ii-1 Include Updated Provisions Of Resolution A.325(Ix) On Machinery And
Electrical Requirements.

Further Amendments To Regulations 29 And 30 Were Agreed Following The
Amoco Cadiz Disaster And Taking Into Account The 1978 Solas Protocol On Steering Gear.
The Requirements Introduce The Concept Of Duplication Of Steering Gear Control Systems In Tankers.
Amendments To Chapter Ii-2 Include The Requirements Of Resolution A.327(Ix), Provisions For
Halogenated Hydrocarbon Extinguishing Systems, Special Requirements For Ships Carrying Dangerous
Goods, And A New Regulation 62 On Inert Gas Systems. The Amendments To Chapter Ii-2 Strengthen
The Requirements For Cargo Ships And Passenger Ships To Such An Extent That A Complete
Rearrangement Of That Chapter Became Necessary.
A Few Minor Changes Were Made To Chapter Iii But Seven Regulations In Chapter Iv Were Replaced,
Amended Or Added. Some Important Changes Were Also Made To Chapter V, Including The Addition Of
New Requirements Concerning The Carriage Of Shipborne Navigational Equipment.
The Revised Requirements Cover Such Matters As Gyro And Magnetic Compasses; The Mandatory
Carriage Of Two Radars And Of Automatic Radar Plotting Aids In Ships Of 10,000 Grt And Above;
Echo-Sounders; Devices To Indicate Speed And Distance; Rudder Angle Indicators; Propeller Revolution
Indicators; Rate Of Turn Indicators; Radio-Direction Finding Apparatus; And Equipment For Homing On
The Radiotelephone Distress Frequency.
In Addition A Number Of Small Changes Were Made To Chapter Vii.
The 1983 Amendments

Entry Into Force: 1 July 1986
These Amendments Include A Few Minor Changes To Chapter Ii-1 And Some Further Changes To
Chapter Ii-2 (Including Improvements To The 1981 Amendments) Designed Particularly To Increase The
Safety Of Bulk Carriers And Passenger Ships.
The Most Extensive Changes Involve Chapter Iii, Which Was Completely Rewritten. The Chapter In The
1974 Convention Differed Little From The Texts Which Appeared In The 1960 And 1948 Solas
Conventions And The Amendments Were Designed Not Only To Take Into Account The Many Technical
Advances Which Had Taken Place Since Then But Also To Expedite The Evaluation And Introduction Of
Further Improvements.
Some Small Changes Were Made To Chapter Iv. The Amendments To Chapter Vii Extended Its
Application To Chemical Tankers And Liquefied Gas Carriers By Making Reference To Two New Codes,
The International Bulk Chemical Code And The International Gas Carrier Code. Both Relate To Ships
Built On Or After 1 July 1986.
The 1988 (April) Amendments
Adoption: 21 April 1988

Entry Into Force: 22 October 1989
In March 1987 The Car Ferry Herald Of Free Enterprise Capsized And Sank With The Loss Of 193
Lives. The United Kingdom Proposed A Series Of Measures Designed To Prevent A Recurrence, The First
Package Of Which Was Adopted In April.
They Include New Regulations 23-2 And 42-1 Of Chapter Ii-1 And Are Intended To Improve Monitoring
Of Doors And Cargo Areas And To Improve Emergency Lighting.
Because Of The Urgency, The Tacit Acceptance Procedure Was Used To
Bring The Amendments Into Force Only 18 Months After Their Adoption.
The 1988 (October) Amendments
Adoption: 28 October 1988

Entry Into Force: 29 April 1990
Some Of These Amendments Also Resulted From The Herald Of Free Enterprise Disaster.
They Include The Way Stability Of Passenger Ships In A Damaged Condition Should Be Determined;
Require All Cargo Loading Doors To Be Locked Before A Ship Leaves The Berth; And Make It
Compulsory For Passenger Ships To Have A Lightweight Survey At Least Every Five Years To Ensure
Their Stability Has Not Been Adversely Affected By The Accumulation Of Extra Weight Or Any
Alterations To The Superstructure.
Other Amendments Were Being Prepared Before The Disaster, But Their Adoption Was Brought Forward
As A Result. They Concern The Stability Of Passenger Ships In The Damaged Condition.
The 1988 Protocol

Entry Into Force: 3 February 2000
The Protocol Introduces A New System Of Surveys And Certification Which Will Harmonize With Two
Other Conventions, Load Lines And Marpol 73/78 (See Below).
This Should Alleviate Problems Caused By The Fact That As Requirements In The Three Instruments
Vary, Ships May Be Obliged To Go Into Dry-Dock For A Survey Required By One Convention Shortly
After Being Surveyed In Connection With Another.
By Enabling The Required Surveys To Be Carried Out At The Same Time The System Will Reduce Costs
For Shipowners And Administrations Alike.
The 1988 (Gmdss) Amendments

Imo Began Work On The Global Maritime Distress And Safety System In The 1970s And Its Introduction
Marks The Biggest Change To Maritime Communications Since The Invention Of Radio.
It Has Been Introduced In Stages Between 1993 And 1 February 1999. The Basic Concept Of The System
Is That Search And Rescue Authorities Ashore, As Well As Ships In The Vicinity, Will Be Rapidly
Alerted In The Event Of An Emergency.
The Gmdss Makes Great Use Of The Satellite Communications Provided By Inmarsat (See Below) But
Also Uses Terrestrial Radio.
The Equipment Required By Ships Varies According To The Sea Area In Which They Operate - Ships
Travelling To The High Seas Will Need To Carry More Communications Equipment Than Those Which
Remain Within Reach Of Specified Shore-Based Radio Facilities. In Addition To Distress
Communications, The Gmdss Also Provides For The Dissemination Of
General Maritime Safety Information (Such As Navigational And Meteorological Warnings
And Urgent Information To Ships).
The 1989 Amendments

The Main Changes Concern Chapter Ii-1 And Ii-2 Of The Convention, Which Are Respectively Concerned
With Ships Construction And With Fire Protection, Detection And Extinction.
Chapter Ii-1 Covers Subdivision And Stability And Machinery And Electrical Installations. One Of The
Most Important Amendments Is Designed To Reduce The Number And Size Of Openings In Watertight
Bulkheads In Passenger Ships And To Ensure That They Are Closed In The Event Of An Emergency.
Chapter Ii-2 Deals With Fire Protection, Detection And Extinction. Improvements Have Been Introduced
To Fixed Gas Fire-Extinguishing Systems, Smoke Detection Systems, Arrangements For Fuel And Other
Oils, The Location And Separation Of Spaces And Several Other Regulations.
The International Gas Carrier Code - Which Is Mandatory Under Solas - Was Also Amended.
The 1990 Amendments
Adoption: May 1990

Important Changes Were Made To The Way In Which The Subdivision And Stability Of Dry Cargo Ships
Is Determined. They Apply To Ships Of 100 Metres Or More In Length Built On Or After 1 February
1992.
The Amendments Introduce A New Part B-1 Of Chapter Ii-1 Containing Subdivision And Damage
Stability Requirements For Cargo Ships Based Upon The So-Called Probabilistic Concept Of Survival,
Which Was Originally Developed Through Study Of Data Relating To Collisions Collected By Imo. This
Showed A Pattern In Accidents Which Could Be Used In Improving The Design Of Ships: Most Damage,
For Example, Is Sustained In The Forward Part Of Ships And It Seemed Logical, Therefore, To Improve
The Standard Of Subdivision There Rather Than Towards The Stern. Because It Is Based On Statistical
Evidence As To What Actually Happens When Ships Collide, The Probabilistic Concept Provides A Far
More Realistic Scenario Than The Earlier Deterministic Method, Whose Principles Regarding The
Subdivision Of Passenger Ships Are Theoretical Rather Than Practical In Concept.
At The Same Meeting Amendments Were Adopted To The International Code For The Construction And
Equipment Of Ships Carrying Dangerous Chemicals In Bulk (Ibc Code) And The International Code For
The Construction And Equipment Of Ships Carrying Liquified Gases In Bulk.
The 1991 Amendments
Adoption: 24 May 1991

Entry Into Force: 1 January 1994
The Most Important Feature Of These Amendments Was The Complete Revision Of Chapter Vi (Carriage
Of Grain). This Was Extended To Include Other Cargoes. The Text Is Shorter, But The Chapter Is Backed
Up By Two New Codes. The International Grain Code Will Be A Mandatory Instrument While The Code
Of Safe Practice For Cargo Stowage And Securing Is Recommended. The
Chapter Also Refers To The Code Of Safe Practice For Ships Carrying Timber Deck Cargoes
And The Code Of Safe Practice For Solid Bulk Cargoes.
Fire Safety Requirements For Passenger Ships Have Been Improved By Means Of Amendments To
Chapter Ii-2 And Other Changes Have Been Made To Chapter Iii And Chapter V (Safety Of Navigation).
The April 1992 Amendments

New Standards Concerning The Stability Of Existing Ro-Ro Passenger Ships After Damage, Were
Included In Amendments To Chapter Ii-1. They Were Based On Measures To Improve The Damage
Stability Of New Ro-Ro Passenger Ships Which Came Into Force On 29 April 1990 But Have Been
Slightly Modified. The Measures Were Introduced In An 11 Year Period Which Began On 1 October 1994.
A Number Of Other Amendments To Solas Were Adopted, Including Improved Fire Safety Measures For
Existing Passenger Ships. The Measures Include Mandatory Requirements For Smoke Detection And
Alarm And Sprinkler Systems In Accommodation And Service Spaces, Stairway Enclosures And
Corridors. Other Improvements Involve The Provision Of Emergency Lighting, General Emergency Alarm
Systems And Other Means Of Communication.
Some Of These Measures Entered Into Force On 1 October 1994. Those Dealing With Smoke Detection
And Alarm Systems And Sprinklers Applied From 1 October 1997. Requirements Concerning Stairways
Of Steel-Frame Construction, For Fire-Extinguishing Systems In Machinery Spaces And For Fire Doors
Will Become Mandatory On 1 October 2000.
The April 1992 Amendments Are Particularly Important Because They Apply To Existing Ships. In The
Past, Major Changes To Solas Have Been Restricted To New Ships By So-Called Grandfather Clauses.
The Reason For This Is That Major Changes Involve Expensive Modifications To Most Ships. Because Of
The Financial Burden This Imposes On The Industry, Imo Has In The Past Been Reluctant To Make Such
Measures Retroactive.
The December 1992 Amendments
Adoption: 11 December 1992

The Most Important Amendments Were Concerned With The Fire Safety Of New Passenger Ships. They
Made It Mandatory For New Ships (I.E. Those Built After 1 October 1994) Carrying More Than 36
Passengers To Be Fitted With Automatic Sprinklers And A Fire Detection And Alarm System Centralized
In A Continuously-Manned Remote Control Station. Controls For The Remote Closing Of Fire Doors And
Shutting Down Of Ventilation Fans Must Be Located At The Same Place.
New Standards For The Fire Integrity Of Bulkheads And Decks Were Introduced And Improvements
Made To Standards For Corridors And Stairways Used As A Means Of Escape In Case Of Fire.
Emergency Lighting Which Can Be Used By Passengers To Identify Escape Routes Will Be Required.
Other Amendments Affect The Fire Safety Of Ships Carrying 36 Passengers Or Less And Also Oil Tanker
Fire Safety.

Three Codes Were Also Amended. They Include The International Code For
The Construction And Equipment Of Ships Carrying Dangerous Chemicals In Bulk (Ibc Code)
And The International Code For The Construction And Equipment Of Ships Carrying Liquefied Gases In
Bulk (Igc Code). Both Codes Are Mandatory Under Solas And The Amendments Entered Into Force On 1
July 1994. They Will Affect Ships Built After That Date.
Amendments To The Code For The Construction And Equipment Of Ships Carrying Dangerous Chemicals
In Bulk (Bch Code) Were Also Adopted And Entered Into Force On 1 July 1994. The Code Is Voluntary
And Applies To Existing Ships.
The May 1994 Amendments (Conference)

Entry Into Force: 1 January 1996 (Chapters X, Xi); 1 July 1998 (Chapter Ix).
The Conference Adopted Three New Solas Chapters As Well As Resolution On An Accelerated
Amendment Procedure.
Amendment Procedure
The Conference Adopted A Resolution On An Accelerated Amendment Procedure To Be Used In

Exceptional Circumstances. It States That A Conference Of Contracting Governments Can Reduce The
Period After Which An Amendment To The Technical Chapters Of The Convention (Which Excludes The
Articles And Chapter I) Is Deemed To Have Been Accepted From 12 Months To Six Months, In
Exceptional Circumstances.
Article Viii Of Solas Deals With The Procedures For Amending The Convention. The Existing Text Says
That Proposed Amendments Have To Be Circulated To Governments At Least Six Months Prior To
Adoption And Cannot Enter Into Force Until At Least 18 Months After Adoption. This Makes A Total Of
24 Months, From Circulation (Six Months) Through Adoption, To Deemed Acceptance Date (12 Months
After Adoption), To Entry Into Force (Six Months After Deemed Acceptance Date).
The Resolution Adopted By The Conference States That The Circulation Period Will Remain At Six
Months As Will The Period Between The Date On Which The Amendment Is Deemed To Have Been
Accepted And The Date Of Entry Into Force. But The Period Between Adoption And Deemed Acceptance
Date Can Be Reduced To Six Months From 12.
The Total Period Between Circulation Of An Amendment And Its Entry Into Force Could Thus Be
Reduced From 24 Months To 18 - In Exceptional Circumstances.
Chapter Ix: Management For The Safe Operation Of Ships: This New Chapter To The Convention
Was Designed To Make Mandatory The International Safety Management Code, Which Was Adopted By
Imo In November 1993 (Assembly Resolution A.741(18)).
The Amendments Introducing The New Chapter Ix Entered Into Force Under Tacit Acceptance On 1 July
1998. The Chapter Applies To Passenger Ships And Tankers From That Date And To Cargo Ships And
Mobile Drilling Units Of 500 Gross Tonnage And Above From 1 July 2002.
The Code Establishes Safety Management Objectives Which Are:
To Provide For Safe Practices In Ship Operation And A Safe Working Environment;
To Establish Safeguards Against All Identified Risks;

To Continuously Improve Safety Management Skills Of Personnel,
Including Preparing For Emergencies.
The Code Requires A Safety Management System (Sms) To Be Established By The Company, Which Is
Defined As The Shipowner Or Any Person, Such As The Manager Or Bareboat Charterer, Who Has
Assumed Responsibility For Operating The Ship.
The Company Is Then Required To Establish And Implement A Policy For Achieving These Objectives.
This Includes Providing The Necessary Resources And Shore-Based Support. Every Company Is Expected
To Designate A Person Or Persons Ashore Having Direct Access To The Highest Level Of Management.
The Procedures Required By The Code Should Be Documented And Compiled In A Safety Management
Manual, A Copy Of Which Should Be Kept On Board.
Chapter X: Safety Measures For High Speed Craft: This Is Another New Chapter. The
Amendment Introducing The Chapter Makes Mandatory The International Code Of Safety For High Speed
Craft Which Was Adopted By The Maritime Safety Committee (Msc) At The Same Time As The
Conference.
The Chapter Entered Into Force Under Tacit Acceptance On 1 January 1996 And Applies To High Speed
Craft Built On Or After That Date.
Chapter Xi: Special Measures To Enhance Safety: The Chapter Was Developed During The
Conference To Resolve Differences Concerning The Appropriate Amendment Procedure. The New
Chapter Entered Into Force Under Tacit Acceptance On 1 January 1996.
Regulation 1 States That Organizations Entrusted By An Administration With The Responsibility For
Carrying Out Surveys And Inspections Shall Comply With The Guidelines Adopted By Imo In Resolution
A.739(18) In November 1993.
Regulation 2 Extends To Bulk Carriers Aged Five Years And Above, The Enhanced Programme Of
Surveys Applicable To Tankers Under Marpol 73/78.
The Enhanced Surveys Should Be Carried Out During The Periodical, Annual And Intermediate Surveys
Prescribed By The Marpol And Solas Conventions.
The Related Guidelines On Enhanced Surveys Pay Special Attention To Corrosion. Coatings And Tank
Corrosion Prevention Systems Must Be Thoroughly Checked And Measurements Must Also Be Carried
Out To Check The Thickness Of Plates.
Regulation 3 Provides That All Passenger Ships Of 100 Gross Tonnage And Above And All Cargo
Ships Of 300 Gross Tonnage And Above Shall Be Provided With An Identification Number Conforming
To The Imo Ship Identification Number Scheme, As Adopted By Resolution A.600(15) In 1987.
Regulation 4 Makes It Possible For Port State Control Officers Inspecting Foreign Ships To Check
Operational Requirements When There Are Clear Grounds For Believing That The Master Or Crew Are
Not Familiar With Essential Shipboard Procedures Relating To The Safety Of Ships.
Reference Is Made To Resolution A.742(18), Adopted In November 1993. The Resolution Acknowledges
The Need For Port States To Be Able To Monitor Not Only The Way In Which Foreign Ships Comply
With Imo Standards But Also To Be Able To Assess The Ability Of Ships Crews In Respect Of
Operational Requirements Relevant To Their Duties, Especially With Regard To Passenger Ships And
Ships Which May Present A Special Hazard.
The Clear Grounds Referred To Are Defined In The Annex To The
Resolution. They Include Such Factors As Operational Shortcomings, Cargo Operations Not
Being Conducted Properly, The Involvement Of The Ship In Incidents Caused By Operational Mistakes,
Absence Of An Up-To-Date Muster List And Indications That Crew Members May Not Be Able To
Communicate With Each Other.
Port State Control Inspections Are Normally Limited To Checking Certificates And Documents. But If
Certificates Are Not Valid Or If There Are Clear Grounds For Believing That The Condition Of The Ship
Or Of Its Equipment, Or Its Crew, Does Not Substantially Meet The Requirements Of A Relevant
Instrument, A More Detailed Inspection May Be Carried Out.
The Operations And Procedures Selected For Special Attention Include Ascertaining That Crew Members
Are Aware Of Their Duties As Indicated In The Muster List; Communications; Fire And Abandon Ship
Drills; Familiarity With The Ships Damage Control And Fire Control Plans; Bridge, Cargo And
Machinery Operations; And Ability To Understand Manuals And Other Instructions.
The May 1994 Amendments (Msc)

Some Of The Most Important Of The Amendments Concern Chapter V, Which Deals With Safety Of
Navigation. Three New Regulations Were Added.
Regulation 15-1 Requires All Tankers Of 20,000 Dwt And Above Built After 1 January 1996 To Be Fitted
With An Emergency Towing Arrangement To Be Fitted At Both Ends Of The Ship. Tankers Built Before
That Date Had To Be Fitted With A Similar Arrangement Not Later Than 1 January 1999.
A New Regulation 22 Was Adopted To Improve Navigation Bridge Visibility.
The Third New Regulation, 8-1, Deals With Ship Reporting, Making Mandatory The Use Of Ship
Reporting Systems Approved By Imo.
General Principles For Ship Reporting Systems Were Previously Adopted By Imo In 1989 As A
Recommendation.
The Systems Are Used To Provide, Gather Or Exchange Information Through Radio Reports.
The Regulation Makes It Mandatory For Ships Entering Areas Covered By Ship Reporting Systems To
Report In To The Coastal Authorities Giving Details Of Sailing Plans.
Chapter Ii-2, Which Deals With Fire Safety, Was Also Amended. Improvements Were Made To
Regulation 15, Which Deals With Fire Protection Arrangements For Fuel Oil, Lubrication Oil And Other
Flammable Oils.
A Number Of Amendments To The International Code For The Construction And Equipment Of Ships
Carrying Liquefied Gases In Bulk (Igc Code) And The Code For The Construction And Equipment Of
Ships Carrying Liquefied Gases (Gas Carrier Code) Were Adopted. The Changes Deal With The Filling
Limits For Cargo Tanks.

Two Of The Amendments Affect Chapter Vi And Make The Code Of Safe Practice For Cargo Stowage
And Securing Mandatory. The Code Was Adopted As A Recommendation In 1991. The Amendments
Make It Mandatory To Provide The Cargo Information Required By The Code And For Cargo Units,
Including Containers, To Be Loaded, Stowed And Secured In Accordance With A Manual That Must Be
At Least Equivalent To The Code.
The Code Is Also Made Mandatory Under Chapter Vii, Which Deals With The Carriage Of Dangerous
Goods.
The May 1995 Amendments

The Amendments Affect Regulation 8 Of Chapter V (Safety Of Navigation). The Regulation Was
Amended To Make Ships Routeing Systems Compulsory.
Governments Are Responsible For Submitting Proposals For Ships Routeing Systems To Imo In
Accordance With Amendments To The General Provisions On Ships Routeing Which Were Adopted At
The Same Time.
The November 1995 Amendments (Conference)
Adopted: 29 November 1995

The Amendments Were Based On Proposals Put Forward By The Panel Of Experts On The Safety Of Roll
On-Roll Off Passenger Ships Which Was Established In December 1994 Following The Sinking Of The
Ferry Estonia.
The Most Important Of The Changes Concerned The Stability Of Ro-Ro Passenger Ships Contained In
Chapter Ii-1 - Construction.
The Solas 90 Damage Stability Standard, Which Had Applied To All Ro-Ro Passenger Ships Built Since
1990, Was Extended To Existing Ships As Well In Accordance With An Agreed Phase-In Programme.
Ships That Only Meet 85% Of The Standard Had To Comply Fully By 1 October 1998 And Those
Meeting 97.5% Or Above, By 1 October 2005.
A New Regulation 8-2 Was Adopted Containing Special Requirements For Ro-Ro Passenger Ships
Carrying 400 Passengers Or More. This Is Intended To Phase Out Ships Built To A One-Compartment
Standard And Ensure That They Can Survive Without Capsizing With Two Main Compartments Flooded
Following Damage.
The Conference Adopted A Resolution Which Permits Regional Arrangements To Be Made On Special
Safety Requirements For Ro-Ro Passenger Ships.
The Conference Also Adopted Amendments To Other Chapters In The Solas Convention.
Changes To Chapter Iii, Which Deals With Life Saving Appliances And Arrangements, Include The
Addition Of A Section Requiring Ro-Ro Passenger Ships To Be Fitted With Public Address Systems, A
Regulation Providing Improved Requirements For Life-Saving Appliances
And Arrangements And A Requirement For All Passenger Ships To Have Full Information On
The Details Of Passengers On Board And Requirements For The Provision Of A Helicopter Pick-Up Or
Landing Area.
Other Amendments Were Made To Chapter Iv (Radiocommunications); Chapter V (Safety Of Navigation),

Including A Requirement That All Ro-Ro Passenger Ships Should Have An Established Working
Language, And Chapter Vi (Carriage Of Cargoes).
The June 1996 Amendments

A Completely Revised Chapter Iii On Life-Saving Appliances And Arrangements Was Adopted. The
Amendments To The Chapter Take Into Account Changes In Technology That Have Occurred Since The
Chapter Was Last Re-Written In 1983.
Many Of The Technical Requirements Were Transferred To A New International Life-Saving Appliance
(Lsa) Code. This Applies To All Ships Built On Or After 1 July 1998. Some Of The Amendments To
Chapter Iii Apply To Existing Ships As Well As New Ones.
Other Solas Chapters Were Also Amended.
In Chapter Ii-1 (Construction - Sub-Division And Stability, Machinery And Electrical Installations), A
New Part A-1 Dealing With The Structure Of Ships. A New Regulation 3-1 Requires Ships To Be
Designed, Constructed And Maintained In Compliance With Structural Requirements Of A Recognized
Classification Society Or With Applicable Requirements By The Administration. Regulation 3-2 Deals
With Corrosion Prevention Of Seawater Ballast Tanks And Other Amendments To Chapter Ii-1 Concern
The Stability Of Passenger And Cargo Ships In The Damaged Condition.
In Chapter Vi (Carriage Of Cargoes), Regulation 7 Was Replaced By A New Text Dealing With The
Loading, Unloading And Stowage Of Bulk Cargoes. It Is Intended To Ensure That No Excessive Stress Is
Placed On The Ships Structure During Such Operations. The Ship Must Be Provided With A Booklet
Giving Advice On Cargo Handling Operations And The Master And Terminal Representative Must Agree
On A Plan To Ensure That Loading And Unloading Is Carried Out Safely.
A Change Was Also Made To Chapter Xi Dealing With The Authorization Of Recognized Organizations.
The International Bulk Chemicals (Ibc) And Bulk Chemicals (Bch) Code Were Also Amended. The Ibc
Code Is Mandatory Under Solas And Applies To Ships Carrying Dangerous Chemicals In Bulk That Were
Built After 1 July 1986. The Bch Is Recommended And Applies To Ships Built Before That Date.

The Amendments To Chapter Ii-1 Include A Requirement For Ships To Be Fitted With A System To
Ensure That The Equipment Necessary For Propulsion And Steering Are Maintained Or Immediately
Restored In The Case Of Loss Of Any One Of The Generators In Service.
Chapter Ii-2 Was Considerably Modified, With Changes Being Made To

The General Introduction,
Part B (Fire Safety Measures For Passenger Ships),
Part C (Fire Safety Measures For Cargo Ships) And
Part D (Fire Safety Measures For Tankers).
A New International Code For Application Of Fire Test Procedures Was Made Mandatory Under The
Revised Chapter Ii-2. It Is Intended To Be Used By Administrations When Approving Products For
Installation In Ships Flying Their Flag.
An Amendment To Chapter V (Safety Of Navigation) Aims To Ensure That The Crew Can Gain Safe
Access To The Ships Bow, Even In Severe Weather Conditions. Amendments Were Also Made To Two
Regulations In Chapter Vii (Carriage Of Dangerous Goods).
The Ibc Code Was Also Amended.
The June 1997 Amendments

Entry Into Force: 1 July 1999 (Under Tacit Acceptance)
A New Regulation On Vessel Traffic Services (Vts) Was Adopted. Vts Are Traffic Management Systems,
For Example Those Used In Busy Straits.
Regulation 8-2 Of Solas Chapter V (Safety Of Navigation) Sets Out When Vts Can Be Implemented. It
Says Vessel Traffic Services Should Be Designed To Contribute To The Safety Of Life At Sea, Safety And
Efficiency Of Navigation And The Protection Of The Marine Environment, Adjacent Shore Areas,
Worksites And Offshore Installations From Possible Adverse Effects Of Maritime Traffic. Governments
May Establish Vts When, In Their Opinion, The Volume Of Traffic Or The Degree Of Risk Justifies Such
Services, The Regulation Adds. But No Vts Should Prejudice The Rights And Duties Of Governments
Under International Law And A Vts May Only Be Made Mandatory In Sea Areas Within A States
Territorial Waters.
Chapter Ii-I Relating To Stability Requirements For Passenger Ships Was Also Amended. Regulation 8.3
On Special Requirements For Passenger Ships, Other Than Ro-Ro Passenger Ships, Carrying 400 Persons
Or More Effectively Makes These Ships Comply With The Special Requirements For Ro-Ro Passenger
Ships In Regulation 8.2 Which Were Adopted In November 1995. The Special Requirements Are Aimed
At Ensuring The Ships Can Survive Without Capsizing With Two Main Compartments Flooded Following
Damage.
The November 1997 Amendments (Conference)

The Amendments Add A New Chapter Xii To The Convention Entitled Additional Safety Measures For
Bulk Carriers.
The Regulations State That All New Bulk Carriers 150 Metres Or More In Length (Built After That Date)
Carrying Cargoes With A Density Of 1,000 Kg/M3 And Above Should Have Sufficient Strength To
Withstand Flooding Of Any One Cargo Hold, Taking Into Account Dynamic Effects Resulting From
Presence Of Water In The Hold And Taking Into Account The Recommendations Adopted By Imo.

For Existing Ships (Built Before 1 July 1999) Carrying Bulk Cargoes With A
Density Of 1,780 Kg/M3 And Above, The Transverse Watertight Bulkhead Between The Two
Foremost Cargo Holds And The Double Bottom Of The Foremost Cargo Hold Should Have Sufficient
Strength To Withstand Flooding And The Related Dynamic Effects In The Foremost Cargo Hold.
Cargoes With A Density Of 1,780 Kg/M3 And Above (Heavy Cargoes) Include Iron Ore, Pig Iron, Steel,
Bauxite And Cement. Lighter Cargoes, But With A Density Of More Than 1,000 Kg/M3, Include Grains
Such As Wheat And Rice, And Timber.
The Amendments Take Into Account A Study Into Bulk Carrier Survivability Carried Out By The
International Association Of Classification Societies (Iacs) At The Request Of Imo. Iacs Found That If A
Ship Is Flooded In The Forward Hold, The Bulkhead Between The Two Foremost Holds May Not Be Able
To Withstand The Pressure That Results From The Sloshing Mixture Of Cargo And Water, Especially If
The Ship Is Loaded In Alternate Holds With High Density Cargoes (Such As Iron Ore). If The Bulkhead
Between One Hold And The Next Collapses, Progressive Flooding Could Rapidly Occur Throughout The
Length Of The Ship And The Vessel Would Sink In A Matter Of Minutes.
Iacs Concluded That The Most Vulnerable Areas Are The Bulkhead Between Numbers One And Two
Holds At The Forward End Of The Vessel And The Double Bottom Of The Ship At This Location. During
Special Surveys Of Ships, Particular Attention Should Be Paid To These Areas And, Where Necessary,
Reinforcements Should Be Carried Out.
The Criteria And Formulae Used To Assess Whether A Ship Currently Meets The New Requirements, For
Example In Terms Of The Thickness Of The Steel Used For Bulkhead Structures, Or Whether
Reinforcement Is Necessary, Are Laid Out In Imo Standards Adopted By The 1997 Conference.
Under Chapter Xii, Surveyors Can Take Into Account Restrictions On The Cargo Carried In Considering
The Need For, And The Extent Of, Strengthening Of The Transverse Watertight Bulkhead Or Double
Bottom. When Restrictions On Cargoes Are Imposed, The Bulk Carrier Should Be Permanently Marked
With A Solid Triangle On Its Side Shell.
The Date Of Application Of The New Chapter To Existing Bulk Carriers Depends On Their Age. Bulk
Carriers Which Are 20 Years Old And Over On 1 July 1999 Have To Comply By The Date Of The First
Intermediate Or Periodic Survey After That Date, Whichever Is Sooner. Bulk Carriers Aged 15-20 Years
Must Comply By The First Periodical Survey After 1 July 1999, But Not Later Than 1 July 2002. Bulk
Carriers Less Than 15 Years Old Must Comply By The Date Of The First Periodical Survey After The
Ship Reaches 15 Years Of Age, But Not Later Than The Date On Which The Ship Reaches 17 Years Of
Age.
The May 1998 Amendments

Amendments To Chapter Ii-1 - Construction - Subdivision And Stability, Machinery And Electrical
Installations Concern Regulation 14 On Construction And Initial Testing Of Watertight Bulkheads,
Etc., In Passenger Ships And Cargo Ships. Paragraph 3 Is Replaced To Allow Visual Examination Of
Welded Connections, Where Filling With Water Or A Hose Test Are Not Practicable.
In Chapter Iv - Radiocommunications The Amendments Include:
A New Regulation 5-1 Requiring Contracting Governments To Ensure Suitable Arrangements Are In
Place For Registering Global Maritime Distress And Safety System (Gmdss) Identities (Including
Ships Call Sign, Inmarsat Identities) And Making The Information
Available 24 Hours A Day To Rescue Co-Ordination Centres;
A New Paragraph 9 To Regulation 15 Maintenance Requirements Covering Testing Intervals For
Satellite Emergency Position Indicating Radio Beacons (Epirbs)
A New Regulation 18 On Position Updating Requiring Automatic Provision Of Information
Regarding The Ships Position Where Two-Way Communication Equipment Is Capable Of
Providing Automatically The Ships Position In The Distress Alert.
Amendments To Chapter Vi Carriage Of Cargoes Paragraph 6 Of Regulation 5 Stowage And

Securing Makes It Clear That All Cargoes, Other Than Solid And Liquid Bulk Cargoes Should Be
Loaded, Stowed And Secured In Accordance With The Cargo Securing Manual. A Similar Amendment
Was Adopted For Regulation 6 Of Chapter Vii Carriage Of Dangerous Goods Also Covering
Stowage And Securing.
International Convention On Load Lines, 1966

It Has Long Been Recognized That Limitations On The Draught To Which A Ship May Be Loaded Make
A Significant Contribution To Her Safety. These Limits Are Given In The Form Of Freeboards, Which
Constitute, Besides External Weathertight And Watertight Integrity, The Main Objective Of The
Convention.
The First International Convention On Load Lines, Adopted In 1930, Was Based On The Principle Of
Reserve Buoyancy, Although It Was Recognized Then That The Freeboard Should Also Ensure Adequate
Stability And Avoid Excessive Stress On The Ships Hull As A Result Of Overloading.
In The 1966 Load Lines Convention, Provisions Are Made Determining The Freeboard Of Tankers By
Subdivision And Damage Stability Calculations.
The Regulations Take Into Account The Potential Hazards Present In Different Zones And Different
Seasons. The Technical Annex Contains Several Additional Safety Measures Concerning Doors, Freeing
Ports, Hatchways And Other Items. The Main Purpose Of These Measures Is To Ensure The Watertight
Integrity Of Ships Hulls Below The Freeboard Deck.
All Assigned Load Lines Must Be Marked Amidships On Each Side Of The Ship, Together With The
Deck Line. Ships Intended For The Carriage Of Timber Deck Cargo Are Assigned A Smaller Freeboard
As The Deck Cargo Provides Protection Against The Impact Of Waves.
The Convention Includes Annex I, Divided Into Four Chapters:
Chapter I - General;
Chapter Ii - Conditions Of Assignment Of Freeboard;
Chapter Iii - Freeboards;
Chapter Iv - Special Requirements For Ships Assigned Timer Freeboards.
Annex Ii Covers Zones, Areas And Seasonal Periods And Annex Iii Contains Certificates, Including The
International Load Line Certificate.
Amendments
Amendments Were Adopted To The Convention
In 1971 (To Make Certain Improvements To The Text And To The Chart
Of Zones And Seasonal Areas);
In 1975 (To Introduce The Principle Of Tacit Acceptance Into The Convention);
In 1979 (To Make Some Alterations To Zone Boundaries Off The Coast Of Australia), And
In 1983 (To Extend The Summer And Tropical Zones Southward Off The Coast Of Chile).
None Of These Amendments Have Yet Entered Into Force. In Each Case, Two-Thirds Of Contracting
States Are Required To Accept The Amendments, And These Requirements Have Not Yet Been Met.
The 1988 Protocol

The Protocol Was Adopted In Order To Harmonize The Conventions Survey And Certification
Requirement With Those Contained In Solas (See Above) And Marpol 73/78 (See Below).
All Three Instruments Require The Issuing Of Certificates To Show That Requirements Have Been Met
And This Has To Be Done By Means Of A Survey Which Can Involve The Ship Being Out Of Service For
Several Days.
The Harmonized System Will Alleviate The Problems Caused By Survey Dates And Intervals Between
Surveys Which Do Not Coincide, So That A Ship Should No Longer Have To Go Into Port Or Repair
Yard For A Survey Required By One Convention Shortly After Doing The Same Thing In Connection
With Another Instrument.
The 1988 Load Lines Protocol Also Introduces The Tacit Acceptance Amendment Procedure Into The
Load Lines Convention. At Present, Amendments Enter Into Force After They Have Been Positively
Accepted By Two-Thirds Of Parties, But The Procedure Has Proved To Be So Slow In Practice That None
Of The Amendments Adopted To The Convention Has Ever Entered Into Force.
Under Tacit Acceptance, Amendments Enter Into Force On A Date Chosen At The Time Of Adopted,
Unless They Are Rejected By One-Thirds Of Parties. The Procedure Will Enable Changes To The
Convention To Enter Into Force Within Two Years (Or Less, In Certain Cases). This Is Important Because
The Convention Is Currently Being Revised By Imo.
The 1995 Amendments
Adopted: 24 November 1995

Entry Into Force: 12 Months After Being Accepted By Two-Thirds Of Contracting Governments.
Status: 5 Acceptances Have Been Received.
The Amendments Concern The Southern Tropical Zone Off The Coast Of Australia.
Special Trade Passenger Ships Agreement, 1971

The Carriage Of Large Numbers Of Unberthed Passengers In Special Trades Such As The Pilgrim Trade -
In A Restricted Sea Area Around The Indian Ocean - Is Of Particular Interest To Countries In That Area. It

Was Regulated By The Simla Rules Of 1931, Which Became Outdated
Following The Adoption Of The 1948 And 1960 Solas Conventions.
As A Result, Imo Convened An International Conference In 1971 To Consider Safety Requirements For
Special Trade Passenger Ships In Relation To The 1960 Solas Convention.
Included In An Annex To The Agreement Are Special Trade Passenger Ships Rules, 1971, Which Provide
Modifications To The Regulations Of Chapters Ii And Iii Of The 1960 Solas Convention.
Protocol On Space Requirements For Special Trade Passenger Ships, 1973
Adoption: 13 July 1973

Entry Into Force: 2 June 1977
Following The International Conference On Special Trade Passenger Ships, 1971, Imo, In Co-Operation
With Other Organizations, Particularly The World Health Organisation (Who), Developed Technical Rules
Covering The Safety Aspects Of Carrying Passengers On Board Such Ships.
The Protocol On Space Requirements For Special Trade Passenger Ships Was Adopted In 1973. Annexed
To This Protocol Are Technical Rules Covering The Safety Aspect Of The Carriage Of Passengers In
Special Trade Passenger Ships.
The Space Requirements For Special Trade Passenger Ships Are Complementary To The 1971 Special
Trade Passenger Ships Agreement.
Convention On The International Regulations For Preventing Collisions At Sea, 1972

(Colregs)

This Convention Was Designed To Update And Replace The Collision Regulations Of 1960 Which Were
Annexed To The Solas Convention Adopted In That Year.
The 1972 Convention Also Incorporated The Tacit Acceptance Procedure.
One Of The Most Important Innovations In The 1972 Regulations Was The Recognition Given To Traffic
Separation Schemes.
Rule 10 States That Vessels Using These Schemes Will Be Required To Proceed In The Appropriate
Traffic Lane In The General Direction Of Traffic Flow For That Lane, Keeping Clear Of A Traffic
Separation Line Or Zone. In So Far As Is Practicable, Vessels Must Avoid Crossing Traffic Lanes. When
Crossing A Lane Is Necessary, It Must Be Accomplished As Nearly As Practicable At Right Angles To
The General Direction Of The Traffic Flow.
The Convention Groups Provisions Into Sections Dealing With Steering And Sailing; Lights And Shapes
And Sound And Light Signals. There Are Also Four Annexes Containing Technical Requirements
Concerning Lights And Shapes And Their Positioning; Sound Signalling Appliances; Additional Signals
For Fishing Vessels When Operating In Close Proximity, And International Distress Signals.
Guidance Is Provided In Determining Safe Speed, The Risk Of Collision And The Conduct Of Vessels
Operating In Or Near Traffic Separation Schemes. Other Rules Concern The Operation Of Vessels In

Narrow Channels, The Conduct Of Vessels In Restricted Visibility, Vessels
Restricted In Their Ability To Manoeuvre, And Provisions Concerning Vessels Constrained
By Their Draught.
The Rules Also Include Requirements For Special Lights For Air-Cushion Vessels Operating In The Non-
Displacement Mode, A Yellow Light To Be Exhibited Above The White Sternlight By Vessels Engaged In
Towing, Special Lights And Day Signals For Vessels Engaged In Dredging Or Under-Water Operations,
And Sound Signals To Be Given In Restricted Visibility.
The Technical Details Of Construction And Positioning Of Lights And Shapes Have Been Placed In A
Separate Annex.
The 1981 Amendments

These Were Adopted By The Imo Assembly And Entered Into Force Under The Tacit Acceptance
Procedure On 1 June 1983. A Number Of Rules Are Affected But Perhaps The Most Important Change
Concerns Rule 10, Which Has Been Amended To Enable Vessels Carrying Out Various Safety Operations,
Such As Dredging Or Surveying, To Carry Out These Functions In Traffic Separation Schemes.
The 1987 Amendments

Entry Into Force: 19 November 1989
The Amendments Affect Several Rules, Such As
Rule 1(E) - Vessels Of Special Construction: The Amendment Classifies The Application Of The
Convention To Such Ships;
Rule 3(H), Which Defines A Vessel Constrained By Her Draught;
Rule 10 - Crossing Traffic Lanes, Etc.
The 1989 Amendments

The Amendment Concerns Rule 10 And Is Designed To Stop Unnecessary Use Of The Inshore Traffic
Zone.
The 1993 Amendments

Entry Into Force: 4 November 1995
The Amendments Are Mostly Concerned With The Positioning Of Lights.
International Convention For Safe Containers, 1972

Entry Into Force: 6 September 1977
In View Of The Rapid Increase In The Use Of Freight Containers For The Consignment Of Goods By Sea
And The Development Of Specialized Container Ships, In 1967 Imo Undertook To Study The Safety Of
Containerization In Marine Transport. The Container Itself Emerged As The Most Important Aspect To Be
Considered.
Imo In Co-Operation With The Economic Commission For Europe Developed A Draft Convention And In
1972 The Finalised Convention Was Adopted At A Conference Jointly Convened By The United Nations
And Imo.
The 1972 Convention For Safe Containers Has Two Goals. One Is To Maintain A High Level Of Safety Of
Human Life In The Transport And Handling Of Containers By Providing Generally Acceptable Test
Procedures And Related Strength Requirements Which Have Proven Adequate Over The Years.
The Other Is To Facilitate The International Transport Of Containers By Providing Uniform International
Safety Regulations, Equally Applicable To All Modes Of Surface Transport. In This Way, Proliferation Of
Divergent National Safety Regulations Can Be Avoided.
The Requirements Of The Convention Apply To The Great Majority Of Freight Containers Used
Internationally, Except Those Designed Specially For Carriage By Air. As It Was Not Intended That All
Containers, Van Or Reusable Packing Boxes Should Be Affected, The Scope Of The Convention Is
Limited To Containers Of A Prescribed Minimum Size Having Corner Fittings - Devices Which Permit
Handling, Securing Or Stacking.
The Convention Sets Out Procedures Whereby Containers Used In International Transport Will Be Safety-
Approved By An Administration Of A Contracting State Or By An Organization Acting On Its Behalf.
The Administration Or Its Authorized Representative Will Authorize The Manufacturer To Affix To
Approved Containers A Safety Approval Plate Containing The Relevant Technical Data.
The Approval, Evidenced By The Safety Approval Plate Granted By One Contracting State, Should Be
Recognized By Other Contracting States. This Principle Of Reciprocal Acceptance Of Safety-Approved
Containers Is The Cornerstone Of The Convention; And Once Approved And Plated It Is Expected That
Containers Will Move In International Transport With The Minimum Of Safety Control Formalities.
The Subsequent Maintenance Of A Safety-Approved Container Is The Responsibility Of The Owner, Who
Is Required To Have The Container Periodically Examined.
The Technical Annex To The Convention Specifically Requires That The Container Be Subjected To
Various Tests Which Represent A Combination Of Safety Requirements Of Both The Inland And
Maritime Modes Of Transport.
Flexibility Is Incorporated In The Convention By The Provision Of Simplified Amendment Procedures

Which Make It Possible To Speedily Adapt The Test Procedures To The Requirements Of International
Container Traffic.
The 1981 Amendments

Entry Into Force: 1 December 1981

The Amendments Provide Transitional Arrangements For Plating Of
Containers (Which Had To Be Completed By 1 January 1985), And For The Marking Of The
Date Of The Containers Next Examination By 1 January 1987.
The 1983 Amendments

The Amendments Extend The Interval Between Re-Examination To 30 Months And Permit A Choice Of
Container Re-Examination Procedures Between The Original Periodic Examination Scheme Or A New
Continuous Examination Programme.
The 1991 Amendments

The Amendments Concern Annexes I And Ii Of The Convention. They Include The Addition Of A New
Chapter V To Annex I Concerning Regulations For The Approval Of Modified Containers.
The 1993 Amendments

Entry Into Force: 12 Months After Being Accepted By Two-Thirds Of Contracting Parties
The Amendments Concern The Information Contained On The Csc Approval Plate And Also Amend
Some Of The Test Loads And Testing Procedures Required By The Convention.
Convention On The International Maritime Satellite Organization, 1976
Adoption: 3 September 1976

Imo Recognised The Potential For Satellite Communications To Assist In Distress Situations At Sea Soon
After The Launch Of The Worlds First Telecommunications Satellite, Telstar, In 1962 - And In February
1966, Imos Maritime Safety Committee (Msc) Decided To Study The Operational Requirements For A
Satellite Communications System Devoted To Maritime Purposes.
In 1973, Imo Decided To Convene A Conference With The Object Of Establishing A New Maritime
Communications System Based On Satellite Technology.
The Conference First Met In 1975 And Held Three Sessions, At The Third Of Which, In 1976, The
Convention On The International Maritime Satellite Organization, Was Adopted, Together With An
Operating Agreement.
The Convention Defines The Purposes Of Inmarsat As Being To Improve Maritime Communications,
Thereby Assisting In Improving Distress And Safety Of Life At Sea Communications, The Efficiency And
Management Of Ships, Maritime Public Correspondence Services, And Radiodetermination Capabilities.

The Organization Consists Of An Assembly, Council And A Directorate
Headed By A Director-General, And The Functions Of Each Are Defined. An Annex To The
Convention Outlines Procedures For The Settlement Of Disputes.
The Operating Agreement Set An Initial Capital Ceiling For The Organization Of Us$ 200 Million.
Investment Shares Are Determined On The Basis Of Utilization Of The Inmarsat Space Segment.
Inmarsat Began Operations In 1981 And Has Its Headquarters In London.
The 1985 Amendments

The Amendments Enabled Inmarsat To Provide Services To Aircraft As Well As Ships.
The 1989 Amendments
Adoption: 19 January 1989

The Amendments Enabled Inmarsat To Provide Services To Land-Based Vehicles As Well As Ships And
Aircraft.
The 1994 Amendments

Entry Into Force: One Year After Being Accepted By Two-Thirds Of Contracting Parties Representing
Two-Thirds Of The Total Investment Share.
One Of The Amendments Changed The Name Of The Organization To The International Mobile Satellite
Organization, Abbreviated To Inmarsat. The Change Reflects Changes Since The Organization Was
Formed And The Extension Of Its Services From The Maritime Sector To Other Modes Of Transport.
There Were Also Changes To Article 13 On The Composition Of The Inmarsat Council.
Restructuring Of Inmarsat
Inmarsats Assembly Of Member Governments Agreed In September 1998 To Privatize Inmarsat From
April 1999.
However, Inmarsat Will Retain An Intergovernmental Body To Ensure That Inmarsat Meets Its Public
Service Obligations, Including Obligations Relating To The Global Maritime Distress And Safety System
(Gmdss).
The Torremolinos International Convention For The Safety Of Fishing Vessels, 1977

Entry Into Force: One Year After 15 States With 50 Per Cent Of The Worlds Fishing Fleet Of Vessels
Of 24 Metres In Length Have Ratified The Convention.

Status: The Convention Has Been Ratified By 18 States But Has Been
Superseded By 1993 Protocol (See Below).
The Convention, Adopted At A Conference Held In Torremolinos, Spain, Was The First-Ever International
Convention On The Safety Of Fishing Vessels.
The Safety Of Fishing Vessels Was A Matter Of Concern To Imo Since The Organization Came Into
Existence, But The Great Differences In Design And Operation Between Fishing Vessels And Other Types
Of Ships Had Always Proved A Major Obstacle To Their Inclusion In The Conventions On Safety Of Life
At Sea And Load Lines.
The Convention Contains Safety Requirements For The Construction And Equipment Of New, Decked,
Seagoing Fishing Vessels Of 24 Metres In Length And Over, Including Those Vessels Also Processing
Their Catch. Existing Vessels Are Covered Only In Respect Of Radio Requirements.
One Of The Most Important Features Of The Convention Is That It Contains Stability Requirements For
The First Time In An International Convention.
Other Chapters Deal With Such Matters As
Construction, Watertight Integrity And Equipment;

Machinery And Electrical Installations And Unattended Machinery Spaces;
Fire Protection, Detection, Extinction, And Fire Fighting;
Protection Of The Crew;
Life-Saving Appliances;
Emergency Procedures, Musters And Drills;
Radiotelegraphy And Radiotelephony; And
Shipborne Navigational Equipment.
The 1993 Torremolinos Protocol

Entry Into Force: One Year After 15 States With At Least An Aggregate Fleet Of 14,000 Vessels
Equivalent To Approximately 50% Of Todays World Fishing Fleet Of Vessels Of 24 Metres In Length
And Over, Have Ratified The Protocol.
Status:5 Acceptances Have Been Received
In The 1980s, It Became Clear That The Parent Convention Was Unlikely To Enter Into Force, Largely
Because Of Technical Reasons. As A Result If Was Decided To Prepare A Replacement In The Form Of
A Protocol.
The Protocol Updates The Parent Convention And Takes Account Of Technological Evolution In The
Recent Years And The Need To Take A Pragmatic Approach Towards The Early Ratification Of An
Instrument Which Is Needed To Regulate The Safety Of Fishing Vessels And Those Who Sail In Them.
The Protocol, Which Amends And Absorbs The Parent Convention, Also Applies To Fishing Vessels Of
24 Metres In Length And Over Including Those Vessels Also Processing Their Catch.
The Purpose Of The Protocol Is To Eliminate The Provisions Incorporated In The Parent Convention
Which Have Caused Difficulties For States And Thereby Enable It To Be Brought Into Force As Soon As
Possible.
The Protocol Is Also Intended To Take Into Account Developments In
Fishing And In Fishing Vessel Technology As They Relate To The Safety Of Fishing Vessels
And Fishermen Which Have Taken Place In The Years Since The Adoption Of The 1977 Convention. The
Trend To Exploit Deep Water Fishing Grounds On A Large Scale And To Conduct Fishing Operations In
Distant Waters Demands Safer And More Comfortable Living And Working Conditions For Fishermen.
This Has Made It Necessary For The Fishing Industry To Design And Build A New Generation Of
Modern And More Sophisticated Fishing Vessels. To Be Successful In Their Operations, These Vessels
Have To Be Fitted With Advanced Fishfinding And Navigation Equipment. Although Provided With
Effective Trawling Methods, Environment-Friendly Trawling Is Being Introduced To Preserve The Fishing
Resources As Well As The Seabed.
The General Trend In Modern Designed Fishing Vessels, If They Are To Be Economically Profitable,
Must Include Improvements In Machinery And Fishing Gear, Improvements In Safety Features As A
Whole And Better Working Conditions For Fishermen. Safety Provisions Addressed By The Protocol
Include Automatically Controlled Machinery Spaces, Improved Life-Saving Appliances, Immersion Suits
And Thermal Protective Aids, Satellite Communication Systems And Other Components Of The Global
Maritime Distress And Safety System.
International Convention On Standards Of Training, Certification And Watchkeeping

For Seafarers, 1978

(Note: The 1995 Amendments - See Below - Completely Revised The Convention)
The Convention Was The First To Establish Basic Requirements On Training, Certification And
Watchkeeping For Seafarers On An International Level.
The Technical Provisions Of The Convention Were Contained In An Annex, Divided Into Six Chapters.
The First Contains General Provisions And The Contents Of The Others Are Outlined Below.
Master-Deck Department: This Chapter Outlines Basic Principles To Be Observed In Keeping A

Navigational Watch.
It Also Lays Down Mandatory Minimum Requirements For The Certification Of Masters, Chief
Mates And Officers In Charge Of Navigational Watches On Ships Of 200 Grt Or More. Other
Regulations Deal With Mandatory Minimum Requirements For Officers In Charge Of Navigational
Watches And Masters Of Ships Of Less Than 200 Grt And For Ratings Forming Part Of A
Navigational Watch.
The Chapter Also Includes Regulations Designed To Ensure The Continued Proficiency And
Updating Of Knowledge For Masters And Deck Officers. Further Requirements Are Contained In A
Number Of Annexes.
Engine Department: This Chapter Outlines Basic Principles To Be Observed In Keeping An
Engineering Watch. It Includes Mandatory Minimum Requirements For Certification Of Chief And
Second Engineer Officers Of Ships With Main Propulsion Machinery Of 3000 Kw Or More And
For Ships Of Between 750 Kw And 3000 Kw.
Mandatory Minimum Requirements Are Also Laid Down For The Certification Of Engineer
Officers In Charge Of A Watch In A Traditionally Manned Engine Room, Or The Designated
Engineer In A Periodically Unmanned Engine Room, And The Chapter Also Establishes Mandatory
Minimum Requirements For Ratings Forming Part Of An Engine Room Watch.
Radio Department: The First Regulation In This Chapter Deals With Radio Watchkeeping And
Maintenance. The Chapter Goes On To Establish Mandatory Minimum Requirements For
Certification Of Radio Officers And Radio Operators, And Requirements To Ensure Their
Continued Proficiency And Updating Of Knowledge. Another
Regulation Establishes Mandatory Minimum Requirements For Certification Of
Radiotelephone Operators.
Special Requirements For Tankers: This Chapter Deals With Additional Mandatory Minimum
Requirements For The Training And Qualification Of Masters, Officers And Ratings Of Oil Tankers,
Chemical Tankers And Liquefied Gas Tankers.
Proficiency In Survival Craft: This Chapter Is Concerned With Mandatory Minimum Requirements For
The Issue Of Certificates Of Proficiency In Survival Craft.
The Requirements Of The Convention Are Augmented By 23 Resolutions Adopted By The Conference,
Many Of Which Contain More Detailed Provisions On The Subjects Covered By The Convention Itself.
The 1991 Amendments

Entry Into Force: 1 December 1992
The Amendments Are Mostly Concerned With Additional Requirements Made Necessary By The
Implementation Of The Global Maritime Distress And Safety System (Gmdss).
The 1994 Amendments

The Amendments Replaced Chapter V, Which Deals With Special Training For Crews On Tankers, With
A New Text.
The 1995 Amendments

The1995 Amendments Represented A Major Revision Of The Convention.
One Of The Major Features Of The Revision Is The Adoption Of A New Stcw Code, To Which Many
Technical Regulations Have Been Transferred. Part A Of The Code Is Mandatory While Part B Is
Recommended. Dividing The Regulations Up In This Way Makes Administration Easier And It Also
Makes The Task Of Revising And Updating Them More Simple: For Procedural And Legal Reasons There
Is No Need To Call A Full Conference To Make Changes To Codes.
The Original 1978 Convention Had Been Criticized On Many Counts. Critics Pointed Out The Many
Vague Phrases, Such As To The Satisfaction Of The Administration, Which Resulted In Different
Interpretations Being Made. Others Complained That The Convention Was Never Uniformly Applied And
Did Not Impose Any Strict Obligations On Parties Regarding Implementation. There Was Also A General
Recognition That, After 17 Years, The Convention Badly Needed To Be Brought Up To Date.
Some Of The Most Important Amendments Adopted By The Conference Concern Chapter I (General
Provisions). They Include The Following:
Parties To The Convention Will Be Required To Provide Detailed Information To Imo Concerning
Administrative Measures Taken To Ensure Compliance With The Convention.
This Information Will Be Used By The Maritime Safety Committee (Msc), Imos
Senior Technical Body, To Identify Parties That Are Able To Demonstrate That They Can Give Full
And Complete Effect To The Convention. Other Parties Will Then Be Able To Accept That
Certificates Issued By These Parties Are In Compliance With The Convention.
This Regulation Is Regarded As Particularly Important Because It Means That Governments Will
Have To Establish That They Have The Administrative, Training And Certification Resources
Necessary To Implement The Convention.
No Such Proof Was Required In The Original Convention, Leading To Complaints That Standards
Differed Widely From Country To Country And Certificates Could Therefore Not Always Be
Relied On. Further Regulations Dealing With This Aspect Are Contained In The Mandatory Part A
Of The Stcw Code.
Enhanced Procedures Concerning The Exercise Of Port State Control Have Been Developed To Allow
Intervention In The Case Of Deficiencies Deemed To Pose A Danger To Persons, Property Or The
Environment.
Measures Have Been Introduced For Watchkeeping Personnel To Prevent Fatigue.
The Stcw Code
The Regulations Contained In The Convention Are Supported By Sections In The Code. Generally
Speaking, The Convention Contains Basic Requirements Which Are Then Enlarged Upon And Explained
In The Code.
Part B Of The Code Contains Recommended Guidance Which Is Intended To Help Parties Implement The
Convention. The Measures Suggested Are Not Mandatory And The Examples Given Are Only Intended
To Illustrate How Certain Convention Requirements May Be Complied With.
However, The Recommendations In General Represent An Approach That Has Been Harmonized By
Discussions Within Imo And Consultation With Other International Organizations.
Until 1 February 2002, However, Parties May Continue To Issue, Recognize And Endorse Certificates
Which Applied Before That Date In Respect Of Seafarers Who Began Training Or Seagoing Service
Before 1 August 1998.
International Convention On Standards Of Training, Certification And Watchkeeping

For Fishing Vessel Personnel (Stcw-F), 1995

Entry Into Force: 12 Months After Being Accepted By 15 States.
Status: 2 Acceptances Received
Because Of The Nature Of The Fishing Industry It Is Extremely Difficult To Develop Regulations For
Other Sections Of The Shipping Industry Which Can Be Applied Without Modification To Fishing Vessels
As Well.
The Convention Will Apply To Crews Of Seagoing Fishing Vessels Generally Of 24 Metres In Length
And Above.
It Was Originally Intended That Requirements For Crews On Fishing Vessels Should Be Developed As A
Protocol To The Main Stcw Convention, But After Careful Consideration It Was Agreed That It Would Be
Better To Adopt A Completely Separate Convention. The Convention Is The
First Attempt To Make Standards Of Safety For Crews Of Fishing Vessels Mandatory.
The Stcw-F Convention Is Comparatively Short And Consists Of 15 Articles And Several Chapters
Contained In An Annex. Chapter I Contains General Provisions And Chapter Ii Deals With Certification
Of Skippers, Officers, Engineer Officers And Radio Operators.
Previously Efforts To Improve The Training, Certification And Watchkeeping Standards Of Fishing
Vessels Personnel Have Been Adopted As Recommendations In Assembly Resolutions And The
Document For Guidance On Fishermens Training And Certification Produced Jointly By Imo And The
Food And Agriculture Organization (Fao) And The International Labour Organisation (Ilo).
International Convention On Maritime Search And Rescue, 1979

The Main Purpose Of The Convention Is To Facilitate Co-Operation Between Governments And Between
Those Participating In Search And Rescue (Sar) Operations At Sea By Establishing An International Sar
Plan.
Co-Operation Of This Type Is Encouraged By Solas 1974, Parties To Which Undertake To Ensure That
Any Necessary Arrangements Are Made For Coast Watching And For The Rescue Of Persons In Distress
Round Its Coasts. These Arrangements Should Include The Establishment, Operation And Maintenance Of
Such Maritime Safety Facilities As Are Deemed Practicable And Necessary.
The Technical Requirements Of The Sar Convention Are Contained In An Annex. Parties To The
Convention Are Required To Ensure That Arrangements Are Made For The Provision Of Adequate Sar
Services In Their Coastal Waters.
Parties Are Encouraged To Enter Into Sar Agreements With Neighbouring States Involving The
Establishment Of Sar Regions, The Pooling Of Facilities, Establishment Of Common Procedures, Training
And Liaison Visits. The Convention States That Parties Should Take Measures To Expedite Entry Into Its
Territorial Waters Of Rescue Units From Other Parties.
The Convention Then Goes On To Establish Preparatory Measures Which Should Be Taken, Including
The Establishment Of Rescue Co-Ordination Centres And Subcentres. It Outlines Operating Procedures To
Be Followed In The Event Of Emergencies Or Alerts And During Sar Operations. This Includes The
Designation Of An On-Scene Commander And His Duties.
Parties To The Convention Are Required To Establish Ship Reporting Systems, Under Which Ships
Report Their Position To A Coast Radio Station. This Enables The Interval Between The Loss Of Contact
With A Vessel And The Initiation Of Search Operations To Be Reduced. It Also Helps To Permit The
Rapid Determination Of Vessels Which May Be Called Upon To Provide Assistance Including Medical
Help When Required.
Under The Convention, The Worlds Oceans Have Been Divided Up Into Regional Search And Rescue
Regions, And In Each Region, Countries Have Been Working To Agree Each Individual Countrys Search
And Rescue Region, For Which It Is Responsible. This Global Network Was Provisionally Completed
Following A Conference In Fremantle, Australia, In September 1998.
The 1998 Amendments

Entry Into Force: 1 January 2000 (Under Tacit Acceptance)
The Revised Sar Convention Clarifies The Responsibilities Of Governments And Puts Greater Emphasis
On The Regional Approach And Co-Ordination Between Maritime And Aeronautical Sar Operations. It Is
Hoped The Revised Convention Will Be More Acceptable To Those States Which Have Not Yet Ratified
The 1979 Sar Convention - As Of 1 February 1999, The Sar Convention Had Been Ratified By Only 60
Countries, Whose Combined Merchant Fleets Represent Less Than 50% Of World Tonnage.
The Revision Applies To The Main Body Of The Convention, Contained In An Annex, Which Is Divided
Into Chapters . The Terms And Definitions Contained In Chapter 1 Have Been Updated And Chapter 2,
Which Deals With Organization And Co-Ordination, Has Been Re-Drafted To Make The Responsibilities
Of Governments Clearer.
The New Text Requires Parties, Either Individually Or In Co-Operation With Other States, To Establish
Basic Elements Of A Search And Rescue Service, And Describes How Sar Services Should Be Arranged
And National Capabilities Be Developed. Parties Are Required To Establish Rescue Co-Ordination
Centres And To Operate Them On A 24-Hour Basis With Trained Staff Having A Working Knowledge Of
English.
Under The Revised Chapter 2, Parties Are Required To Ensure The Closest Practicable Co-Ordination
Between Maritime And Aeronautical Services. Imo And The International Civil Aviation Organization
(Icao) Have Jointly Developed The International Aeronautical And Maritime Search And Rescue (Iamsar)
Manual, To Replace The Earlier Merchant Ship Search And Rescue Manual (Mersar), First Published In
1971, And The Imo Search And Rescue Manual (Imosar), First Published In 1978.
Other Chapters In The Revised Sar Convention Deal With Co-Operation Between States (Chapter 3) And
Operating Procedures (Chapter 4), Which Incorporates The Previous Chapters 4 (Preparatory Measures)
And 5 (Operating Procedures). Chapter 4 Gives Procedures To Be Followed, Such As During Initial
Action, Emergency Phases, Initiation Of Search And Rescue Operations When The Position Of The Search
Object Is Unknown And Co-Ordination Of Sar Activities. The Revised Chapter 4 Says That Search And
Rescue Operations Shall Continue, When Practicable, Until All Reasonable Hope Of Rescuing Survivors
Has Passed.
The Original Chapter 6 (Ship Reporting Systems) Has Been Updated And Renumbered As Chapter 5. It
Says That Ship Reporting Systems Should Provide Up-To-Date Information On The Movements Of
Vessels In The Event Of A Distress Incident To Help The Sar Activities.
39.
Solas Chpt. Vii Carriage Of Dangerous Goods
Part A: General Provisions.
Regulation 2:
Cargo Information.
1. The Shipper Shall Provide The Master Or His Representative With
Appropriate Information On The Cargo Sufficiently In Advance Of Loading To Enable
The Precautions Which May Be Necessary For The Proper Stowage And The Safe Carriage Of The
Cargo To Be Put Into Effect.
Such Information Shall Be Confirmed In Writing And By Appropriate Shipping Documents Prior
To Loading The Cargo On The Ship.
2: Such Information Shall Include:
In The Case Of General Cargo And That Of Cargo Carried In Units, A General Description Of The
Cargo, The Gross Mass Of The Cargo Or Of The Cargo Units, And Any Relevant Special Properties
Of The Cargo.
In The Case Of Bulk Cargo Information On The Stowage Factor Of The Cargo, The Trimming
Procedures And In The Case Of A Concentrate Or Other Cargo Which May Liquefy, Additional
Information In The Form Of A Certificate On The Moisture Content Of The Cargo And Its
Transportable Moisture Content.
In The Case Of Bulk Cargo Not Classified In Accordance With The Provisions Of Regulation Vii/2,
But Which Has Chemical Properties That May Create A Potential Hazard, In Addition To The
Information Required By The Previous Paragraphs, Requires Information Regarding Its Chemical
Properties.
1. Prior To Loading Cargo Units On Board, The Shipper Shall Ensure That The Gross Mass Of Such
Units Is In Accordance With The Gross Mass Declared In The Shipping Documents.
Regulation 3
Oxygen Analysis And Gas Detection Equipment.
1. When Transporting A Bulk Cargo Which Is Liable To Emit A Toxic Or Flammable Gas, Or Cause
Oxygen Depletion In The Cargo Space, An Appropriate Instrument For Measuring The
Concentration Of Gas Or Oxygen In The Air Shall Be Provided Together With Detailed
Instructions For Its Use. Such An Instrument Shall Be To The Satisfaction Of The Administration.
2. The Administration Shall Take Steps To Ensure That The Crews Of Such Ships Are Trained In The
Use Of Such Instruments.
Regulation 4:
Marking, Labelling And Placarding:
1. Packages Containing Dangerous Goods Shall Be Durably Marked With Correct Technical Name;
Trade Names Alone Shall Not Be Used.
2. Packages Containing Dangerous Goods Shall Be Provided With Distinctive Labels, Or Stencils Of
Labels, Or Placards, As Appropriate, So As To Make Clear The Dangerous Properties Of The
Goods Contained Therein.
3. Marking, Labelling, Placarding Shall Be Such That Its Information Will Still Be Liable After 3
Months Immersion In The Sea.

Regulation 5:
Documentation;
1. Documents Relating To Carriage Of Dangerous Goods By Sea, Shall Use Correct Technical Name
Of The Goods.
2. Shall Include A Signed Certificate Or Declaration That The Shipment Offered Is Properly
Packaged & Marked, Labelled Or Placarded, As Appropriate.
3. Person Responsible For Packing Of Dangerous Goods In A Freight Container Or Road Vehicle
Shall Provide A Signed Container Packing Certificate Or Vehicle Packing Declaration Stating
Cargo In Unit Has Been Properly Packed & Secured & All Applicable Transport Requirements
Have Been Met. Cert Or Decl May Be Combined With Document In Para 2.
4. Freight Container Or Road Vehicle Not Complying With Requirements Of Para 2 Or 3 Shall Not
Be Accepted For Shipment.
5. Ship Carrying D.G Shall Have Special List Or Manifest Setting Forth, In Accordance With The
Classification Set Out In Reg 2. A Detailed Stowage Plan Which Identifies By Class & Sets Out
The Location Of All Dangerous Goods On Board May Be Used In Place Of Such Special List Or
Manifest.
Regulation 6:
Stowage Requirements;
1. Dangerous Goods Shall Be Loaded Stowed And Secured Safely And Appropriately In Accordance
With The Nature Of The Goods. Incompatible Goods Shall Be Segregated From One Another.
2. Explosives Except Ammunition Which Presents A Serious Risk Shall Be Stowed In A Magazine
Which Shall Be Securely Closed While At Sea. Such Explosives Shall Be Segregared From Their
Detonators. Electrical Apparatus And Cables In Any Compartment In Which Explosives Are
Carried Shall Be So Designed And Used As To Minimise The Risk Of Fire And Explosion.
3. Dangerous Goods In Packaged Form Which Give Off Dangerous Vapours Shall Be Stowed In A
Mechanically Ventillated Space Or On Deck. Dangerous Goods In Solid Form In Bulk Which Give
Off Dangerous Vapours Shall Be Stowed In A Well Ventillated Space.
4. In Ships Carrying Flammable Gases Or Liquids, Special Precautions Shall Be Taken Where
Necessary Against Fire Or Explosion.
5. Substances Which Are Liable To Spontaneous Heating Or Combustion Shall Not Be Carried
Unless Adequate Precautions Have Been Taken To Minimise The Likelyhood Of The Outbreak Of
A Fire.
6. Cargo Transport Units, Including Freight Containers, Shall Be Loaded, Stowed And Secured
Throughout The Voyage In Accordance With The Cargo Securing Manual Approved By The
Administration. The Securing Manual Shall Be Drawn Up To The Standard Atleast Equivalent To
The Guidelines Developed By The Organisation.
Regulation 7:
Explosives In Passenger Ships;

Explosives In Division 1.4 Compatiblity Group S,( Refer To Class I Of The
Imdg Code), May Be Carried In Any Amount In Passenger Ships. No Other Explosives May
Be Carried Except Any One Of The Following:
1) Explosive Articles For Life Saving Purposes, If The Total Net Explosives Mass Of Such
Articles Doesnt Exceed 50 Kg. Per Ship O R
2) Explosives In Compatiblity Groups C, D And E; If The Total Net Explosive Mass

Doesnt Exceed 10 Kg. Per Ship; O R
3) Explosive Articles In Compatiblity Group G Other Than Those Requiring Special

Stowage, If The Total Net Explosive Mass Doesnt Exceed 10 Kg Per Ship; O R
4. Explosive Articles In Compatiblity Group B If The Total Net Explosive Mass Doesnt Exceed 5 Kg
Per Ship.
o Notwithstanding The Provisions Of The Above Paragraph Additional Quantities Or Types

Of Explosives Can Be Carried In Passenger Ships In Which Special Safety Measures
Approved By The Administration Are Taken.
Solas - Explosives In Passenger Ships
Regulation 7
1. Explosives In Division 1.4, Compatibility Group S, May Be Carried In Any Amount In Passenger
Ships. No Other Explosives May Be Carried Except Any One Of The Following:
1. Explosive Articles For Life Saving Purposes, If Total Net Explosives Mass Of Such Articles Does
Not Exceed 50 Kg Per Ship; Or
2. Explosives In Compatibility Groups C, D & E, If Total Net Explosives Mass Does Not Exceed 10
Kg Per Ship; Or
3. Explosive Articles In Compatibility Group G Other Than Those Requiring Special Stowage, If
Total Net Explosives Mass Does Not Exceed 10 Kg Per Ship; Or
4. Explosive Articles In Compatibility Group B, If Total Net Explosives Mass Does Not Exceed 5 Kg
Per Ship.
1. Notwithstanding The Provisions Of Paragraph 1, Additional Quantities Of Types Of Explosives
May Be Carried In Passenger Ships In Which Special Safety Measures Approved By The
Administration Are Taken.
Regulation 4
Fire Pumps, Fire Mains, Hydrants And Hoses

(Paragraph 3.3.2.5 Of This Regulation Applies To Ships
Constructed On Or After 1 February 1992)
1 Every Ship Shall Be Provided With Fire Pumps, Fire Mains, Hydrants And
Hoses Complying As Applicable With The Requirements Of This Regulation.
2 Capacity Of Fire Pumps
2.1 The Required Fire Pumps Shall Be Capable Of Delivering For Fire Fighting Purposes A
Quantity Of Water, At The Pressure Specified In Paragraph 4, As The Paragraph Applies From 1
July 1997.
Chapter Ii-2: Construction
Pumps In Passenger Ships, Not Less Than Two Thirds Of The
Quantity Required To Be Dealt With By The Bilge Pumps When
Employed For Bilge Pumping; And
Pumps In Cargo Ships, Other Than Any Emergency Pump, Not Less
Than Four Thirds Of The Quantity Required Under Regulation
11-1/21 To Be Dealt With By Each Of The Independent Bilge Pumps
In A Passenger Ship Of The Same Dimension When Employed In
Bilge Pumping, Provided That In No Cargo Ship Need The Total
Required Capacity Of The Fire Pumps Exceeds 180 M3/H.
2.2 Each Of The Required Fire Pumps (Other Than Any Emergency Pump Required In Paragraph
3.3.2 For Cargo Ships) Shall Have A Capacity Not Less Than 80% Of The Total Required Capacity
Divided By The Minimum Number Of Required Fire Pumps But In Any Case Not Less Than 25
M3/H And Each Such Pump Shall In Any Event Be Capable Of Delivering At Least The Two
Required Jets Of Water. These Fire Pumps Shall Be Capable Of Supplying The Fire Main System
Under The Required Conditions. Where More Pumps Than The Minimum Of Required Pumps Are
Installed The Capacity Of Such Additional Pumps Shall Be To The Satisfaction Of The
Administration.
3 Arrangements Of Fire Pumps And Of Fire Mains
3.1 Ships Shall Be Provided With Independently Driven Fire Pumps As Follows:
.1 Passenger Ships Of 4,000 Tons At Least Three
Gross Tonnage And Upwards
.2 Passenger Ships Of Less Than At Least Two
4,000 Gross Tonnage And
Cargo Ships Of 1,000 Tons Gross
Tonnage And Upwards

.3 Cargo Ships Of Less Than 1,000 Tons To The Satisfaction Of
Gross Tonnage The Administration
3.2 Sanitary, Ballast, Bilge Or General Service Pumps May Be Accepted As Fire Pumps, Provided That
They Are Not Normally Used For Pumping Oil And That If They Are Subject To Occasional Duty For The
Transfer Or Pumping Of Oil Fuel, Suitable Changeover Arrangements Are Fitted.
3.3 The Arrangement Of Sea Connections, Fire Pumps And Their Sources Of Power Shall Be Such
As To Ensure That:
.1 In Passenger Ships Of 1,000 Gross Tonnage And Upwards, In The
Event Of A Fire In Any One Compartment All The Fire Pumps Will
Not Be Put Out Of Action.
.2 In Cargo Ships Of 2,000 Gross Tonnage And Upwards, If A Fire In
Any One Compartment Could Put All The Pumps Out Of Action
There Shall Be An Alternative Means Consisting Of A Fixed
Independently Driven Emergency Pump Which Shall Be Capable Of
Supplying Two Jets Of Water To The Satisfaction Of The
Administration. The Pump And Its Location Shall Comply With
The Following Requirements:
.2.1 The Capacity Of The Pump Shall Not Be Less Than 40% Of The
Total Capacity Of The Fire Pumps Required By This Regulation, And
In Any Case Not Less Than 25 M^3/Hr
.2.2 When The Pump Is Delivering The Quantity Of Water Required By Paragraph 3.3.2.1,
The Pressure At Any Hydrant Shall Be Not Less Than The Minimum Pressures Given In
Paragraph 4.2.
.2.3 Any Diesel Driven Power Source For The Pump Shall Be Capable
Of Being Readily Started In Its Cold Condition Down To
Temperature Of 0oc By Hand (Manual) Cranking. If This Is
Impracticable, Or If Lower Temperatures Are Likely To B,
Encountered, Consideration Is To Be Given To The Provision
And Maintenance Of Heating Arrangements, Acceptable To The
Administration, So That Ready Starting Will Be Assured. If Hand

(Manual) Starting Is Impracticable, The Administration
Permit Other Means Of Starting. These Means Shall Be Such As To
Enable The Diesel Driven Power Source To Be Started At Least Six
Times In A Period Of 30 Min, And Atleast Twice Within The First 10 Min.
.2.4 Any Service Fuel Tank Shall Contain Sufficient Fuel To Enable The Pump To Run On Full Load For
At Least 3 Hours And Sufficient Reserves Of Fuel Shall Be Available Outside The Main Machinery Space
To Enable The Pump To Run On Full Load For An Additional 15 Hours.
.2.5 The Total Suction Head And Net Positive Suction Head Of The Pump Shall Be Such
That The Requirements Of Para 3.3.2, 3.3.2.1, 3.3.2.2 And 4.2 Of This Regulation Shall Be
Obtained Under All Conditions Of List, Trim, Roll And Pitch Likely To Be Encountered In
Service
.2.6 The Boundaries Of The Space Containing The Fire Pump Shall Be
Insulated To A Standard Of Structural Fire Protection Equivalent
To That Required For A Control Station In Regulation 44.
.2.7 No Direct Access Shall Be Permitted Between The Machinery
Space And The Space Containing The Emergency Fire Pump And
Its Source Of Power. When This Is Impracticable An Adminis-
Tration May Accept An Arrangement Where The Access Is By
Means Of An Airlock, Each Of The Two Doors Being Self-Closing,
Or Through A Watertight Door Capable Of Being Operated From A
Space Remote From The Machinery Space And The Space
Containing The Emergency Fire Pump And Unlikely To Be Cut
Off In The Event Of Fire In Those Spaces. In Such Cases A Second
Means Of Access To The Space Containing The Emergency Fire
Pump And Its Source Of Power Shall Be Provided.
.2.8 Ventilation Arrangements To The Space Containing The Inde-
Pendent Source Of Power For The Emergency Fire Pump Shall Be
Such As To Preclude, As Far As Practicable, The Possibility Of
Smoke From A Machinery Space Fire Entering Or Being Drawn
Into That Space.

.2.9 Ships Constructed On Or After 1 October 1994, In Lieu Of The
Provisions Of Paragraph 3.3.2.6, Shall Comply With The
Following Requirements:
The Space Containing The Fire Pump Shall Not Be Contiguous To
The Boundaries Of Machinery Spaces Of Category A Or Those
Spaces Containing Main Fire Pumps. Where This Is Not
Practicable, The Common Bulkhead Between The Two Spaces
Shall Be Insulated To A Standard Of Structural Fire Protection
Equivalent To That Required For A Control Station In
Regulation 44.
.3 In Passenger Ships Of Less Than 1,000 Gross Tonnage And Cargo
Ships Of Less Than 2,000 Gross Tonnage, If A Fire In Any One
Compartment Could Put Ah The Pumps Out Of Action The
Alternative Means Of Providing Water For Fire-Fighting Purposes
Are To The Satisfaction Of The Administration.
.3.1 For Ships Constructed On Or After 1 October 1994, The
Alternative Means To Be Provided In Accordance With The
Provisions Of Paragraph 3.3.3 Shall Be An Independently Driven,
Power-Operated Emergency Fire Pump With Its Source Of Power
And Sea Connection Located Outside The Machinery Space.
.4 In Addition, In Cargo Ships Where Other Pumps, Such As General
Service, Bilge And Ballast, Etc., Are Fitted In A Machinery Space,
Arrangements Shall Be Made To Ensure That At Least One Of These
Pumps, Having The Capacity And Pressure Required By Paragraphs
2.2 And 4.2, Is Capable Of Providing Water To The Fire Main.
3.4 The Arrangements For The Ready Availability Of Water Supply Shall Be:
.1 In Passenger Ships Of1,000 Gross Tonnage And Upwards Such That

At Least One Effective Jet Of Water Is Immediately Available
From
Any Hydrant In An Interior Location And So As To Ensure The
Continuation Of The Output Of Water By The Automatic Starting Of
A Required Fire Pump;
.2 In Passenger Ships Of Less Than 1,000 Gross Tonnage And In Cargo
Ships To The Satisfaction Of The Administration;
.3 In Cargo Ships With A Periodically Unattended Machinery Space Or
When Only One Person Is Required On Watch, There Shall Be
Immediate Water Delivery From The Fire Main System At A Suitable
Pressure, Either By Remote Starting Of One Of The Main Fire Pumps
With Remote Starting From The Navigation Bridge And Fire Control
Station, If Any, Or Permanent Pressurization Of The Fire Main
System By One Of The Main Fire Pumps, Except That The
Administration May Waive This Requirement For Cargo Ships Of
Less Than 1,600 Gross Tonnage If The Arrangement Of The
Machinery Space Access Makes It Unnecessary;
.4 In Passenger Ships, If Fitted With Periodically Unattended
Machinery Spaces In Accordance With Regulation Ii-1/54, The
Administration Shall Determine Provisions For Fixed Water Fire-
Extinguishing Arrangement For Such Spaces Equivalent To Those
Required For Normally Attended Machinery Spaces.
3.5 Relief Valves Shall Be Provided In Conjunction With All Fire Pumps If The Pumps Are
Capable Of Developing A Pressure Exceeding The Design Pressure Of The Water Service Pipes,
Hydrants And Hoses. These Valves Shall Be So Placed And Adjusted As To Prevent Excessive
Pressure In Any Part Of The Fire Main System.
3.6 In Tankers Isolation Valves Shall Be Fitted In The Fire Main At Poop Front In A Protected
Position And On The Tank Deck At Intervals Of Not More Than 40 M To Preserve The Integrity
Of The Fire Main System In Case Of Fire Or Explosion.

4. Diameter Of, And Pressure In, The Fire Mains
4.1 The Diameter Of The Fire Main And Water Service Pipes Shall Be Sufficient For The Effective
Distribution Of The Maximum Required Discharge From Two Fire Pumps Operating
Simultaneously, Except That In The Case Of Cargo Ships The Diameter Need Only Be Sufficient
For The Discharge Of 140 M /H.
4.2 With The Two Pumps Simultaneously Delivering Through Nozzles Specified In Paragraph 8
The Quantity Of Water Specified In Paragraph 4.1, Through Any Adjacent Hydrants, The
Following Minimum Pressures Shall Be Maintained At All Hydrants:
Passenger Ships:
4,000 Gross Tonnage And Upwards 0.31 N/Mm2
But Under 4,000 Gross Tonnage
Under 1,000 Gross Tonnage To The Satisfaction Of The
Administration
Cargo Ships:
But Under 6,000 Gross Tonnage
Under 1,000 Gross Tonnage To The Satisfaction Of The
Administration
Passenger Ships Constructed On Or After 1 October 1994, In Lieu
Of The Provisions Of Paragraph 4.2, Shall Comply With The
Following Requirements:
With The Two Pumps Simultaneously Delivering Through The
Nozzles Specified In Paragraph 8 And With Sufficient Hydrants To
Provide For The Quantity Of Water Specified In Paragraph 4.1, A
Minimum Pressure Of 0.4 N/Mm For Ships Of 4,000 Gross
Tonnage And Above And 0.3 N/Mm2 For Ships Of Less Than 4,000
Gross Tonnage Shall Be Maintained At All Hydrants.

4.3 The Maximum Pressure At Any Hydrant Shall Not Exceed That
At Which The Effective Control Of A Fire Hose Can Be Demonstrated.
5 Number And Position Of Hydrants
5.1 The Number And Position Of Hydrants Shall Be Such That At Least Two Jets Of Water Not
Emanating From The Same Hydrant, One Of Which Shall Be From A Single Length Of Hose, May
Reach Any Part Of The Ship Normally Accessible To The Passengers Or Crew While The Ship Is
Being Navigated And Any Part Of Any Cargo Space When Empty, Any Ro-Ro Cargo Space Or
Any Special Category Space In Which Latter Case The Two Jets Shall Reach Any Part Of Such
Space, Each From A Single Length Of Hose. Furthermore, Such Hydrants Shall Be Positioned
Near The Accesses To The Protected Spaces.
5.2 In The Accommodation, Service And Machinery Spaces Of Passenger Ships The Number And
Position Of Hydrants Shall Be Such That The Requirements Of Paragraph 5.1 May Be Complied
With When All Watertight Doors And All Doors In Main Vertical Zone Bulkheads Are Closed.
5.3 Where, In A Passenger Ship, Access Is Provided To A Machinery Space Of Category A At A

Low Level From An Adjacent Shaft Tunnel, Two Hydrants Shall Be Provided External To, But
Near The Entrance To That Machinery Space. Where Such Access Is Provided From Other Spaces,
In One Of Those Spaces Two Hydrants Shall Be Provided Near The Entrance To The Machinery
Space Of Category A. Such Provision Need Not Be Made Where The Tunnel Or Adjacent Spaces
Are Not Part Of The Escape Route.
5. Pipes And Hydrants
6.1 Materials Readily Rendered Ineffective By Heat Shall Not Be

Used For Fire Mains And Hydrants Unless Adequately Protected.
The Pipes And Hydrants Shall Be So Placed That The Fire Hoses
May Be Easily Coupled To Them. The Arrangement Of Pipes And
Hydrants Shall Be Such As To Avoid The Possibility Of Freezing. In
Ships Where Deck Cargo May Be Carried, The Positions Of The
Hydrants Shall Be Such That They Are Always Readily Accessible
And The Pipes Shall Be Arranged As Far As Practicable To Avoid
Risk Of Damage By Such Cargo. Unless One Hose And Nozzle Is
Provided For Each Hydrant In The Ship, There Shall Be Complete
Interchangeability Of Hose Couplings And Nozzles.
6.2 A Valve Shall Be Fitted To Serve Each Fire Hose So That Any
Fire Hose May Be Removed While The Fire Pumps Are At Work.
6.3 Isolating Valves To Separate The Section Of The Fire Main

Within The Machinery Space Containing The Main Fire Pump Or
Pumps From The Rest Of The Fire Main Shall Be Fitted In An Easily
Accessible And Tenable Position Outside The Machinery Spaces.
The Fire Main Shall Be So Arranged That When The Isolating
Valves Are Shut All The Hydrants On The Ship, Except Those In
The Machinery Space Referred To Above, Can Be Supplied With
Water By A Fire Pump Not Located In This Machinery Space
Through Pipes Which Do Not Enter This Space. Exceptionally, The
Administration May Permit Short Lengths Of The Emergency Fire
Pump Suction And Discharge Piping To Penetrate The Machinery
Space If It Is Impracticable To Route It
Externally Provided That The Integrity Of The Fire Main
Is Maintained By The Enclosure Of The Piping In A Substantial Steel
Casing.
7. Fire Hoses
7.1 Fire Hoses Shall Be Of Non-Perishable Material Approved By

The Administration And Shall Be Sufficient In Length To Project A
Jet Of Water To Any Of The Spaces In Which Water May Be
Required To Be Used. Fire Hoses Of Non-Perishable Material Shall
Be Provided In Ships Constructed On Or After 1 February 1992, And
On Ships Constructed Before 1 February 1992 When The Existing
Fire Hoses Are Replaced. Their Maximum Length Shall Be To The
Satisfaction Of The Administration. Each Hose Shall Be Provided
With A Nozzle And The Necessary Coupling;. Hoses Specified In
This Chapter As Fire Hoses Shall, Together With Any Necessary
Fitting; And Tools, Be Kept Ready For Use In Conspicuous Positions
Near The Water Service Hydrants Or Connections. Additionally, In
Interior Locations In Passenger Ships Carrying More Than 36
Passengers Fire Hoses Shall Be Connected To The Hydrants At All
Times.
7.2 Ships Shall Be Provided With Fire Hoses The Number And
Diameter Of Which Shall Be To The Satisfaction Of The
Administration.
7.3 In Passenger Ships There Shall Be At Least One Fire Hose For
Each Of The Hydrants Required By Paragraph 5 And These Hoses
Shall Be Used Only For The Purposes Of Extinguishing Fires Or
Testing The Fire-Extinguishing Apparatus At Fire Drills And
Surveys.
7.4.1 In Cargo Ships Of 1,000 Gross Tonnage And Upwards The

Number Of Fire
Hoses To Be Provided Shall Be One For Each 30 M Length Of The Ship And One
Spare But In No Case Less Than Five In All. This Number Does Not Include Any
Hoses Required In Any Engine Or Boiler Room. The Administration May
Increase The Number Of Hoses Required So As To Ensure That Hoses In Sufficient
Number Are Available And Accessible At All Times, Having Regard To The Type Of
Ship And The Nature Of Trade In Which The Ship Is Employed.
7.4.2 In Cargo Ships Of Less Than 1,000 Gross Tonnage The

Number Of Fire Hoses To Be Provided Shall Be To The Satisfaction
Of The Administration.

8. Nozzles
8.1 For The Purposes Of This Chapter, Standard Nozzle Sizes Shall
Be 12 Mm, 16 Mm And 19 Mm Or As Near Thereto As Possible.
Larger Diameter Nozzles May Be Permitted At The Discretion Of
The Administration.
8.2 For Accommodation And Service Spaces, A Nozzle Size Greater

Than 12 Mm Need Not Be Used.
8.3 For Machinery Spaces And Exterior Locations, The Nozzle Size
Shall Be Such As To Obtain The Maximum Discharge Possible From
Two Jets At The Pressure Mentioned In Paragraph 4 From The
Smallest Pump, Provided That A Nozzle Size Greater Than 19 Mm
Need Not Be Used.
8.4 All Nozzles Shall Be Of An Approved Dual-Purpose Type (I.E.,

Spray/Jet
Type) Incorporating A Shut Off
9 Location And Arrangement Of Water Pumps, Etc.,
For Other Fire-Extinguishing Systems:
Pumps Required For The Provision Of Water For Other Fire-Extinguishing Systems Required By This
Chapter, Their Sources Of Power And Their Controls Shall Be Installed Outside The Space Or Spaces
Protected By Such Systems And Shall Be So Arranged That A Fire In The Space Or Spaces Protected Will
Not Put Any Such System Out Of Action.
Regulation 5
Fixed Gas Fire-Extinguishing Systems
1 General
1.1 The Use Of A Fire-Extinguishing Medium Which, In The

Opinion Of The Administration, Either By Itself Or Under Expected
Conditions Of Use Gives Off Toxic Gases In Such Quantities As To
Endanger Persons Shall Not Be Permitted.
1.2 The Necessary Pipes For Conveying Fire-Extinguishing Medium

Into Protected Spaces Shall Be Provided With Control Valves So
Marked As To Indicate Clearly The Spaces To Which The Pipes Are
Led.. Suitable Provision Shall
Part A
Regulation 5

Be Made To Prevent Inadvertent Admission Of The Medium To Any Space.
Where A Cargo Space Fitted With A Gas Fire-Extinguishing System Is Used As A
Passenger Space, The Gas Connection Shall Be Blanked During Such Use.
1.3 The Piping For The Distribution Of Fire-Extinguishing Medium

Shall Be Arranged And Discharge Nozzles So Positioned That A
Uniform Distribution Of Medium Is Obtained.
1.4 Means Shall Be Provided To Close All Openings Which May

Admit Air To Or Allow Gas To Escape From A Protected Space.
1.5 Where The Volume Of Free Air Contained In Air Receivers In

Any Space Is Such That, If Released In Such Space In The Event Of
Fire, Such Release Of Air Within That Space Would Seriously Affect
The Efficiency Of The Fixed Fire-Extinguishing System, The
Administration Shall Require The Provision Of An Additional
Quantity Of Fire-Extinguishing Medium.
1.6 Means Shall Be Provided For Automatically Giving Audible

Warning Of The Release Of Fire-Extinguishing Medium Into Any
Space In Which Personnel Normally Work Or To Which They Have
Access. The Alarm Shall Operate For A Suitable Period Before The
Medium Is Released.
1.7 The Means Of Control Of Any Fixed Gas Fire-Extinguishing

System Shall Be Readily Accessible And Simple To Operate And
Shall Be Grouped Together In As Few Locations As Possible At
Positions Not Likely To Be Cut Off By A Fire In A Protected Space.
At Each Location There Shall Be Clear Instructions Relating To The
Operation Of The System Having Regard To The Safety Of
Personnel.
1.8 Automatic Release Of Fire-Extinguishing Medium Shall Not Be

Permitted, Except As Permitted By Paragraph 3.3.5 And In Respect
Of Local Automatically Operated Units Referred To In Paragraphs
3.4 And 3.5.
1.9 Where The Quantity Of Extinguishing Medium Is Required To

Protect More Than One Space, The Quantity Of Medium Available
Need Not Be More Than The Largest Quantity Required For Any
One Space So Protected.
1.10 Except As Otherwise Permitted By Paragraphs 3.3, 3.4 Or 3.5,

Pressure Containers Required For The Storage Of Fire-Extinguishing
Medium, Other Than Steam, Shall Be Located Outside Protected
Spaces In Accordance With Paragraph 1.13.
1.11 Means Shall Be Provided For The Crew To Safely Check The
Quantity Of Medium In The Containers.
1.12 Containers For The Storage Of Fire-Extinguishing Medium And

Associated Pressure Components Shall Be Designed To Pressure
Codes Of Practice To The Satisfaction
Of The Administration Having Regard To Their
Locations And Maximum Ambient Temperatures Expected In
Service.
1.13 When The Fire-Extinguishing Medium Is Stored Outside A

Protected Space, It Shall Be Stored In A Room Which Shall Be
Situated In A Safe And Readily
Chapter 11-2: Construction
Accessible Position And Shall Be Effectively Ventilated To The Satisfaction Of The
Administration. Any Entrance To Such A Storage Room Shall Preferably Be
From The Open Deck And In Any Case Shall Be Independent Of The Protected
Space. Access Doors Shall Open Outwards, And Bulkheads And Decks Including
Doors And Other Means Of Closing Any Opening Therein, Which Form The
Boundaries Between Such Rooms And Adjoining Enclosed Spaces Shall Be Gas-
Tight. For The Purpose Of The Application Of The Integrity Tables In Regulations
26, 27, 44 And 58, Such Storage Rooms Shall Be Treated As Control Stations.
1.14 Spare Parts For The System Shall Be Stored On Board And Be
To The Satisfaction Of The Administration.
2. Carbon Dioxide Systems
2.1 For Cargo Spaces The Quantity Of Carbon Dioxide Available

Shall, Unless Otherwise Provided, Be Sufficient To Give A
Minimum Volume Of Free Gas Equal To 30% Of The Gross Volume
Of The Largest Cargo Space So Protected In The Ship.
2.2 For Machinery Spaces The Quantity Of Carbon Dioxide Carried

Shall Be Sufficient To Give A Minimum Volume Of Free Gas Equal
To The Larger Of The Following Volumes, Either:
1. 40% Of The Gross Volume Of The Largest Machinery Space So

Protected, The Volume To Exclude That Part Of The Casing Above
The Level At Which The Horizontal Area Of The Casing Is 40% Or
Less Of The Horizontal Area Of The Space Concerned Taken
Midway Between The Tank Top And The Lowest Part Of The Casing;
Or
2. 35% Of The Gross Volume Of The Largest Machinery Space

Protected, Including The Casing;
Provided That The Above-Mentioned Percentages May Be Reduced To 35%

And 30% Respectively For Cargo Ships Of Less Than 2,000
Gross Tonnage;
Provided Also That If Two Or More Machinery Spaces Are Not Entirely Separate
They Shall Be Considered As Forming One Space.
2.3 For The Purpose Of This Paragraph The Volume Of Free Carbon
Dioxide Shall Be Calculated At 0.56 M3/Kg.
2.4 For Machinery Spaces The Fixed Piping System Shall Be Such
That 85% Of The Gas Can Be Discharged Into The Space Within 2
Min.
2.5 Carbon Dioxide Systems Installed On Or After 1 October 1994

Shall Comply With The Following Requirements:
1 Two Separate Controls Shall Be Provided For Releasing Carbon

Dioxide Into A Protected Space And To Ensure The Activities Of
The Alarm. One Control Shall Be Used To Discharge The Gas From
Its Storage Containers. A Second Control Shall Be Used For Opening
The
Valve Of The Piping Which Conveys The Gas Into The Protected
Space.
Chapter 3 (Part C) Section I Life Saving Appliance Requirements:
Regulation 30:General Requirements For Life Saving Appliances;
1) Unless Expressly Provided Otherwise Or Unless, In The Opinion Of The Administration Having Regard
To The Particular Voyages On Which The Ship Is Constantly Engaged, Other Requirements Are
Appropriate, All Life Saving Appliances Prescribed In This Part Shall:
# Be Constructed With Proper Workmanship And Materials.
# Not Be Damaged In Stowage Throughout The Air Temperature Range 30 Deg C To +65 Deg C;
# If They Are Likely To Be Imersed In Sea Water During Their Use, Operate Throught The Seawater
Temperature Range Of 1 Deg C To +30 Deg C.
# Where Applicable, Be Rot Proof, Corrosion Resistant, And Not Be Unduly Affected By Seawater, Oil Or
Fungal Attacks;
# Where Exposed To Sunlight Be Resistant To Deterioration;
# Be Of A Highly Visible Colour On All Parts Where This Will Assist Detection;
# Be Fitted With Retro-Reflective Material Where It Will Assist In Detection And In Accordance With
The Recommendations Of The Organisation.
# If They Are To Be Used In A Seaway Then They Should Be Capable Of Being Used In This
Environment.

Administration Shall Determine The Period Of Aceptability Of Life Saving
Appliances Which Are Subject To Deterioration With Age. Such Life Saving Appliances Shall
Be Marked With A Means Of Determining Their Age Or The Date By Which They May Be Replaced.
Section Ii: Personal Life Saving Appliances
Reg 31: Lifebuoys
1. Lifebuoy Specifications
Every Lifebuoy Shall
1. Have An Outer Dia Of Not More Than 800mm & An Inner Dia Of Not Less Than 400mm.
2. Be Constructed Of Inherently Buoyant Material, It Shall Not Depend Upon Rushes, Cork Shavings
Or Granulated Cork, Any Other Loose Granulated Material Or Any Air Compartment Which
Depends Upon Inflation For Buoyancy.
3. Be Capable Of Supporting Not Less Than 14.5kg Of Iron In Fw For A Period Of 24 Hrs.
4. Have A Mass Of Not Less Than 2.5 Kgs.
5. Not Sustain Burning Or Cotinue Melting After Being Enveloped In A Fire For A Period Of 2 Sec.
6. Be Constructed To Withstand A Drop Into Water From A Ht At Which It Is Stowed Above The
W/L In The Lighted Sea Going Condition Or 30m Whichever Greater, Without Impairing Either Its
Operating Capability Or That Of Its Attached Components.
7. If It Is Intended To Operate The Quick Release Arrangement Provided For Self Activated Smoke
Signals & Self Ignited Lights, Have A Mass Sufficient To Operate The Quick Rel. Arrangement Or
4kgs Whichever Greater.
8. Be Fitted With Grabline Not Less Than 9.5mm In Dia & Not Less Than 4 Times The Outer Dia Of
The Body Of The Buoy In Length. The Grabline Shall Be Secured At 4 Equidistant Points Around
The Circum. Of The Buoy To Form 4 Equal Loops.
1. Lifebuoy Self-Igniting Lights.
Self-Igniting Lights Require By Reg 7.1.3 Shall:
1. Be Such That They Cannot Be Extinguished By Water.

2. Be Capable Of Either Burning Continuously With A Luminous Intensity Of Not Less Than 2cd In
All Directions Of The Upper Hemisphere Or Flashing (Discharge Flashing) @ Not Less 50 Flashes
Per Minute With Atleast The Corresponding Effective Luminous Intensity.
3. Be Provided With A Source Of Energy Capable Of Meeting The Requirement Of The Above For A
Period Of Atleast 2 Hrs.
4. Be Capable Of Withstanding The Drop Test Required By 1.6.
1. L/B Self-Activating Smoke Signals.
Self Activating S/S, Required By Reg 7.1.3 Shall:
1. Emit Smoke Of A Highly Visible Colour At A Uniform Rate For A Period Of Atleast 15 Min
When Floating In Calm Water.
2. Not Ignite Explosively Or Emit Any Flame During The Entire Smoke Emission Time Of The
Signal.
3. Not Be Swamped In A Seaway.
4. Contnue To Emit Smoke When Fully Submerged In Water For A
Period Of 10 Sec.
5. Be Capable Of Withstanding The Drop Test Required By Para 1.6.
1. Buoyant Lifelines.
B/Ll Required By Reg 7.1.2 Shall:
1. Be Non Kinking.
2. Have A Dia Of Not Less Than 8mm.
3. Have A Breaking Strenght Of Not Less Than 5kn.
Reg 32 Lifejackets
1. Gen Requirements For L/J.

1. A L/J Shall Not Sustain Burning Or Continue Melting After Being Totally Enveloped Into
A Fire For A Period Of 2 Sec
2. A L/J Shall So Constructed That:
1. After Demonstration, A Person Can Correctly Don It Within A Period Of 1 Min Without
Assistance.
2. It Is Capable Of Being Worn Inside Out Or Clearly Cap Of Being Worn In Any One Way, As Far
As Possible Cannot Be Donned Incorrectly
3. It Is Comfortable To Wear.
4. It Allows The Wearer To Jump From A Ht. Of Atleast 14.5m Into The Water Without Injury &
Without Dislodging Or Damaging The L/J.
1. A L/J Shall Sufficient Bouyancy & Stability In Calm Fw:
1. Lift The Mouth Of An Exhausted Or Unconscious Person Not Less Than 120mm Clear Of Water
Within The Body Inclined Backwards At An Angle Of Not Less Than 20c & Not More Than 50c
Form The Vertical Posn.
2. Turn Body Of The Unconscious Person In Water From Any Posn To One Where Mouth Is Clear
Of Water In Not More Than 5sec.
1. Have Buoyancy Which Will Not Reduce By More Than 5% After 24hrs Submersion In Fw
2. Allow The Person Wearing It To Swim A Short Distance & Board A Survival Craft.
3. Fitted With A Whistle Firmly Secured By A Cord.
Childrens L/J Markings: Wt For Which L/J Will Meet Testing & Evaluation
Criteria, Child Symbol.
1. Inflatable L/J:
L/J Which Depend On Inflation For Buoyancy, Not Less Than 2 Separate Compartments, Comply With
Requirements Of Para 1& Shall:
1. Inflate Automatically On Immersion, Be Provided With A Device To Permit Inflation By Single

Manual Motion & Shall Be Capable Of Inflation By Mouth.
2. In Event Of Loss Of Buoyancy In Any One Comp. Be Capable Of Complying With 1.2, 1.3, 1.5.
3. Comply With 1.4 After Inflation By Means Of Auto-Mechanism.
L/J Lights:
1. Each L/J Light Shall:

1. Have Lum Intensity Not Less Than 0.75cd.
2. Source Of Energy To Provide For Above For Atleast 8hrs.

3. Visible Over As Great A Segment Of The Uppet Hemisphere As Is
Practicable When Attached To A L/J.
2. If Flashing, In Addn
1. Provided With Manually Operated Switch.
2. Not Fitted With Lens Or Curved Reflector To Concentrate Beam.
3. Flash @ Of Not Less Than 50 Flashes Per Min With Effective Lum Intensity Of Atleast 0.75cd.
Reg 33 Immersion Suits
1. Gen Requirements For Immersion Suits.

1. Constructed Of Water Proof Material Such That:
1. Can Be Unpacked & Donned Without Assistance Within 2 Min, Taking Into Account Any
Associated Clothing & A L/J If It Is To Be Worn In Conjunction With A L/J.
2. Not Sustain Burning Or Continue Melting After Being Totally Enveloped In A Fire For 2 Sec.
3. Cover Whole Body Excepts The Face. Hands To Be Covered Unless Permanently Attached Gloves
Provided.
4. Provided With Arrangements To Minimise Free Air In Legs Of Suit.
5. Following A Jump From A Ht. Of Not Less Than 4.5m In Water There Is No Undue Ingress Of
Water Into Suit.
1. Immersion Suit Complying With Requirements Of Reg 32 Maybe Classified As A L/J.
2. Permit A Person Wearing It & L/J If To Be Worn In Conjunction With A L/J To,
1. Climb Up & Down A Vertical Ladder Of Atleast 5m In Length.
2. Perform Normal Duties During Abandonment.
3. Jump From A Height. Of Not Less Than 4.5m Into Water Without Damaging Or Dislodging I/S Or
Being Injured.
4. Swim A Short Distance Through Water & Board A Survival Craft.
1. I/S With Buoyancy & Designed To Be Worn Without A L/J Shall Be Fitted With A Light
Complying With 32.3 & Whistle Complying With 32.1.6.
2. If I/S Is To Be Worn In Conjunction With L/J, L/J To Be Worn Over I/S. Person Should Be
Able To Don L/J Without Assistance.
1. Thermal Performance Requirements:
1. I/S Made Of Material With No Inherent Insulation Shall Be:
1. Marked With Instructions That It Must Be Worn In Conjunction With Warm Clothing.
2. So Constructed That When Worn In Conjunction With Warm Clothing & A L/J, If I/S Is To Be
Worn With, I/S Continues To Provide Sufficient Thermal Protection, Following One Jump By
Wearer Into Water From A Ht. Of 4.5m I/S, Ensures That When It Is Worn For A Period Of 1 Hr.
In Calm Circulating Water At A Temp Of 5 Degc The Wearers Body Core Temp. Does Not Fall
More Than 2 Deg C.
2. I/S Made Of Material Of Inherent Insulation When Worn On Its Own Or With L/J Shall
Provide Wearer With Sufficient Thermal Insulation Following One Jump Into Water From
4.5m Ht. To Ensure That Wearers Body Core Temp Does Not Fall More Than 2 Oc After
A Period Of 6hrs Immersion In Calm Circulating Water At A Temp Between 0 Oc 2 Oc.
3. Permit A Person Wearing It With Hands Covered, To Pick Up A Pencil & Write After
Being Immersed In Water At 5oc For A Period Of 1 Hr.
3. Buoyancy Requirements:
Person Wearing I/S Complting With Requirements Of Reg 32 Or With L/J Shall Be Able To Turn From A
Face Down To Face Up Posn In Not More Than 5 Sec.
Reg 34 Thermal Protective Aid

1. Tpa Shall Be Made Of Waterproof Material Having Thermal
Conductivity Of Not More Than 0.25 W/(Mk) Shall Not Be Constructed That, When
Used To Enclose A Person, It Shall Reduce Both The Convective & Evaporative Heat Loss From
The Wearers Body.
W: Watts Or Joules / Sec * M: Meters * K: Degree Kelvin
A T.P.A. Shall:
1. Cover Whole Body Wearing L/J With The Exception Of Face. Hands Covered Unless Permanently
Attached Gloves Provided.
2. Be Capable Of Being Unpacked & Donned Easily Without Assistance In A Survival Craft Or A
Rescue Boat.
3. Permit Wearer To Remove It In Water In Not More Than 2 Min, If It Impairs Ability To Swim.
4. The Tpa Shall Function Properly Throughout An Air Temp. Range 30 Oc To 20 Oc.
Should Be Of Highly Visible In Colour (Reg Iii/30.2.6). Other Colours May Be Accepted If Tpa Unlikely
To Be Used In Water.
Tpa Shall Be Capable Of Being Worn By Persons Regardless Of Their Size.
Section Iii- Visual Aids
Regulation 25
Rocket Parachute Flares
1. Rocket Parachute Flares Shall:

1. Be Contained In Water Resistant Casing.
2. Have Brief Instructions Or Diagrams Clearly Illustrating The Use Of Rpf Printed On Casing.
3. Have Integral Means Of Ignition.
4. Designed Not To Cause Discomfort To The Person Holding The Casing When Used In Accordance
With The Manuals Operating Instrutions.
1. Rocket Shall, When Fired Vertically Reach An Altitude Of Not Less Than 300m. At Or Near The
Top Of Its Trajectory, The Rocket Shall Eject A Parachute Flare Which Shall:
1. Burn With A Bright Red Colour.
2. Burn Uniformly With Average Lum Intensity Of Not Less Than 30000cd.
3. Burning Period Not Les Than 40 Sec.
4. Rate Of Descent Not Less Than 5m/Sec.
5. Not Damage Parachute Or Attachments While Burning.
Reg 36 Hand Flares
1. Hand Flares Contained In Water-Resistant Casing.

2. Have Brief Instructions Or Diagrams Clearly Illustrating Use Of H/F Printed On Its Casing.
3. Have Self-Contained Means Of Ignition.
4. Be So Designed As Not To Cause Discomfort To The Person Holding The Casing & Not
Endanger The Survival Craft By Burning Or Glowing Residues When Used In Accordance
With Manuals Instructions.
1. Burn With A Bright Red Colour.
2. Burn Uniformly With Average Luminous Intensity Of Not Less Than 15000 Cd.
3. Burning Period Not Less Than 1 Min.
4. Continue To Burn After Having Been Immersed For A Period Of 10 Sec Under
100 Mm Water.
Reg 37 Buoyant Smoke Signal
1. Be Contained In Water-Resistant Casing.

2. Not Ignite Explosively When Used In Accordance With Manuals Operating Instructions.
3. Brief Instructions Or Diagrams Clearly Illustrating The Use Of Bss Printed On Its Casing.
1. Emit Smoke Of Highly Visible Colour At A Uniform Rate For A Period Of Not Less Than
3 Minutes When Floating In Calm Water.
2. Not Emit Any Flame During The Entire Smoke Emission Time.
3. Not Be Swamped In A Seaway.
4. Continue To Emit Smoke When Submerged In Water For A Period Of 10 Secs Under 100
Mm Of Water.
Section Vii: Other Life-Saving Appliances
Reg 49: Line Throwing Apparatus.
1. Be Capable Of Throwing A Line With Reasonable Accuracy.

2. Include Not Less Than 4 Projectiles Each Capable Of Carrying The Line Atleast 230 Mts
In Calm Waters.
3. Include Not Less Than 4 Lines Each Having Breaking Strength Of Not Less Than 2k.N.
(Kilo Newton).
4. Have Brief Instructions Or Diagrams Clearly Illustrating The Use Of L.T.A.
1. The Rocket, In Case Of Pistol Fixed Rochet Or Assembly, In Case Of Integral Rocket And Line
Shall Be Contained In A Water-Resistant Casing.
In Addition, In The Case Of Pistol Fixed Rocket Line And Rockets Together With Means Of Ignition Shall
Be Stowed In A Container Which Provides Protection From Weather.
Regulation 50: General Emergency Alarm System.
The Emergency Alarm System Shall Be Capable Of Sounding The General Emergency Alarm Signal
Consisting Seven Or More Short Blasts Followed By One Long Blast On The Ships Whistle Or Siren And
Additionally On An Electrically Operated Bell Or Klaxon Which Shall Be Powered By The Ships Main
Power Supply
And The Emergency Source Of Power Required By Regulation.The System Shall Be Capable Of Being
Operated From The Navigating Bridge And Except The Ships Whistle Also From Other Strategic Points.
The Alarm Shall Be Audible Throughout The Accomodation And Normal Crew Working Spaces And
Open Decks.
The Alarm Shall Continue To Function Until Manually Switched Off Or Temporarily Interrupted Buy A
Message On The Public Address System.
Section Viii: Miscellaneous.
Regulation 51 Training Manual
The Training Manual Which May Comprise Several Volumes Shall Contain Instructions And Information
In Easily Understood Terms Illustrated Wherever Possible.
Information Shall Be Regarding The Life-Saving Appliances Provided In The Ship And The Best Method
Of Survival.
Any Part Of Such Information Shall Be Provided In The Form Of Audio Visual Aids In Lieu Of The
Manual.
The Following Shall Be Explained In Detail:
1. Donning Lifejackets And Immersion Suits As Appropriate.

2. Muster At The Assigned Stations.
3. Boarding, Launching And Clearing The Survival Craft And Rescue Boats.
4. Methods Of Launching From Within The Survival Crafts.
5. Release From The Launching Apliances.
6. Methods And Use Of Devices For The Protection In Launching Areas Where Appropriate.
7. Illumination In Launching Areas.
8. Use Of All Survival Equipment.
9. Use Of All Detection Equipment.
10. With The Assistance Of Illustrations, The Use Of Radio Life-Saving Appliances.
11. Use Of Drogues.
12. Use Of Engine And Accessories.
13. Recovery Of Survival Crafts And Rescue Boats Including Stowage And Securing.
14. Hazards Of Exposure And The Need For Warm Clothing
15. Best Use Of The Survival Craft Facilities In Order To Survive.
16. Methods Of Retrival Including Helicopter Rescue Gear (Slings, Baskets And Stretchers), Breeches
Buoy And Shore Lifesaving Apparatus And Ships Line Throwing Apparatus.
17. All Other Functions Contained In The Muster List And Emergency Instructions.
18. Instructions For The Emergency Repair Of The Life-Saving Appliances.
Regulation 53 Muster List And Emergency Instrns.
The Muster List Shall Specify Details Of The General Emergency Alarm Signal Prescribed By Regulation
50 And Also The Action To Be Taken By The Crew And Passengers When This Alarm Is Sounded.
The Muster List Shall Specify How The Order For Abandoning The Ship Will Be Given.
The Muster List Shall Show The Duties Assigned To The Various Members Of The Crew Including:
1. Closing Of The Watertight Doors, Fire Doors, Valves, Scuppers, Sidescuttles, Skylights, Portholes
And Other Similar Openings In The Ship.
2. Equipping Of The Survival Craft And Other Life-Saving Appliances.
3. Preparation And Launching Of The Survival Craft.
4. General Preparation Of Other Lifesaving Appliances.
5. Muster Of Passengers.
6. Use Of Communication Equipment.
7. Manning Of Fire Parties Assigned To Deal With Fires.
8. Special Duties Assigned In Respect Of The Use Of Fire Fighting Equipment And Installations.
The Muster List Shall Specify Which Officers Are Assigned To Ensure That
Life-Saving And Fire Appliances Are Mantained In Good Condition And
Are Ready For Immediate Use.
The Muster List Shall Specify The Substitutes For The Key Persons Who
May Become Disabled; Taking Into Account Different Emergencies May
Call For Different Actions.
The Muster List Shall Show The Duties Assigned To The Members Of The
Crew In Relation To Passengers In Case Of An Emergency. The Duties Are;
1. Warning The Passengers.

2. Seeking That They Are Suitably Clad And Have Donned Their Lifejacket Correctly.
3. Assembling The Passengers At Their Muster Stations.
4. Keeping Order On The Stairways And Generally Controlling The Movements Of The Passengers.
5. Ensuring That A Supply Of Blankets Is Taken To The Survival Craft.
The Muster List Shall Be Prepared Before Proceeding To Sea. If Any Changes Take Place In The Crew
Which Necessitate And Alteration In The Muster List Then A Revision In The Old One Or A New Muster
List Can Be Made By The Master.
The Format For The Muster Lists On The Passenger Ships Shall Be Approved.
Chapter Iii: Part C
Section Iv Survival Craft.
Regulation 38:
1. Construction Of Life Rafts.

1. Every Life Raft Shall Be So Constructed That So As To Be Capable Of Withstanding
Exposure For 30 Days Afloat In All Sea Conditions.
2. The Life Raft Shall Be So Constructed That When It Is Dropped Into The Water From A
Height Of 18 Mts, The Life Raft And Its Equipment Should Be Capable To Be Operate
Satisfactorily. If The Life-Raft Is To Be Stowed At A Height Of More Than 18 Mts Above
The Water Line In The Lightest Sea-Going Condition, It Shall Be Of The Type Which Has
Been Satisfactorily Drop-Tested From Atleast That Height.
3. The Floating Liferaft Shall Be Capable Of Withstanding Repeated Jumps To It From A
Height Of Atleast 4.5 Mts Above Its Floor Both With And Without The Canopy Erected.
4. The Liferaft And Its Fittings Shall Be So Constructed As To Enable It To Be Towed At A
Speed Of 3 Knots In Calm Water And When Loaded With Its Full Compliment Of Persons
And Equipment And With One Of Its Sea Anchors Streamed.

5. The Life Raft Shall Have A Canopy To Protect The Occupants
From Exposure, Which Is Automatically Set In Place When The Life Raft Is
Launched And Waterborne. The Canopy Shall Comply With The Foll:
.1 It Shall Provide Insulation Against Heat And Cold By Means Of Either Two Layers Of
Material Seperated By An Air Gap Or Other Equallyefficient Means. Means Shall Be
Provided To Prevent Accumulation Of Water In The Gap.
.2 Its Interior Shall Be Of A Colour That Should Not Cause Discomfort To The Occupants.
.3 Each Entrance Shall Be Clearly Indicated And Be Provided With Efficient Adjustable Closing
Arrangements Which Can Be Easily And Quickly Opened From Inside And Outside The Liferaft So As To
Permit Ventillation But Exclude Seawater, Wind And Cold. Liferafts Accomodating More Than Eight
Persons Shall Have Atleast Two Diametrically Opposite Entrances;
.4 It Shall Admit Sufficient Air To The Occupants At All Times, Even With The Entrance Closed.
.5 It Shall Be Provided With Atleast One Viewing Port;
.6 It Shall Be Provided With A Means Of Collecting Rainwater;
.7 It Shall Have Sufficient Headroom For Sitting Occupants Under

All Parts Of The Canopy.
1. Minimum Carrying Capacity Of The Liferaft:

1. No Life Raft Shall Be Approved Which Shall Have A Capacity Of Less Than Six Persons.
2. Unless The Liferaft Is To Be Launched By An Approved Launching Appliance And Is Not
Required To Be Portable, The Total Mass Of The Liferaft, Its Container And Its Equipment
Shall Not Be More Than 185 Kgs.
1. Life-Raft Fittings;
1. Lifelines Shall Be Securely Becketed Around The Inside And Outside Of The Liferaft.
2. The Raft Should Be Fitted With An Efficient Painter Of Length Equal To Not Less Than
Twice The Distance From The Stowed Position To The Waterline In The Lightest Seagoing
Condition Or 15 Mts Whichever Is Greater.
4) Davit Launched Life-Rafts:
1. These Specifications Are In Addition To Those Stated Above;

1. When The Life-Raft Is Loaded With Its Full Compliment Of Persons And
Equipment, Be Capable Of Withstanding A Lateral Impact Against The Ships Side
At An Impact Velocity Of Not Less Than 3.5 Mt / Sec And Also A Drop Into The
Water From A Height Of Not Less Than 3 Mts Without Damage That Will Affect
Its Function.
2. Be Provided With The Means For Bringing The Liferaft Alongside The
Embarkation Deck And Holding It Securely During Embarkation.
2. Every Cargo Ship Davit-Launched Liferaft Is So Arranged That It Can Be Boarded By Its
Full Compliment Of Persons In Not More Than 3 Mins From The Time The Instruction Is
Given.
5. Equipment:
1. The Normal Equipment Of The Liferaft Shall Consist Of The Following;
1. One Buoyant Rescue Quoit Attached To Not Less Than 30 Mts Of Buoyant Line.
2. One Knife Of The Non Folding Type Having A Buoyant Handle And Lanyard Attached And
Stowed In A Pocket On The Exterior Of The Canopy Near The Point At Which The Painter Is

Attached To The Liferaft. In Addition To The Above A Raft Which Is
Permitted To Carry 13 And Above Should Carry Another Knife Which Need Not Be
Of The Folding Type.
3. For A Raft Permitted To Carry 12 Persons There Should Be One Buoyant Bailer, For A Liferaft Of
More Than 12 Persons There Should Be 2.
4. Two Sponges.
5. Two Sea Anchors Each With A Shock Resistant Hawser And A Tripping Line, One Being Spare
And The Other Being Permanently Attached To The Liferaft In Such A Way That When The
Liferaft Inflates Or Is Waterborne It Will Allow The Liferaft To Lie Oriented To The Wind In The
Most Stable Manner. The Strength Of Each Sea Anchor, Its Hawser And Tripping Line Shall Be
Adequate For All Sea Conditions. The Sea Anchor Shall Be Fitted With A Swivel At Each End Of
The Line And Shall Be Of A Type Which Is Unlikely To Turn Inside Out Between Its Shroud
Lines.
6. Two Buoyant Paddles;
7. Three Tin Openers ( Safety Knives Containing Special Tin Opener Blades Are Satisfactory For
This Requirement);
8. One First-Aid Outfit Of A Waterproof Type Capable Of Being Closed Tightly After Use.
9. One Whistle And Equivalent Sound Signal;
10. Four Rocket Parachute Flares;
11. Six Hand Flares;
12. Two Buoyant Smoke Signals;
13. One Waterproof Electric Torch Suitable For Morse Signalling With One Spare Set Of Batteries
And Bulb In A Waterproof Container;
14. An Efficient Radar Reflector Unless A Survival Craft Radar Transponder Is Stowed In The Raft;
15. One Daylight Signalling Mirror With Instructions For Its Use For Signalling To Ships And
Aircrafts;
16. One Copy Of Life Saving Signals On A Waterproof Card Or A Waterproof Container;
17. One Set Of Fishing Tackle;
18. A Food Ration Totalling Not Less Than 10,000 Kilo Joules (K.J.) For Each Person The Life Raft Is
Permitted To Accommodate. These Rations Shall Be Kept In Airtight Pakaging And Be Stowed In
A Watertight Container.
19. Watertight Receptacles Containing A Total Of 1.5 Litres Of Fresh Water For Each Person The
Liferaft Is Permitted To Carry, Of Which 0.5 Litres Per Person May Be Replaced By A De-Salting
Apparatus Capable Of Producing An Equal Amount Of Water In 2 Days;
20. One Rust-Proof Graduated Drinking Vessel;
21. Six Doses Of Anti-Seasikness Medicines And One Sea-Sickness Bag For Each Person The Raft Is
Permitted To Carry;
22. Instructions On How To Survive;
23. Instructions For Immediate Action;
24. Thermal Protective Aids Complying Sufficient For 10% Of The Number Of Persons The Liferaft Is
Permitted To Carry Or 2 Whichever Is Greater.
1. The Marking On A Liferaft If The Above Equipment Is Carried Shall Be Solas A Pack
2. In Case Of Passenger Ships Engaged On Short International Voyages Solas B Pack May Be
Carried.
The Following Is A List Of Equipment Which The Solas B Pack Shall N O T Carry;
1. Tin Openers.
2. Set Of Fishing Tackles.
3. Food Ration.
4. Freshwater.
5. Graduated Drinking Vessel.
And Half Of All The Pyrotechnics Ie. Two Rocket Parachute Flares, Three Hand Flares,
One Buoyant Smoke Signal.
6. Float Free Arrangements For Life-Rafts:

1. Painter System:
The Liferaft System Should Provide A Connection Between The Ship And The Liferaft
And Shall Be So Arranged As To Ensure That The Liferaft When Released And Inflated Is
Not Dragged Under By The Sinking Ship.
2. Weak Link:
If The Weak Link Is Used In The Float Free Arrangement Then;
1. Not Be Broken By The Force Required Topull The Painter From The Liferaft Container;
2. If Applicable, Be Of Sufficient Strength To Permit The Inflation Of The Liferaft;
3. Break Under A Strain Of 2.2 -+ 0.4 Kn.
1. Hydrostatic Release Unit:
If A Hydrostatic Release Unit Is Used On A Life-Raft Then:
1. Be Constructed Of Compatible Material So As To Prevent Malfunction Of The System.

Galvanising Or Other Types Of Metallic Coatings Shall Not Be Permitted.
2. Automatic Release Of Liferaft At A Depth Of Not More Than 4 Mts;
3. Have Drains To Prevent The Accumulation Of Water In The Hydrostatic Chamber When The Unit
Is In Its Normal Position;
4. Be Constructed So As To Prevent Its Release When Seas Wash Over The Vessel.
5. Be Permanently Marked On Its Exterior With Its Type And Serial Number.
6. Be Provided With A Document Or Identification Plate Stating The Date Of Manufacture, Type
And Serial Number;
7. Be Such That Each Part Connected To The Painter System Has A Strength Of Not Less Than That
Required For The Painter;
Regulation 39:
2. Construction Of Inflatable Liferafts;
The Main Buoyancy Chamber Shall Be Divided Into Not Less Than Two Separate Compartments
Each Inflated Through A Non Return Valve On Each.
The Buoyancychambers Shall Be So Arranged That In The Event Of Any One Of The
Compartments Rupturing Or Failing To Inflate, The Intact Compartments Shall Be Able To
Support, With Positive Freeboard Over The Liferafts Entire Periphery, The Entire Number Of
Persons It Is Permitted To Carry, Each Having A Mass Of 75 Kgs And Seated In Their Normal
Positions.

The Floor Is Water Proof And Shall Insulate The Persons Against
Cold. The Floor May Be Inflated By The Occupants And Deflated When Necessary,
This Action Can Be Automatic And The Floor May Have One Or More Inflatible Chambers.
The Liferaft Shall Be Inflated With A Non Toxic Gas Who Is Mainly Co2; This Inflation Should
Be Completed Within A Period Of 1 Minute At An Ambient Temperature Range Of 18 To 20 Deg
C.
And Within A Period Of 3 Minutes At A Temperature Of 30 Deg C.
Each Compartment Should Be Able To Withstand A Pressure Of Three Times The Working
Pressure, Means Shall Be Provided That When The Pressure Of The Chamber Is Twice The
Working Pressure It Should Not Be Allowed To Exceed. This Can Be Achieved Either By
Supplying A Limited Supply Of Gas Or By Providing A Relief Valve.
Mechanical Means Of Topping-Up Should Be Provided So That The Working Pressure Is

Mantained.
3. Carrying Capacity Of Liferaft:
The Number Of Persons A Liferaft Is Permitted To Carry Shall Be The Lesser Of:
1. The Greatest Whole Number Obtained By Dividing By 0.096 The Volume Measured In Cubic
Metres Of The Main Buoyancy Tubes.
2. The Greatest Whole Number Obtained By Dividing By 0.372 The Inner Horizontal Crossectional
Area Of The Liferaft Measured In Square Metres.
3. The Number Of Persons Of An Average Mass Of 75 Kgs, All Wearing Lifejackets, That Can Be
Seated With Sufficient Comfort And Headroom Without Intefering With Any Of The Liferafts
Equipment.
5. Inflatible Liferaft Fittings:
1. The Breaking Strength Of The Painter System Including Its Means Of Attaching To The
Liferaft (Except The Weak Link) Shall Be Not Less Than 10 Kilo Newton For A Liferaft
Permitted To Carry 9 Persons And More And For The Rest Of The Rafts It Shall Not Be
Less Than 7.5 Kilo Newton. The Liferaft Shall Be Capable Of Being Inflated By One
Person.
2. With A Clear Atmosphere At A Distance Of Atleast 2 Miles For A Period Of Not
Less Than 12 Hours Shall Be Fitted To The Top Of The Canopy. If The Light Is
Flashing It Shall Flash At The Rate Of Not Less Than 50 Flashes Per Minute For
The First Two Hours Of Its 12 Hours Of Operation. This Lamp Shall Be Powered
By A Sea Activated Cell Or A Dry Chemical Cell And Shall Light Automatically
When The Raft Inflates.
3. A Manuall Controlled Lamp Shall Be Fitted Inside The Liferaft Capable Of Continuous
Operation For A Period Of Atleast 12 Hours. It Shall Light Automatically When The
Liferaft Inflates And Be Of Sufficient Intensity To Enable Reading Of Survival And
Equipment Instructions.
6. Containers For Inflatible Liferafts:
1. The Liferaft Shall Be Packed In A Container That Is:
1. So Constructed As To Withstand Hard Wear Under Conditions Encountered At Sea.
2. Of Sufficient Inherent Buoyancy, When Packed With The Liferaft And Its Equipment, To Pull The
Painter From Within And To Operate The Inflation Mechanism Should The Ship Sink.
3. As Far Be Practicable Be Water Tight, Except For Drain Holes In The Container Bottom.

1. The Liferaft Should Be Packed In Its Container In Such A
Way That As Far As Possible, The Water Borne Liferaft Inflates In An Upright
Position On Breaking Free From Its Container.
2. The Container Shall Be Marked With:
1. Makers Name Or Trade Mark;
2. Serial Number;
3. Name Of Approving Authority And The Number Of Persons It Is Permitted To Carry.
4. S O L A S.
5. Type Of Emergency Pack Included.
6. Date When Last Serviced;
7. Length Of Painter;
8. Maximum Permitted Height Of Stowage Above Waterline.
9. Launching Instructions.
5. Markings On Inflatible Liferafts:
The Liferaft Shall Be Marked With The Foll:
1. Makers Name Or Trademark.

2. Serial Number.
3. Date Of Manufacture ( Month And Year );
4. Name Of Approving Authority;
5. Name And Place Of Servicing Station Where It Was Last Serviced.
6. Number Of Persons It Is Permitted Over The Entrance In Characters Not Less Than 100 Mm. In
Height Of A Colour Contrasting With That Of The Lifeboat.
The Container Shall Be Marked With:
1. Makers Name Or Trade Mark;

2. Serial Number;
3. Name Of Approving Authority And The Number Of Persons It Is Permitted To Carry.
4. S O L A S.
5. Type Of Emergency Pack Included.
6. Date When Last Serviced;
7. Length Of Painter;
8. Maximum Permitted Height Of Stowage Above Waterline.
9. Launching Instructions.
5. Markings On Inflatible Liferafts:
The Liferaft Shall Be Marked With The Foll:
1. Makers Name Or Trademark.

2. Serial Number.
3. Date Of Manufacture ( Month And Year );
4. Name Of Approving Authority;
5. Name And Place Of Servicing Station Where It Was Last Serviced.
Number Of Persons It Is Permitted Over The Entrance In Characters Not Less Than 100 Mm. In Height Of
A Colour Contrasting With That Of The Liferaft.
Regulation 3

Definitions
For The Purpose Of This Chapter, Unless Expressly Provided Otherwise:
Non-Combustible Material Is A Material Which Neither Burns Nor Gives Off Flammable Vapors In
Sufficient Quantity For Self-Ignition When Heated To Approximately 750C, This Being Determined To
The Satisfaction Of The
Administration By An Established Test Procedure. Any Other Material Is A Combustible Material.
A Standard Fire Test Is One In Which Specimens Of The Relevant Bulkheads Or Decks Are Exposed In A
Test Furnace To Temperatures Corresponding Approximately To The Standard Time-Temperature Curve.
The Specimen Shall Have An Exposed Surface Of Not Less Than 4.65 M And Height (Or Length Of Deck)
Of2.44 M, Resembling As Closely As Possible The Intended Construction If A Material Passes The Test
As Specified In Resolution A.270(Viii) It Should Be Considered As Non-Combustible Even If It
Consists Of A Mixture Of Inorganic And Organic Substances.
(Interpretation Approved By The Maritime Safety Committee At Its Forty-Sixth Session,
Sls.Lycirc.L7.)
Refer To The Revised Recommendation On Test Methods For Qualifying Marine Construction
Materials As Non-Combustible Adopted By The Organization By Resolution A.799(19).
Chapter 11-2: Construction And Including Where Appropriate At Least One Joint. The Standard Time-
Temperature Curve Is Defined By A Smooth Curve Drawn Through The
Following Temperature Points Measured Above The Initial Furnace Temperature:
At The End Of The First 5 Min 556C
A Class Divisions Are Those Divisions Formed By Bulkheads And Decks
Which Comply With The Following:
.1 They Shall Be Constructed Of Steel Or Other Equivalent Material;
.2 They Shall Be Suitably Stiffened;
.3 They Shall Be So Constructed As To Be Capable Of Preventing The
Passage Of Smoke And Flame To The End Of The One-Hour Standard
Fire Test;
.4 They Shall Be Insulated With Approved Non-Combustible Materials
Such That The Average Temperature Of The Unexposed Side Will Not
Rise More Than 139C Above The Original Temperature, Nor Will
The Temperature, At Any One Point, Including Any Joint, Rise More
Than 180C Above The Original Temperature, Within The Time
Listed Below:
Class A-60 60 Min
Class A-30 30 Min
Class A-15 15 Min
Class A-O O Min
.5 The Administration May Require A Test Of A Prototype Bulkhead Or
Deck To Ensure That It Meets The Above Requirements For Integrity
And Temperature Rise.
B Class Divisions Are Those Divisions Formed By Bulkheads, Decks,
Ceiling Or Linings Which Comply With The Following:
.1 They Shall Be So Constructed As To Be Capable Of Preventing The
Passage Of Flame To The End Of The First Half Hour Of The Standard
Fire Test;
.2 They Shall Have An Insulation Value Such That The Average
Temperature Of The Unexposed Side Will Not Rise More Than
139C Above The Original Temperature, Nor Will The Temperature
At Any One Point, Including Any Joint, Rise More Than 225C
Above The Original Temperature, Within The Time Listed Below:
Refer To The Recommendation On 6re Resistance Tests For A, B And F Class Divisions
Adopted By The Organization By Resolution A.754(18).
Part A
Regulation 3

Class B-15 15 Min
Class B-O O Min
They Shall Be Constructed Of Approved Non-Combustible
Materials And All Materials Entering Into The Construction And
Erection Of B Class Divisions Shall Be Non-Combustible, With
The Exception That Combustible Veneers May Be Permitted
Provided They Meet Other Requirements Of This Chapter;
The Administration May Require A Test Of A Prototype Division To
Ensure That It Meets The Above Requirements For Integrity And
Temperature Rise.
C Class Divisions Are Divisions Constructed Of Approved Non-
Combustible Materials. They Need Meet Neither Requirements Relative To
The Passage Of Smoke And Flame Nor Limitations Relative To The Temperature
Rise. Combustible Veneers Are Permitted Provided They Meet Other
Requirements Of This Chapter.
Continuous B Class Ceilings Or Linings Are Those B Class Ceilings Or
Linings Which Terminate Only At An A Or B Class Division.
7 Steel Or Other Equivalent Material. Where The Words Steel Or Other
Equivalent Material Occur, Equivalent Material Means Any Non-Combustible
Material Which, By Itself Or Due To Insulation Provided, Has Structural And
Integrity Properties Equivalent To Steel At The End Of The Applicable Exposure
To The Standard Fire Test (E.G. Aluminium Alloy With Appropriate Insulation).
8 Low Flame Spread Means That The Surface Thus Described Will Adequately
Restrict The Spread Of Flame, This Being Determined To The Satisfaction Of The
Administration By An Established Test Procedure.
9 Main Vertical Zones Are Those Sections Into Which The Hull, Super-
Structure, And Deckhouses Are Divided By A Class Divisions, The Mean

Length Of Which On Any Deck Does Not In General Exceed 40 M.
Part C
Regulations 28, 29
Regulation 29
Steering Gear
1 Unless Expressly Provided Otherwise, Every Ship Shall Be Provided
With A Main Steering Gear And An Auxiliary Steering Gear To The Satisfaction Of
The Administration. The Main Steering Gear And The Auxiliary Steering Gear
Shall Be So Arranged That The Failure Of One Of Them Will Not Render The Other
One Inoperative.
2.1 All The Steering Gear Components And The Rudder Stock Shall Be Of Sound And Reliable
Construction To The Satisfaction Of The Administration.
Special Consideration Shall Be Given To The Suitability Of Any Essential
Component Which Is Not Duplicated. Any Such Essential Component Shall,
Where Appropriate, Utilize Anti-Friction Bearings Such As Ball-Bearings, Roller-Bearings Or

Sleeve-Bearings Which Shall Be Permanently Lubricated Or
Provided With Lubrication Fittings.
2.2 The Design Pressure For Calculations To Determine The Scantlings Of Piping And Other
Steering Gear Components Subjected To Internal Hydraulic Pressure Shall Be At Least 1.25 Times
The Maximum Working Pressure To Be Expected Under The Operational Conditions Specified In
Paragraph 3.2, Taking Into Account Any Pressure Which May Exist In The Low-Pressure Side Of
The System. At The Discretion Of The Administration, Fatigue Criteria Shall Be Applied For The
Design Of Piping And Components, Taking Into Account Pulsating Pressures Due To Dynamic
Loads.
2.3 Relief-Valves Shall Be Fitted To Any Part Of The Hydraulic System Which Can Be Isolated
And In Which Pressure Can Be Generated From The Power Source Or From External Forces. The
Setting Of The Relief Valves Shall Not Exceed The Design Pressure. The Valves Shall Be Of
Adequate Size And So Arranged As To Avoid An Undue Rise In Pressure Above The Design
Pressure.
3 The Main Steering Gear And Rudder Stock Shall Be:
1 Of Adequate Strength And Capable Of Steering The Ship At
Maximum Ahead Service Speed Which Shall Be Demonstrated;
2 Capable Of Putting The Rudder Over From 35o On One Side To 35o

On The Other Side With The Ship At Its Deepest Seagoing
Draught
And Running Ahead At Maximum Ahead Service Speed And, Under
The Same Conditions, From 35o On Either Side To 30o On The Other
Side In Not More Than 28 S;
3. Operated By Power Where Necessary To Meet The Requirements Of
A Rudder Stock Of Over 120 Mm Diameter In Way Of The Tiller,
Excluding Strengthening For Navigation In Ice; And
4. So Designed That They Will Not Be Damaged At Maximum Astern
Speed; However, This Design Requirement Need Not Be Proved By
Trials At Maximum Astern Speed And Maximum Rudder Angle.
4 The Auxiliary Steering Gear Shall Be:
.1 Of Adequate Strength And Capable Of Steering The Ship At Navigable
Speed And Of Being Brought Speedily Into Action In An
Emergency;
.2 Capable Of Putting The Rudder Over From 15o On One Side To 15o
On The Other Side In Not More Than 60 S With The Ship At Its
Deepest Seagoing Draught And Running Ahead At One-Half Of The
Maximum Ahead Service Speed Or 7 Knots, Whichever Is The
Greater; And
.3 Operated By Power Where Necessary To Meet The Requirements Of
Paragraph 4.2 And In Any Case When The Administration Requires
A Rudder Stock Of Over 230 Mm Diameter In Way Of The Tiller,
Excluding Strengthening For Navigation In Ice.
Main And Auxiliary Steering Gear Power Units Shall Be:
1. Arranged To Restart Automatically When Power Is Restored After A Power Failure; And Capable
Of Being Brought Into Operation From A Position On The Navigation Bridge. In The Event Of A
Power Failure To Any One Of The Steering Gear Powers Units, An Audible And Visual Alarm
Shall Be Given On The Navigation Bridge.
2.
6.1 Where The Main Steering Gear Comprises Two Or More Identical Power Units, An
Auxiliary Steering Gear Need Not Be Fitted, Provided That:
.1 In A Passenger Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required
By Paragraph 3.2 While Any One Of The Power Units Is Out Of Operation;
.2 In A Cargo Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required By
Paragraph 3.2 While Operating With All Power Units;
.3 The Main Steering Gear Is So Arranged That After A Single Failure In Its Piping System Or In
One Of The Power Units The Defect Can Be Isolated So That Steering Capability Can Be
Maintained Or Speedily Re-Gained.
6.2 The Administration May, Until 1 September 1986, Accept The Fitting Of A Steering Gear,
Which Has A Proven Record Of Reliability But Does Not Comply With The Requirements Of
Paragraph 6.1.3 For A Hydraulic System.
Chapter Ll.-L Construction
A Rudder Stock Of Over 120 Mm Diameter In Way Of The Tiller, Excluding Strengthening
For Navigation In Ice; And So Designed That They Will Not Be Damaged At Maximum
Astern Speed; However, This Design Requirement Need Not Be Proved By Trials At
Maximum Astern Speed And Maximum Rudder Angle.
4 The Auxiliary Steering Gear Shall Be:
.1 Of Adequate Strength And Capable Of Steering The Ship At Navigable Speed And Of
Being Brought Speedily Into Action In An Emergency;
.2 Capable Of Putting The Rudder Over From 15 On One Side To 15On The Other Side
In Not More Than 60 S With The Ship At Its Deepest Seagoing Draught And Running
Ahead At One Half Of The Minimum Ahead Service Speed Or 7 Knots, Whichever Is The
Greater; And
.3 Operated By Power Where Necessary To Meet The Requirements Of Paragraph 4.2 And
In Any Case When The Administration Requires A Rudder Stock Of Over 230 Mm
Diameter In Way Of The Tiller, Excluding Strengthening For Navigation In Ice.
Main And Auxiliary Steering Gear Power Units Shall Be: Arranged To Restart
Automatically When Power Is Restored After A Power Failure; And Be Capable Of Being
Brought Into Operation From A Position On The Navigation Bridge. In The Event Of A
Power Failure To Any One Of The Steering Gear Powers Units, An Audible And Visual
Alarm Shall Be Given On The Navigation Bridge.
8.1 Where The Main, Steering Gear Comprises Two Or More Identical Power Units, An Auxiliary
Steering Gear Need Not Be Fitted, Provided That:
.1 In A Passenger Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required
By Paragraph 3.2 While Any One Of The Power Units Is Out Of Operation;

.2 In A Cargo Ship, The Main Steering Gear Is Capable Of Operating
The Rudder As Required By Paragraph 3.2 While Operating With All Power Units;
B The Main Steering Gear Is So Arranged That After A Single Failure In Its Piping System Or In
One Of The Power Units The Defect Can Be Isolated So That Steering Capability Can Be
Maintained Or Speedily Regained.
2. The Administration May, Until 1 September 1986, Accept The Fitting Of A Steering Gear,
Which Has A Proven Record Of Reliability But Does Not Comply With The Requirements
Of Paragraph 6.1.3 For A Hydraulic System.
Part C
Regulation 29
6.3 Steering Gears, Other Than Of The Hydraulic Type, Shall Achieve Standards
Equivalent To The Requirements Of This Paragraph To The Satisfaction Of The
Administration.
7 Steering Gear Control Shall Be Provided:
1 For The Main Steering Gear, Both On The Navigation Bridge And In The Steering Gear
Compartment, Where The Main Steering Gear Is Arranged In Accordance With Paragraph 6, By
Two Independent Controls Systems, Both Operable From The Navigation Bridge. This Does Not
Require Duplication Of The Steering Wheel Or Steering Lever. Where The Control System Consists
Of A Hydraulic Tele-Motor, A Second Independent System Need Not Be Fitted Except In A Tanker,
Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage And Upwards; For The Auxiliary
Steering Gear, In The Steering Gear Compartment And, If Power-Operated, It Shall Also Be
Operable From The Navigation Bridge And Shall Be Independent Of The Control System For The
Main Steering Gear.
8 Any Main And Auxiliary Steering Gear Control System Operable From The
Navigation Bridge Shall Comply With The Following:
. I If Electric, It Shall Be Served By Its Own Separate Circuit Supplied
From A Steering Gear Power Circuit From A Point Within The
Steering Gear Compartment, Or Directly From Switchboard
Busbars Supplying That Steering Gear Power Circuit At A Point
On The Switch Boards Adjacent To The Supply To The Steering Gear
Means Shall Be Provided In The Steering Gear Compartment For
Disconnecting Any Control System Operable From The Navigation
Bridge From The Steering Gear It Serves;
The System Shall Be Capable Of Being Brought Into Operation From

A Position On The Navigation Bridge
.4 In The Event Of A Failure Of Electrical Power Supply To The Control
System, An Audible And Visual Alarm Shall Be Given On The
Navigation Bridge; And
Short Circuit Protection Only Shall Be Provided For Steering Gear Control Supply Circuits.
9 The Electrical Power Circuits And The Steering Gear Control Systems With Their Associated
Components, Cables And Pipes Required By This Regulation And By Regulation 30 Shall Be Separated
As Fu As Is Practicable Throughout Their Length.
10 A Means Of Communication Shall Be Provided Between The Navigation
Bridge And The Steering Gear Compartment.
11 The Angular Position Of The Rudder Shall:
.1 If The Main Steering Gear Is Power-Operated, Be Indicated On The
Navigation Bridge. The Rudder Angle Indication Shall Be
Independent Of The Steering Gear Control System;
.2 Be Recognizable In The Steering Gear Compartment.
12 Hydraulic Power-Operated Steering Gear Shall Be Provided With The
Following:
.1 Arrangements To Maintain The Cleanliness Of The Hydraulic Fluid
Taking Into Consideration The Type And Design Of The Hydraulic
System;
.2 A Low-Level Alarm For Each Hydraulic Fluid Reservoir To Give The
Earliest Practicable Indication Of Hydraulic Fluid Leakage. Audible
And Visual Alarms Shall Be Given On The Navigation Bridge And In
The Machinery Space Where They Can Be Readily Observed; And
.3 A Fixed Storage Tank Having Sufficient Capacity To Recharge At Least
One Power Actuating System Including The Reservoir, Where The
Main Steering Gear Is Required To Be Power-Operated. The

Storage Tank Shall Be Permanently Connected By Piping In
Such A
Manner That The Hydraulic Systems Can Be Readily Recharged From
A Position Within The Steering Gear Compartment And Shall Be
Provided With A Contents Gauge.
13 The Steering Gear Compartments Shall Be:
.1 Readily Accessible And, As Far As Practicable, Separated From
Machinery Spaces; And
.2 Provided With Suitable Arrangements To Ensure Working Access To
Steering Gear Machinery And Controls. These Arrangements Shall
Include Handrails And Gratings Or Other Non-Slip Surfaces To Ensure
Suitable Working Conditions In The Event Of Hydraulic Fluid
Leakage.
14 Where The Rudder Stock Is Required To Be Over 230 Mm Diameter In
Way Of The Tiller, Excluding Strengthening For Navigation In Ice, An Alternative
Power Supply, Sufficient At Least To Supply The Steering Gear Power Unit
Which Complies With The Requirements Of Paragraph 4.2 And Also Its
Associated Control System And The Rudder Angle Indicator, Shall Be Provided
Automatically, Within 45 S, Either From The Emergency Source Of Electrical
Power Or From An Independent Source Of Power Located In The Steering Gear
Compartment. This Independent Source Of Power Shall Be Used Only For This
Purpose. In Every Ship Of 10,000 Gross Tonnage And Upwards, The Alternative
Power Supply Shall Have A Capacity For At Least 30-Min Of Continuous
Operation And In Any Other Ship For At Least 10 Min.
Part C
Regulation 29
15 In Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upwards And In Every Other Ship Of 70,000 Gross Tonnage And Upwards,
The Main Steering Gear Shall Comprise Two Or More Identical Power Units
Complying With The Provisions Of Paragraph 6.
16. Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage And Up Words Shall,
Subject To Para. 17, Comply With The Following,
. I The Main Steering Gear Shall Be So Arranged That In The Event Of
Loss Of Steering Capability Due To A Single Failure In Any Part Of One
Of The Power Actuating Systems Of The Main Steering Gear,
Excluding The Tiller, Quadrant Or Components Serving The Same
Purpose, Or Seizure Of The Rudder Actuators, Steering Capability
Shall Be Regained In Not More Than 45 S After The Loss Of One
Power Actuating System;
The Main Steering Gear Shall Comprise Either:
Two Independent And Separate Power Actuating Systems, Each
Capable Of Meeting The Requirements Of Paragraph 3.2, Or
At Least Two Identical Power Actuating Systems Which, Acting
Simultaneously In Normal Operation, Shall Be Capable Of Meeting
The Requirements Of Paragraph 3.2. Where Necessary To Comply
With This Requirement, Interconnection Of Hydraulic Power
Actuating Systems Shall Be Provided. Loss Of Hydraulic Fluid From
One System Shall Be Capable Of Being Detected And The Defective
System Automatically Isolated So That The Other Actuating System
Or Systems Shall Remain Partially Operational,
Steering Gears Other Than Of The Hydraulic Type Shall Achieve
Equivalent Standards.
.2
.2.1
.2.2 At Least Two Identical
17 For Tankers, Chemical Tankers Or Gas Carriers Of 10,000 Gross Tonnage

And Upward, But Of Less Than 100,000 Tonnes Deadweight,
Solutions Other
Than Those Set Out In Paragraph 16, Which Need Not Apply The Single Failure
Criterion To The Rudder Actuator Or Actuators, May Be Permitted Provided That
An Equivalent Safety Standard Is Achieved And That:
. I Following Loss Of Steering Capability Due To A Single Failure Of Any
Part Of The Piping System Or In One Of The Power Units, Steering
Capability Shall Be Regained Within 45 S; And
Where The Steering Gear Includes Only A Single Rudder Actuator,
Special Consideration Is Given To Stress Analysis For The Design
Including Fatigue Analysis And Fracture Mechanics Analysis, As
Appropriate, To The Material Used, To The Installation Of Sealing
Arrangements And To Testing And Inspection And To The Provision
Of Effective Maintenance. In Consideration Of The Foregoing, The
Administration Shall Adopt Regulations Which Include The
Provisions Of The Guidelines For Acceptance Of Non-Duplicated
Rudder Actuators For Tankers, Chemical Tankers And Gas
Carriers Of 10,000 Tons Gross Tonnage And Above But Less
Than 100,000 Tonnes Deadweight, Adopted By The Organization
18 For A Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upward, But Less Than 70,000 Tonnes Deadweight, The Administration
May, Until 1 September 1986, Accept A Steering Gear System With A Proven
Record Of Reliability, Which Does Not Comply With The Single Failure Criterion
Required For A Hydraulic System In Paragraph 16.
19 Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upward, Constructed Before 1 September 1984, Shall Comply, Not Later
Than 1 September 1986, With The Following:

.1 The Requirements Of Paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2,
12.3
And 13.2;
.2 Two Independent Steering Gear Control Systems Shall Be Provided
Each Of Which Can Be Operated From The Navigation Bridge. This
Does Not Require Duplication Of The Steering Wheel Or Steering
Lever;
.3 If The Steering Gear Control System In Operation Fails, The Second
System Shall Be Capable Of Being Brought Into Immediate
Operation From The Navigation Bridge; And
.4 Each Steering Gear Control System, If Electric, Shall Be Served By
Its Own Separate Circuit Supplied From The Steering Gear Power
Circuit Or Directly From Switchboard Busbars Supplying That
Steering Gear Power Circuit At A Point On The Switchboard
Adjacent To The Supply To The Steering Gear Power Circuit.
20 In Addition To The Requirements Of Paragraph 19, In Every Tanker,
Chemical Tanker Or Gas Carrier Of 40,000 Gross Tonnage And Upwards,
Constructed Before 1 September 1984, The Steering Gear Shall, Not Later Than
1 September 1988, Be So Arranged That, In The Event Of A Single Failure Of The
Piping Or Of One Of The Power Units, Steering Capability Can Be Maintained Or
The Rudder Movement Can Be Limited So That Steering Capability Can Be
Speedily Regained. This Shall Be Achieved By:
An Independent Means Of Restraining The Rudder; Or
Fast-Acting Valves Which May Be Manually Operated To Isolate The
Actuator Or Actuators From The External Hydraulic Piping Together
With A Means Of Directly Refilling The Actuators By A Fixed
Independent Power-Operated Pump And Piping System; Or
Adopted By The Organization By Resolution A.467 (Ix).

39.
Standards For Training & Certification For Watchkeepers
Stcw 78 Adopted On 7th July 1978 Which Came Into Force On 28th April 1984, This Convention Had
Limited Knowledge And No Skilled Training Programs. Transparency Of The Certification Was Seen
Lacking So A New Convention Called Stcw 95 Was Adopted By The Imo On The 1st Feb 1999.
Stcw 95
Comprises Of 17 Articles Of 36 Mandatory Regulations Laid Out In 8 Chapters As Compared To Stcw 78,
Which Comprised Of 17 Articles Of 25 Mandatory Regulations Laid Out In 6 Chapters.
Stcw 78 Stcw 95
1. General Provisions
Master Deck Dept
Engine Dept
Radio Personnel. Radio Comm. & Radio Personnel
Sp. Req. For Tankers Special Training For Persons On

Ships
Proficiency In Survival Craft Emergency Occupational Safety,

Medical Care & Survival Functions.
Certificates For Officers Defining

Functions.
Contains 2 Regulations
Reg. Viii/1 Deals With Fitness Of Duty
Reg. Viii/2 Deals With Watchkeeping Arrangements And Principles To Be Observed.
Knowledge Regarding Certificates
The Old Certificates Issued Under The 78 Convention Shall Be Valid Only Until 1st Feb 2002. Thus
Before This Day All 78 Convention Certificates Holders Should Renew Their Certificates By Doing A

Refresher Course And Updating Training And Assessment As Well As
Additional Modular Courses Specified Under The Provisions Of Stcw 95.
New Certificates Shall Be Valid For 5 Years And In Order To Revalidate The Certificate The Seafarer
Will Have To Meet The Standards Of Medical Fitness & Establish Continued Professional Competence As
Required By The Imo.
Information Regarding The Rest Periods For A Candidate
Chapter Viii: Standards Regarding Watchkeeping.
Section A-Viii/1
Fitness For Duty
All Persons Who Are Assigned Duty As Officer In Charge Of A Watch Or As Rating Forming Part Of
A Watch Shall Be Provided A Minimum Of 10 Hours Of Rest In Any 24 Hour Period.
The Hours Of Rest May Be Divided Into No More Than Two Periods, One Of Which Shall Be Atleast 6
Hours In Length.
The Requirements For Rest Periods Laid Down In Paragraphs 1 And 2 Need Not Be Mantained In The
Case Of An Emergency Or Drill Or In Other Overriding Operational Conditions.
Not Withstanding The Provision Of Paragraphs 1 And 2, The Minimum Period Of 10 Hours May Be
Reduced To Not Less Than 6 Consecutive Hours Provided That Any Such Reduction Shall Not
Extend Beyond Two Days And Not Less Than 70 Hours Of Rest Are Provided Each Seven Day
Period.
Administration Shall Require That Watch Schedules Be Posted Where They Are Easily Acessible.
40.
Electro-Hydraulic Steering Gear:
This Is Perhaps The Most Popular Type Of Steering Gear. Referring To The Diagrammatic Lay-Out As
Shown In The Figure;
It Consists Of A Hydraulic Ram Situated On The Port Side Of The Tiller And Other Ram On The
Starboard Side, Linked At Their Outer Ends To The Tiller Arm By A Crosshead And Swivel Block.
The Other Ends Of The Rams Working Inside Their Own Hydraulic Cylinders And Pieps Connect
These Cylinders To A Hydraulic Pump.
Special Mineral Oil Is Used As The Hydraulic Medium And The Function Of The Pump Is To Draw
Oil From One Cylinder And Pump It At High Pressure Into The Other, Thus Causing One Ram To
Move Out And Push The Tiller Over While The Other Ram Moves Back Into The Cylinder.
The Hydraulic Pump Is A Rotary Displacement Type Driven Continuously By An Electric Motor.
The Pump Is Of A Special Construction And May Be An Hele-Shaw Or Williams-Janney Design.
It Runs Continuously In The Same Direction And The Position Of A Movable Plate Inside The Pump,
Controls The Suction And Discharge Of The Oil.
When The Plate Is In Mid Position, No Oil Is Drawn In Or Discharged And When The Plate Is Moved
In One Direction From Mid Position Oil Is Drawn From One Cylinder And Discharged Into The
Other.
When The Plate Is Moved In The Opposite Direction The Suction And Discharge Of Oil Are Reversed
In Direction.
This Plate Is Actuated By A Rod, Which Is Attached At Its Outer End To
The Hunting Lever.
If Heavy Seas Strike The Rudder, The Shock Is Transmitted Through The Tiller To The Rams.
This Causes A Suddern Increase In Oil Pressure In One Of The Cylinders And A Double Spring Loaded
Relief Valve Allows The Tiller To Give Way Slightly By By-Passing A Little Of The Oil Into The
Other Cylinder.
The Resultant Displacement Of The Rudder, Tiller And Ram Crosshead Moves The Pump Control Rod
Through The Hunting Gear And The Tiller Is Brought Back To Its Original Position.
The Hunting Gear:
The Hunting For This Type Of Steering Gear Is A Simple Arrangement Of Levers And Will Be Readily
Understood By Referance To The Figure.
If The Telemotor Link Is Moved To The Right, The Hunting Lever Will Swivel About A As A
Fulcrum And The Pump Control Rod Will Be Pushed Inwards.
The Pump Will Then Draw Oil From The Right Cylinder And Discharge It Into The Left And The
Crosshead And The Tiller Will Begin Moving To The Right.
As The Crosshead Moves, B Now Acts As The Fulcrum For The Hunting Lever And The Movement
Of A To The Right Will Cause The Other End, Connected To The Control Rod, To Move
Outwards To Bring The Control Plate In The Pump Back To Its Mid Position.
The Pump Will Cease To Deliver Oil And The Gear Will Come To Rest.
Four Ram Hydraulic Steering Gear:
A Four Ram Hydraulic Steering Gear May Be Fitted On Large Ships For Greater Steering Power,
Instead Of The Two Ram Type As Described Above.
The Four Ram Unit Is Simply A Double Two Ram Unit, The Tiller Having A Double Arm So That The
Force Of The Two Diagonally Opposite Rams Can Act On The Tiller To Produce Double The
Turning Effect.
Rotary Vane Steering Gear:
The Rotary Vane Type Of Steering Gear System Is A More Recent Development Of The Hydraulic
Steering Gear.
It Consists Of A Rotor, Which Is A Taper Fit On The Rudderstock And Keyed To It, And A Stator Of
A Larger Internal Diametre Than The Outside Diametre Of The Rotor To Form An Annular Space
Between Them.
The Stator Being Firmly Fixed To The Ships Structure To Prevent Its Rotating.
The Rotor Has Equidistantly Spaced Outwardly Projecting Radial Vanes, And The Stator Has Similar
Vanes Projecting Inwards, The Spaces Between The Vanes Form Segmental Pressure Chambers For
The Highpressure Hydraulic Oilsupplied From The Variable Delivery Pumps.
Oil Sealing Between The Ends Of The Vanes And Their Opposite Working Surface Is Effected By
Ruber-Backed Steel Strips In Grooves In The Vanes.
The Pressure Chambers Between The Rotor And The Stator Vanes Are Divided Into Two Sets So That
When The Oil At A High Pressure Is Supplied To One Set And Drawn Form The Other, The Rotor
Will Be Forced To Rotate In One Direction Turning The Rudder Stock With It.
By Reversing The Oil Flow The Rotor And The Rudderstock Will Rotate In The Opposite Direction.
Allowing For The Thickness Of The Vanes, A Unit Of Three Rotor Vanes And Three Stator Vanes Will
Permit A Rudder Movement Of 35 Degs To Extreme Port Or Stbd From Mid Position.
A Total Angle Of 70 Degs. Is Achieved And The Vanes Also Act As Rudder Stops.
Relief Valves And By-Pass Valves Are Incorporated In The Oil System To Absorb Rudder Shocks.
Compared To The Four Ram Steering Gear, The Cost Of The Rotary Vane Type To Produce The Same
Torque On The Rudder Stock Is Generally Less, It Is Lighter In Weight, Takes Up Less Space And
Is Easier To Maintain.
41.
Tugs: Girding, Scouring.
Girding: Is The Term Used To Describe A Tug Being Towed Sideways By The Vessel She Is Supposed
To Tow.
The Danger Arises When The Vessel Moves Suddenly Ahead Or Astern Without Giving Any Warning
To The Master, So That Before The Tug Master Can Swing His Tug In Line With His Tow Line,
The Tow Line Leads Abeam.
This Is A Very Dangerous Situation And The Tug may Even Capsise Often With A Heavy Loss Of Life.
The Height Of The Towing Hook, The Speed And The Rate Of Swing Of The Towed Vessel Are All
Very Important Factors. Ample Warning Must Therefore Be Given To The Tugs If The Vessel Is To
Move Ahead Or Astern Or If The Likely hood Presents Itself.
The Girding Of The Tug May Be Avoided By Using A Gob Line.
It Is A Small Length Of Rope Which Is Used To Bowse The Tow Line To The Stern Of The Tug To
Prevent Girding.
Scouring:
It Is The Term Given To The Use Of A Stream Of Water From A Tugs Propellers Directed As Far As
Possible To Scour Away The Sea Bed Which Is Silting Up The Stranded Hull.
It Is Often This Silting Which Exerts Pressure Holding The Vessel In Place.
Procedure For Scouring:
The Area Should Be Roughly Surveyed And The Depth Checked.

Tug Is Secured To The Ship By A Hawser From The Towing Hook.
The Manila Hawser Is Lead To Each Quarter For Heaving The Tug Up And Down The Ships Side And
The Head Rope For Each Bow For Altering The Tugs Inclination To The Ships Fore And Aft Line.
The Tugs Should Have Both Her Anchors Out On An Open Moor.
If Tunneling Beneath The Keel, The Tugs May Make An Angle Of 70 Degs With The Vessel And If
The Bilge Area Is To Be Cleared Then The Angle Is 30 Degs.
42.
LRIT Requirement [Solas Ch-V Reg 19-1]

1. Introduction: Resolution MSC.202(81) Adopted on 19th May 2006
Chapter V Regulation 19-1 as amended Long range identification and tracking of
ships (LRIT) Nothing in this regulation or the provisions of performance standards and functional
requirements adopted by the organization in relation to the long range identification and tracking of
ships shall prejudice the rights, jurisdiction or obligations of states under international law, in
particular the legal regimes of the high seas, the exclusive economic zone the contiguous zone, the
territorial seas or the straits used for international navigation and archipelagic sea lanes
a) This regulation establishes provisions to enable contracting governments to undertake the long
range identification and tracking of ships.
b) Ships shall be fitted with a system to automatically transmit the information specified in paragraph
[C] below;
c) Ships shall automatically transmit the following long range identification and tracking information;
i) The identity of the ship ii) The position of the ship [latitude and longitude]; and iii) the date
and time of the position provided.
d) Systems and equipment used to meet the requirements of LRIT shall conform to performance
standards and functional requirements not inferior to those adopted by the organization. Any
shipboard equipment shall be of a type approved by the administration.
e) In addition to the general requirements contained in assembly resolution A.694(17) on
recommendations on general requirements for shipborne radio equipment forming part of the global
maritime distress and safety system (GMDSS) and for electronic navigational aids, the shipborne
equipment should comply with the following minimum requirements;
i) be capable of automatically and without human intervention on board the ship
transmitting the ships LRIT information at 6 Hr intervals to an LRIT data centre.
ii) Be capable of being configured remotely to transmit LRIT at variable intervals.
iii) Be capable of transmitting LRIT information following receipt of polling commands;
iv) Interface directly to the shipborne global navigation satellite system equipment or have
internal positioning capability;
v) Be supplied with energy from the main and emergency source of electrical power; and
vi) Be tested for electromagnetic compatibility taking into account the recommendations
developed by the organization.
2. Procedure: Please find additional details below;

a) Flag nomination of LRIT data centre Section 8 of the performance standards requires that a
contracting government establishing or joining an LRIT data centre should provide relevant
details to the organization. India has declared to have its own National data centre (NDC) a
project that has been accorded to Antrix/SAC of ISRO who is developing NDC for the DGS.
b) Flag appointment of application service provider (ASP): - section 5.1 of the performance
standards that a contracting government should provide to the organization a list with the names
and contact details of the ASPs they recognize together with any associated conditions of
recognition. ASP is developed at the NDC site. Communications service provider (CSP) TATA
communication will operate as CSP.
c) Shipowners, managers requirements: The shipowners, managers, operators are advised to carry
out an LRIT ship borne equipment type approval conformance test. In accordance with section
5.1 of the performance standards. In the interest of timely implementation of the ship owners and
managers to implement the LRIT equipment testing of its ships.
d) CSP/ASP testing implementation: the CSP/ASP should test LRIT equipment in accordance with
the LRIT requirements testing matrix specified in MSC.1/Circ.1257. Testing to be carried out
through Indian CSP/ASP by October 2008. The cost of testing will be borne by shipowners. They
are requested to contact CSP for testing Sat-C for LRIT with specific details.
e) CSP issuance of statement of conformity report: The CSP should issue a statement of conformity
report to the shipowner. Applicable to a specific LRIT equipment the Pass/fail status of each of
the tests listed in the LRIT requirements testing matrix with the resultant pass/fail status of the
LRIT equipment. The report should be valid for the duration the ship remains with the flag (any
subsequent failure of the LRIT equipment should be identified
through standard LRIT data centre operational procedures.) the copy of detailed
format of the report shall be given to the ship owner and copy to be left on the vessel for
inspection during the initial safety radio survey after compliance of LRIT.
f) Flag issuance of certificate of compliance: on satisfactory report of CSP/ASP the directorate to
issue a certificate of compliance to the shipowner for carriage on the ship, specific LRIT
equipment. The certificate should be valid for the duration the ship remains with the flag (any
subsequent failure of the LIRT equipment should be identified through standard LRIT data centre
operational procedures).
g) Shipborne LRIT equipment: the existing Inmarsat C equipment used on board for GMDSS will
be utilized for LRIT. On failure or non-compliance of the existing shipborne inmarsat C
equipment same to be replaced or an additional Inmarsat C or Mini C equipment to be
installed and put up again for compliance test.
h) The LRIT conformance test certificate to be made available at all times during the statutory
surveys by administration or classifications society authorized by the administration, port state
control and flag state inspections.
i) The vessels should be intimated that under no circumstances they should delete or disable the
DNID member No. registered by Indian CSP in the LRIT shipborne equipment, unless due to
security reasons. However in such cases the same has to be intimated to the Indian NDC.
j) If due to any reason the vessel is barred by Inmarsat the vessel owners, managers and shipping
companies must inform NDC immediately.
k) Switching off shipborne equipment, ceasing the distribution of LRIT information and reducing
the frequency or temporarily stopping the transmission of LRIT information. : The master of a
ship should inform the administration without undue delay and make an entry in the record of
navigational activities and incidents maintained in accordance with requlation V/28 indicating the
dates and times between which: the shipborne equipment was switched off or the distribution of
LRIT information ceased, where international agreements, rules or standards provide for the
protection of navigational information and the frequency of transmission of LRIT information has
been reduced or temporarily stopped, when a ship is undergoing repairs, modifications or
conversion in dry-dock or in port or is laid up for a long period.
l) In addition the master of a ship undergoing repairs, modifications or conversions in dry-dock or
in port or is laid up for a long period, taking into account the instructions of the administration
should inform the authorities of the contracting government within whose territory of jurisdiction
the ship is located when the frequency of transmission or LRIT information is reduced or is
temporarily stopped.
m) Owners, managers and shipping companies will be given a user name and password for
monitoring, giving inputs etc as mentioned above.
Resolution MSC.202(81) Adopted on 19th May 2006 Chapter V Regulation 19-1 as amended Long
range identification and tracking of ships (LRIT) Indian NT wing circular No 04 of 2008 & 01 of 2009
43.
Ship recycling convention
1. MEPC (marine environment protection committee / 58session 10 Oct 2008)
2. The MEPC of IMO approved the text of the draft ship recycling convention for adoption at a
conference in 2009, when it met for its 58th session at IMO.
3. The new convention will provide regulations for the design,
construction, operation and preparation of ships so as to facilitate safe and
environmentally sound recycling, without compromising the safety and operational efficiency of
ships; the operation of ship recycling facilities in a safe and environmentally sound manner and the
establishment of an appropriate enforcement mechanism for ship recycling, incorporating
certification and reporting requirements.
4. Ships to be sent for recycling will be required to carry an inventory of hazardous materials, specific
to each ship, while an appendix to the convention will provide a list of hazardous materials whose
installation or use in ships is prohibited or restricted in shipyards, ship repair yards, and ships of
parties to the future convention. Ships will have to have an initial survey to verify the inventory of
hazardous materials, surveys during the life of the ship and a final survey prior recycling.
5. Ship recycling yards will be required to provide a ship recycling plan to specify the manner in
which each ship will be recycled, depending on its particulars and its inventory. Parties will be
required to take effective measures to ensure that ship recycling facilities under their jurisdiction
comply with the convention.
6. A series of guidelines are being developed to assist in the implementation of the new convention
while the entry into force criteria for the convention will be decided by 2009 conference when
formally adopting the proposed convention.
7. The reason for this is that ships sold for scrapping may contain environmentally hazardous
substances such as asbestos, heavy metals, hydrocarbons and ozone depleting substances and others.
Concerns have been raised about the working and environmental conditions at many of the worlds
ship scrapping locations.
8. Please refer to www.imo.org for updates on the convention.
44.
Gulf of Aden advisory
1. Background: in order to provide competitive shipping ships proceeding from Indian ocean towards
Europe need to transit the Suez canal through the red sea. Somalia is geographically located at the
entrance to the Gulf of Aden and recently piracy incidents result from the instability prevailing in
Somalia. Thousands of ships / vessels transit these waters carrying dry bulk, liquid bulk and high
value. In view of large number of hijacking incidents occurring in the gulf of Aden or in proximity
of Somalian waters, this area is considered to be high risk area from security point of view. This
menace has been continuing for quite sometime, primarily due to political instability in the
neighboring coastal states and its inability to patrol its coastal waters, the past records indicate that
ships pleasure crafts have been hijacked to obtain ransom from the shipowners at the cost of
innocent crewmembers lives. The following advisory to ship masters/owners and mangers is for the
purpose of reporting and planning their ship transits through the defined security corridor to avoid
mitigate the possibility of a prospective piracy incident. The coalition forces have adopted a
security corridor prescribing the recommended track based on their experience and their presence
in the area.
2. Polling and tracking: All vessels are directed to comply and strictly adhere to the security corridor
adopted by the coalition forces. In order to track Indian vessels more effectively all Indian ship
owners are hereby directed to increase the frequency of ship security alert system polling to one
hour, while the vessels are navigating in the area with specified co-ordinates.
3. Adoption of reporting system: all vessels prior entering the area are directed to submit initial report
containing the following details; ships name | call sign | flag | Imo number | MMSI # | Inmarsat
telephone number including satellite prefix | telex and fax number | email address | name of

company having day to day management | telephone no of CSO |
Type of ship | type of ship | current position and speed | crew list | ETA existing area.
4. all vessels are directed to report actual departure times and estimated arrival times at ports and
destination when eastward bound and/or westward bound in the defined area to Maritime warfare
centre and DG-Comm centre. All timings in UTC.
5. Masters are advised to refer to their ISPS plans for detailed procedures regarding taking evasive
actions / precautions prior transit.
Table of Contents :
Chapter 36 : SCBA ckecklist | regulations for SCBA |
Chapter 37 : shallow water effects | bank suction and bow cushion | smelling the ground | squat |
Chapter 38 : SOLAS chapters and amendments | buoyant lifelines | buoyant smoke signals | cargo
information | class A divisions | class B divisions | class C divisions | construction of life rafts |
dangerous goods stowage requirements | defn main vertical zones | defn non combustible material |
diameter of and pressure in fire mains | documentation for dangerous goods | explosives on passenger ships |
fire hoses | fixed gas fire extinguishing systems | general emergency alarm system | hand flares | HRU on
liferaft | immersion suits | lifebuoys | lifejacket lights | lifejackets | liferaft equipment | line throwing
apparatus | Markings on liferaft | Markings on liferaft container | miscellaneous | muster list and emergency
instructions | nozzles | number and position of hydrants | other life saving appliances | oxygen analysis and
gas detection equipm | personal life saving appliances | rocket parachute flares | self activating smoke signal
| self igniting lights | solas B pack exempted equipment | SOLAS definitions | standard fire test | survival
craft | thermal protective aid | training manual | visual aids |
Chapter 39 : | STCW 95 | STCW 95 rest periods |
Chapter 40 : | Electro hydraulic steering gear | hunting gear | four ram steering gear | rotary vane steering
gear |
Chapter 41 : | tugs girding scouring | girding | scouring |
Chapter 42 : | LRIT | Introduction | equipment requirements | procedure |
Chapter 43 : | Ship re-cycling convention | Background | Requirements | Ship recycling plan |
Chapter 44 : | Gulf of Aden advisory | Background | Adoption of scheme | Polling and tracking |

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Additional notes (chapter 1 5)

FOR MCA ORAL EXAMINATIONS

Topics and links :

Chapter 05 : bulk carrier code |

Carriage of nautical publications ;

1. International code of signals.

Part A: General, Design Criteria And Symbols.

Part C: Deep Water Routes.

Part D: Area To Be Avoided.

Part E: Other Routeing Measures.

Part F: Associated Rules And Recommendations Of Navigation.

Mariners Handbook: Np 100.

Chapter 1: Charts, Navigational Information, Supply Of Charts, Nav Warnings Etc.

Signals, Buoyage, Echo Sounding Etc.

Chapter 3: Operational Information And Regulations.

Chapter 4: The Sea.

Chapter 6: Sea - Ice - Icebergs.

Chapter 7: Operations In Polar Regions Where Ice Is Prevalent.

Chapter 8: Observing And Reporting Hydro Information.

Code Of Safe Working Practices For Merchant Seamen:

Section 1: Safety Responsiblities/Shipboard Management.

Chpt 2: Health Surveillance.

Chpt 3: Safety Officials.

Chpt 4: Personal Protective Equipment.

Chpt 5: Safety Signs.

Chpt 6: Means Of Access And Safe Movement.

Chpt 7: Work Equipment.

Section 2: Personal Health And Safety.

Chpt 8: Safety Induction.

Chpt 9: Fire Precautions.

Chpt 10: Emergency Procedures.

Chpt 11: Security On Board.

Chpt 12: Living On Board.

Chpt 13: Safe Movement.

Chpt 14: Food Preperation And Handling.

Section 3: Work Activities.

Chpt 17: Entering Enclosed And Confined Spaces.

Chpt 18: Boarding Arrangements.

Chpt 19: Manual Handling.

Chpt 20: Use Of Work Equipment.

Chpt 21: Lifting Plant.

Chpt 22: Mantainence.

Chpt 23: Hotwork.

Chpt 24: Painting.

Chpt 25: Anchoring, Mooring And Towing Operations.

Chpt 26: Hatch Covers And Access Lids.

Chpt 27: Hazardous Substances.

Chpt 28: Use Of Safety Signs.

Section 4: Specialist Ships.( Later To Be Published.)

Chpt 31: Ships Serving Offshore Gas And Oil Installations.

Chpt 32: Ro-Ro Ferries.

Chpt 33: Port Towage Industry.

Appendix 1: Standard Specifications Refered To In This Code.

Bridge Procedures Guide:

Published By: International Chamber Of Shipping. Edn Referred To: 1990

Purpose And Scope

Please consider the environment before printing out these copies 4

Part A: Guidance For Masters And Watch Keeping Officers

4. Responsibility For Passage Planning