Singapore Coc-1 Master Oral Preparation
Singapore Coc-1 Master Oral Preparation
Singapore Coc-1 Master Oral Preparation
How do you take over as a master? 1. 2. 3. 4. Go to company office and meet technical superintendents, discuss about: Ship particulars Trading areas Companys and charterers instructions Voyage instruction, type of charter Special instruction for maintenance and survey Complete change of command form- marine-40 in duplicate. Obtain authorization slip issued by MPA which to be attached to cert of registry and letter of memorandum. On the way to masters accommodation, form an initial impression of the ships general condition and maintenance by observing exterior conditions such as: draft marks, load line marks, condition of hull, deck, superstructure, rigging of accommodation ladder, safety net, LSA & FFA arrangements. Meet outgoing master and hand over letter of appointment and authorization slip. Go through the hand over note, ships condition report, manning level, company and charterers instructions. Sight all the statutory certificates as per MSC-14/2005, any survey due, maintenance/preparation for each survey. Go through the filing system and all types of log books. AOA & last port clearance Crew welfare and watch arrangements, any crew change/ repatriation in this port/ next port. Watch arrangement. Take over all stores, ROB of FO/DO/GO/FW, provisions, medical stores as per scale, narcotics under masters control. Cash balance onboard, ships account and satellite radio accounts. Ask master about port rotation, trading areas, general condition of ports, present cargo work, ships stability, estimated time of completion, cargo plan, departure draft, trim, GM etc. Detail of cargo gears, anchors, deck machineries, hatches and their conditions, maintenance condition and schedule.
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What are the statutory certificates to be carried onboard merchant ships? PART I: SHIPS ON INTERNATIONAL VOYAGES (PASSENGER SHIPS, CARGO SHIPS, TANKERS, BULK CARRIERS) CERTIFICATES & DOCUMENTS: 1. 2. 3. 4. 5. 6. 7. 8. 9. Certificate of Registry Official Log Book International Tonnage Certificate (for ships of 24 m in length and above) International Load Line Certificate International Load Line Exemption Certificate Approved Loading and Ballasting Information Certificates of Class Intact Stability Booklet Stability Instrument Approved test conditions and Operation Manual (Approval Procedure)
10. Stability Instrument test condition results (Periodical testing) 11. Stability information to be supplied to the master 12. Damage Control Plans and Booklet 13. Damage Stability information 14. Emergency towing procedures on ships 15. Emergency towing booklet 16. Towing and Mooring Arrangements Plan 17. International Oil Pollution Prevention Certificate 18. Certificates for Master, Officers or Ratings 19. De-ratting or De-ratting Exemption Certificate 20. Minimum Safe Manning Document 21. Manoeuvring Information
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FOR CARGO SHIPS CERTIFICATES: 1. 2. 3. 4. 5. Cargo Ship Safety Construction Certificate (for ships of 500 GT and above) Cargo Ship Safety Equipment Certificate (for ships of 500 GT and above and the certificate to be supplemented by its Record of Equipment) Cargo Ship Safety Radio Certificate (for ships of 300 GT and above and the certificate to be supplemented by its Record of Equipment) Cargo Ship Safety Certificate, as an alternative to 1 to 3 above; and Exemption Certificate or letter of Dispensation (when an exemption or dispensation has been granted under the provisions of SOLAS 74 as amended)
DOCUMENTS: 1. 2. 3. 4. 5. 6. Damage Stability Booklet Approved Subdivision and Stability Booklet Bulk Carrier Booklet, as alternative to .2 Document of Authorisation for the Carriage of Grain and Grain Loading Stability Booklet (for ships carrying grain) Damage Control Plans and Booklets (for dry cargo ships constructed on or after 1 Feb 92) Cargo Information and appropriate Shipping Documents including a Certificate or Declaration on the Carriage of Cargoes or for ships carrying Dangerous Goods in Packaged Form or in Solid Form in Bulk or carrying Harmful Substances in Packaged Form. Document of Compliance with the Special Requirements for Ships Carrying Dangerous Goods (for ships carrying dangerous goods in packaged form or in solid form in bulk) (also applicable to ships of less than 500 gross tons constructed on or after 1 Feb 92)
7.
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9.
PUBLICATIONS 1. 2. 3. 4. International Grain Code (for ships carrying grain) Code of Safe Practice for Cargo Stowage and Securing Code of Safe Practice for Ships Carrying Timber Deck Cargo; and Code of Safe Practice for Solid Bulk Cargoes.
FOR OIL TANKERS In addition to the Certificate, Documents and Publications mentioned above: CERTIFICATES: 1. Certificate of Insurance or other Financial Security in Respect of Civil Liability for Oil Pollution Damage (for ships carrying more than 2,000T of oil in bulk as cargo)
DOCUMENTS: 1. 2. Oil Record Book, Part II (cargo/ballast operations) (for oil tankers of 150GT and above) Approved Damage Stability Information including information and data concerning loading and damage stability (for oil tankers of 150 GT and above, the keels of which were laid after 30 Jun 76) Approved Operational Manual for Oil Discharge Monitoring and Control System. Record of Oil Discharge Monitoring and Control System for the last ballast voyage. Approved Dedicated Clean Ballast Tank Operation Manual (20,000 DWT and above) Approved Crude Oil Washing Operations and Equipment Manual, as applicable (20,000 DWT and above)
3. 4. 5. 6.
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10. Survey Report File and Supporting Documents (for vessels participating in the Enhanced Survey Program). FOR SHIPS CARRYING NOXIOUS LIQUID CHEMICAL SUBSTANCES IN BULK: In addition to the Certificates, Documents and Publications mentioned above: CERTIFICATES: 1. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (this certificate is not required for chemical tankers issued with the Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk or the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk)
DOCUMENTS: 1) 2) 3) Cargo Record Book Approved Procedures and Arrangements Manual Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances (requirement shall apply not later than 1 January 2003)
FOR CHEMICAL TANKERS: In addition to the Certificates, Documents and Publications mentioned above: CERTIFICATES: 1. 2. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (for ships which comply with the Bulk Chemical Code); or International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (for ships which comply with the International Bulk Chemical Code)
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5) 6) 7) 8)
PUBLICATIONS: 1. 2. Bulk Chemical Code (for chemical tankers constructed before 1 Jul 86); and International Bulk Chemical Code (for chemical tankers constructed on or after 1 Jul 86).
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Ship Master's legal position in relation to a voyage charter: The master must perform the voyage in accordance with the agreement (the charter party) made between the ship owner and the charterer. Unlike a time charter, this does not usually give the charterer control over the commercial activities of the ship.
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How a vessel lying at an angle of loll may be returned to a safe condition. An angle of loll is caused due to the vessel being in an unstable condition with negative GM when upright and the vessel may heel to port or starboard. 1) 2) 3) a) Ensure that the heel is due to the negative GM rather than off centre weight. That is to ensure that the port listing moment is equal to the starboard listing moment. Since the angle of loll is caused by G being too high, effort is to be directed towards lowering it. This can be done by shifting weight onboard.
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4) 5) 6)
7) a)
b) c) d)
8) a) b) c) d) 9) a) b)
Effect of a heavy list on a vessels stability 1) When a vessel is listed the G lies off the centre line to port or starboard. 2) 3) GZ is actually capsizing lever with a negative GZ when the vessel is upright. GZ is negative till the angle of list.
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10) Range of stability is reduced. 11) No change in the angle of deck edge immersion but it is easily reached on the listed side when acted upon by the external forces. 12) Since the ship is already listed, external forces can easily heel the ship to more dangerous angle of heel on the listed side. How can u increase the angle of deck flooding By shifting or by jettisoning the cargo. HOW DO YOU FEEL ON BOARD WHEN YOUR VESSEL AT ANGLE OF VANISHING STABILITY Ship will capsize at this point because it occurs near to about 80 degree. IS LOADICATOR MANDATORY It is mandatory on bulk carriers as per SOLAS but it is the requirement of class that it should be carried onboard. WHERE WILL U GET DAMAGE STABILITY AND HOW TO CALCULATE? From damage stability plan.
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Correction: Not corrected and generally allowed for. In case of lubber line misalignment, shift the lubber line. Coefficient B: The coefficient B makes up of Permanent B (PB) and Induced B (IB) caused by force P. Coefficient B = PB + IB Permanent B: Caused by the permanent magnetism displayed by the vessels permanent structure in the Fore and Aft direction Polarity depends on the direction where the vessel was headed when being built. Remains permanent and does not change signs with change of hemisphere The value remains same in all latitude
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Correction: Corrected using the permanent magnets in Fore and Aft direction under the compass. An easterly deviation indicates that the ship has a blue pole attracting the red needle (+Bp) hence this is corrected by using a Fore and Aft magnets with red pole facing forward. Correction can be effected by using as many magnets required to nullify the deviation. Use of single magnets is not advisable and better correction by uniform field can be achieved by the use of a number of magnets placed at varying distance from the needle. The F/A correctors are placed in two lines on port and starboard side due to the presence of the Heeling error magnet bucket in the centre ( in order to maintain symmetry on both sides The corrector magnets are not to be placed nearer than twice their length to enable uniform magnetic field.
Induced B (IB): Caused by magnetism induced in the vertical soft iron components around the compass Varies with the latitude as the vertical component of the earths field Maximum at the poles and minimum at the equator. Changes signs with the hemisphere Deviation is Maximum on the East west courses. Deviation is nil on N/S course
Correction: Corrected by using the Flinders bar either forward or aft of the compass (depends on the ship construction) The height is adjusted using wooden supports to place the pole in line with pole of magnetic needle.
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Sketch a flammability diagram and explain. When an inert gas, typically flue gas, is added to a hydrocarbon gas/air mixture the result is to increase the lower flammable limit hydrocarbon concentration and to decrease the upper flammable limit concentration. These effects are illustrated in Fig. (Below), this should be regarded only as a guide to the principles involved. Every point on the diagram represents a hydrocarbon gas/air/inert gas mixture, specified in terms of its hydrocarbon and oxygen contents. Hydrocarbon gas/air mixtures without inert gas lie on the line AB, the slope of which reflects the reduction in oxygen content as the hydrocarbon contents increases. Points to the left of AB represent mixtures with their oxygen content further reduced by the addition of inert gas. The lower and upper flammability limit mixtures for hydrocarbon gas in air are represented by the points C and D. As the inert gas content increases, the flammable limit mixtures change as indicated by the lines CE and DE, which finally converge at the point E. Only those mixtures represented by points in the shaded area within the loop CED are capable of burning. On such a diagram, changes of composition due to the addition of either air or inert gas are represented by movements along straight lines directed either towards the point A (pure air), or towards a point on the oxygen content axis corresponding to the composition of the added inert gas. Such lines are shown for the gas mixture represented by the point F. It is evident from Figure that as inert gas is added to hydrocarbon gas/air mixtures the flammable range progressively decreases until the oxygen content
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to carry out the salvage operations with due care; in performing the duty specified in subparagraph (a), to exercise due care to prevent or minimize damage to the environment; whenever circumstances reasonably require, to seek assistance from other salvors; and to accept the intervention of other salvors when reasonably requested to do so by the owner or master of the vessel or other property in danger; provided however that the amount of his reward shall not be prejudiced should it be found that such a request was unreasonable.
The owner and master of the vessel or the owner of other property in danger shall owe a duty to the salvor: to co-operate fully with him during the course of the salvage operations; in so doing, to exercise due care to prevent or minimize damage to the environment; and when the vessel or other property has been brought to a place of safety, to accept redelivery when reasonably requested by the salvor to do so.
What do you understand about New Jason Clause? Because of a fundamental difference between US & UK Law on general average is that the American view does not allow ship owner to recover cargos portion of GA if the accident was the result of negligent navigation or error in management. In English law the ship owner cannot escape liability for loss caused by his own negligence, however, he can be free from liability by the terms of the contract and has right to GA contribution from the cargo owners where GA sacrifice or expenditure has been incurred. Therefore it is customary to insert a clause in the B/L or C/P for goods transported to and from the US in order that the ship owner is able to claim GA contribution from the cargo by the terms of the contract even if the accident was a result of negligence or mismanagement.
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2. 3. 4. 5.
6. 7. 8.
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Side component
Lower blades meet greater reaction to motion of propeller. At greater depth the water is more solid and does not break easily, with little aeration being caused.
Direction of Motion
Cause: The upper blades work near the surface and their transverse effect is not sufficient to cancel out the opposite effect of the lower blades. Effect on ship: The effect is for right-handed propellers resultant thrust tends to cant a vessel's stern to the starboard and her bow to port when the engines are put ahead. When going astern, the stern cant to port and the bow cants to starboard. This action cannot be controlled as the rudder is ineffective when going astern. Left hand screws will have the opposite action to that described above. For controllable pitch propellers the canting effect of transverse thrust will always be in the same direction, whether the pitch is set to ahead or astern, because the shaft always rotates in the same direction. The result of this force may be deduced by considering the propeller to be a wheel, carrying the stern through the water at right angles to the vessels line of motion.
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Actions when navigating in the vicinity of ice Ensure the followings, when navigating in the vicinity of ice: Additional look out have been posted, they know their duties. Continuous radar watch Obtain as much information possible about sighting ice and other navigational warnings. Monitor temperature of air and sea, especially at night. Make obligatory reports of ice sighting as per MSA/SOLAS. Adjust the speed of the ship if passing through the ice, according to the type and thickness of ice. Inform engineers when temperature drops to about 0 to 1C. Information received from ice patrol, coastal stations, shipping broadcast and meteorological observations may result in an alteration of course to avoid ice. Make the fullest use of navigation equipment and aids to ascertain accurate navigation. Ensure the deck is safe for crews to go about their normal duties. Remove ice by chipping or by sweeping. Do not use normal window washers. Use window heaters instead. Cold weather precautions 1. Provide suitable warm clothing 2. Organize and brief bridge team prior to entry into the ice regarding: Indications of presence of ice Not to be overexposed to extreme cold Look outs need to be rotated at short interval Report to master on sighting ice Regular radar watch in appropriate range Second watch keeper
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As a Master, you have just had a collision. What is your action? COLLISION Immediate actions: Take the con. Follow emergency procedure as per company emergency procedure manual, which should include: Sound general emergency alarm. Stop Engines. Announce by PA. Head count, look for casualty and establish communication. Close watertight doors. Activate SOPEP and take preventive actions in case of any oil pollution Order chief officer for damage assessment. Water tight integrity of hull and subsequent breaches of same. Assess rate of flooding Condition of machinery space. Check hull for damage in relation to the waterline and whether can be raised by changing trim. Check sounding of all tanks and bilges. Visually inspect compartments where possible
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Obtain following information from emergency teams: Details casualties. Any risk of fire, explosion or emission of toxic gases. Any other information regarding associate problems. On the bridge, the command team will do the followings: Maintained VHF watch. Exhibit light / shapes and any appropriate sound signals. Switch on deck lighting at night. Determine the vessels position. Broadcast urgency or distress massage as required. Save the VDR data. Inform the accident with positions and time to the following parties: Local authorities. Owners, charterers. P & I club. Under-writer Next port agent. Class. (Emergency Technical Assistance Service) Make an accident report to MPA in the correct format. Accident Report Masters/Owners are obliged to report all reports to MPA within 24hrs of accident. Report shall be made in the following circumstances: Loss of life. Injury. Material Damage to ship or its equipment. Deficiency of LSA & other safety equipment. Any Peril. It applies to: Singapore registered ships. Ships issued with passenger safety certificate in Singapore. Ships in Singapore waters. Ships arriving Singapore.
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Various P&I Clubs UK Club Britannia Club Standard Club New-Castle Club Sunderland Club London Club North of England Club South of England Club P & I Clubs (Mutual Insurance) These are non-profit making organizations Formed by groups of ship owners form what are known as Protection and Indemnity Associations, sometimes referred to as P & I clubs or Small Damage Clubs; Obtains funds from its members Each member pays certain amount depending upon: tonnage of their ships Amount of claim sustained by them Provides cover against third party risks which are normally outside the scope of an ordinary marine policy, Protection relates to liabilities incurred by the employment of the ship as a ship; Risks under Protection include: a. Loss of life and personal injury claims; b. Hospital, medical and funeral expenses arising from injury claims; c. Sickness and repatriation of distress seamen; d. 3rd party collision damages not covered by RDC; e. Cargo damage due to improper navigation; f. Damage to piers, wharves and other stationary objects; g. Cost of DOT enquiries;
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Determine sector in which the ship is in. From the weather report From the observed storm position and movement. Heave to for a few hours and observe the change of wind direction. In dangerous semicircle in northern hemisphere, the wind will veer, barometer will fall. Barometer will rise after passing the trough line. In navigable semicircle in northern hemisphere, wind will back, barometer will fall. Barometer will rise after passing the trough line. Wind direction will remain steady if the vessel is in the path of storm. Use appropriate bad weather manoeuvre as per the ship's position relative to storm.
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Order OOW to: Update and monitor weather information and reports. Record hourly in log book. Wind direction and force. Wind shift. Barometric pressure. Swell direction and height. Arrange a FSA for storm. Strengthen the bridge watch and ensure proper look out. Change over to manual steering if auto pilot cannot cope up with weather condition. Continuous watch as visibility can be reduced.
Instruct C/O to: Check ships stability, draft, trim. Press up tanks to reduce FSE and windage area. Propeller and rudder sufficiently immersed to prevent: Loses of their efficiency Racing of engines Excessive vibration I will remain outside of a radius of 200nm from storm center. If necessary: Ensure vessel does not roll or pitch heavily, as it may cause:
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May be damage to cargo Shifting of cargo Damage to ships structure Damage to deck equipments, cranes, derricks etc. All preparations for heavy weather to be entered in official log book in details and deck log book. I will keep in mind: Storm can be erratic and different from weather forecast. Engine and any navigational/ communication equipment may fail any time. Ensure personnel get enough rest, considering fatigue due to storm. No body to go on deck without C/Os permission. Instruct C/E to check steering gear and M/E performance regularly. Inform following parties about storm and amended ETA: Owner. Charterer. Agent of next port.
Methods of receiving TRS forecast Various methods are available for receiving TRS or gale warning forecast. VHF weather forecast from coast radio station. MF-HF radio telephony weather broadcast from met stations. MF-HF telex from met stations. MF-HF weather fax from met stations. EGC messages. Navtex. Inm-B fax from met stations (paid service). Visual observation, by barometric pressure and wind force. Danger Message: Suddenly wind force 10 or above Take heavy weather precautions Heavy weather manoeuvre to ensure safety of the vessel. Transmit a danger message with the suitable equipments to the ships in the vicinity and to the nearest coast station. The message shall include following information: Barometric pressure.
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Alteration of course in heavy weather Dangerous/critical period when sea comes from beam. Wave group consists of about 8 waves. Lull period 1-2 waves among wave groups. Alter the vessel during lull period. Before turning, inform all department heads, take necessary precautions. No one is allowed on deck. Understand turning ability of the ship. Study wave development cycle carefully to find out calm period. To minimize danger of being capsized or swamped, the timing of turn to be coincides with calmer waves when abeam. Consider possibility of miss-judgment of lull period and turning ability of the vessel. About 2/3 waves before the calm wave, start turning slowly with extreme caution. If turning misjudged, come back to previous heading. If turning is correct, continue the turn as fast as possible. When critical period is passed, increase the turning rate. Steady to next course and observe situation carefully. Adjust speed if necessary for following and quartering sea.
BAD WEATHER MANOEUVERS Following options are available to the master, in case of bad weather: Head to sea Stern to sea Heave to Anchoring
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Anchoring in shallow waters: Used when the vessel in shallow water. Employed to prevent blown down to a lee shore. Two anchors may be used. Engines can be used to reduce stress on the cable. Anchor will reduce the rate of drift. If grounding is not prevented, refloating may be assisted by heaving on the cables.
Altering course to avoid bad weather: To be used before encountering bad weather. Take an alternative route to destination. Take evasive actions to be away from bad weather. Likely to result in more distance. If alteration is not well planned or substantial, bad weather may suddenly change direction and vessel may be caught into it.
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Large rolling motions may be experienced when the natural rolling period of a ship coincides with the wave period encountered. When navigating in following and/or quartering seas this may happen when the transverse stability of the ship is marginal and therefore the natural roll period becomes longer. Parametric rolling motion An unstable and large amplitude roll motion will take place if the wave period encountered is approximately equal to half of the natural roll period of the ship. This type of rolling can occur in head and bow seas where the wave period encountered become short. In following and quartering seas, a ship is particularly vulnerable to this when the initial metacentric height is small and the natural roll period is very long. Combination of various dangerous phenomena
The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion is three-dimensional and various detrimental factors or dangerous phenomena such as an additional heeling moment due to taking water on deck, or cargo shift due to large roll motions, may occur in combination with the above-mentioned phenomena, simultaneously or in a sequence. This could create an extremely dangerous combination which may cause ship capsize.
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When the average wave length is longer than (0.8 * ships length) and the significant wave height is larger than (0.04 * ships length), while at the same time some indices of dangerous behaviour of the ship are beginning to be
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Result: May cause considerable damage to stern area. Damage to propeller and rudder due to severe buffeting. Engine room can be flooded if the openings which face aft are not properly secured. Corrective actions: Occurs when velocity of sea is equal to or greater than ship's speed. Alter course and head sea. Surf riding Occurs when a ship situated on a steep forefront of high wave in a following or quartering sea conditions, the ship can be accelerated to ride on the wave. This phenomenon is called surf riding.
Result: In this situation the so called broaching-to phenomenon may occur, which endangers the ship to capsizing as a result of a sudden change on ships heading and unexpected large healing. Action: Ships speed higher than (1.8L)/cos (180-) knots is considered dangerous, and; Surf riding/broaching-to may occur when angle of encounter 135<<225. To avoid surf riding, speed/course or both to be taken outside the dangerous region.
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Parametric Rolling Parametric roll motions with large and dangerous roll amplitudes in waves are due to variation of stability between the position on the wave crest and the position in the wave trough. It occurs when the encounter period is approximately half of the natural roll period of the ship. The stability attains a minimum twice during each roll period. It occurs when the ship has very marginal intact stability due to which its rolling period becomes very large. Parametric rolling may occur in head and bow seas when the encounter ratio is 1:0.5 Corrective actions: 1. Change apparent period of waves by: Alteration of course Alteration of speed 2. Change vessels rolling period by changing GM By ballasting By de-ballasting Shifting of ballast, FO, FW etc and changing transverse position of G. Combination of various dangerous phenomena The dynamic behavior of ship in following and quartering seas is very complex. Ship motion is three dimensional and various dangerous phenomena may occur simultaneously, such as: Additional heeling moments due to deck-edge immersion, water shipping and trapping on deck, or cargo shift due to large heeling motions. This may create extremely dangerous combinations, which may cause ship capsize.
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What do you mean by short Round Turn, what is its purpose? Vessel is turned round in her own length. It will be useful, when turning a vessel where there is a less sea room such as: Within a channel Congested Anchorage Area Any danger close Principle When an engine is reversed a powerful swing to starboard is generated. Method a. b. c. Engine is worked full ahead on hard starboard helm. At first sign of head way the helm is put mid ship and engines are worked f ull astern. Swing to starboard continues.
The above sequence is repeated until the vessel is turned. Caution: If astern power is small the watch for headway must be carefully watched.
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OBLIGATIONS OF THE COMPANY: The Company shall ensure that the ship security plan contains a clear statement emphasizing the masters authority. The Company shall establish in the ship security plan that the master has the overriding authority and responsibility to make decisions with respect to the safety and security of the ship and to request the assistance of the Company or of any Contracting Government as may be necessary. The Company shall ensure that the company security officer, the master and the ship security officer are given the necessary support to fulfill their duties and responsibilities in accordance with chapter XI-2 and this Part of the Code.
ISPS Code requirement for statement of master's authority The company shall ensure that the Ship Security Plan must contain a clear statement emphasizing the master's authority. The company shall establish in the Ship Security Plan that the master has the overriding authority and the responsibility to make decisions with respect to safety and security of the ship and to request the assistance of the Company or of any SOLAS Contracting Government as may be necessary.
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SHIP SECURITY OFFICER A ship security officer shall be designated on each ship. In addition to those specified elsewhere in this Part of the Code, the duties and responsibilities of the ship security officer shall include, but are not limited to: undertaking regular security inspections of the ship to ensure that appropriate security measures are maintained; maintaining and supervising the implementation of the ship security plan, including any amendments to the plan; co-ordinating the security aspects of the handling of cargo and ships stores with other shipboard personnel and with the relevant port facility security officers; proposing modifications to the ship security plan; reporting to the company security officer any deficiencies and nonconformities identified during internal audits, periodic reviews, security inspections and verifications of compliance and implementing any corrective actions; enhancing security awareness and vigilance on board; ensuring that adequate training has been provided to shipboard personnel, as appropriate; reporting all security incidents; co-ordinating implementation of the ship security plan with the company security officer and the relevant port facility security officer; and ensuring that security equipment is properly operated, tested, calibrated and maintained, if any.
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Cargo operation at Security Level 2 At security level 2, the SSP should establish the additional security measures to be applied during cargo handling, which may include: Detailed checking of cargo, cargo transport units and cargo spaces; Intensified checks to ensure that only the intended cargo is loaded; Intensified searching of vehicles to be loaded on car-carriers, ro-ro and passenger ships; and Increased frequency and detail in checking of seals or other methods used to prevent tampering. Detailed checking of cargo may be accomplished by the following means: Increasing the frequency and detail of visual and physical examination; Increasing the frequency of the use of scanning/detection equipment, mechanical devices, or dogs; and Coordinating enhanced security measures with the shipper or other responsible party in accordance with an established agreement and procedures. Security levels Security level 1 The level for which minimum appropriate protective security measures shall be maintained at all times. The following activities shall be carried out through appropriate measures, taking into account the guidance given in part B of ISPS code, in order to identify and take preventive measures against security incidents: Ensuring the performance of all ship security duties. Controlling access to the ship. Controlling the embarkation of persons and their effects. Monitoring restricted areas to ensure that only authorized persons have access. Monitoring of deck areas and areas surrounding the ship. Supervising the handling of cargo and ship's stores. Ensuring that security communication is readily available.
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Security level 3 The level for which further specific protective security measures shall be maintained for a limited period of time when a security incident is probable or imminent. It may not be possible to identify the specific target. Further specific protective measures, specified in the ship security plan, shall be implemented for each activity of security level 1, taking into account the guidance given in part B of this ISPS Code. (Security level three is the highest) Frequency of ISPS Drills: Drills should be conducted at least once every three months. In addition, in cases where more than 25 percent of the ships personnel has been changed, at any one time, with personnel that has not previously participated in any drill on that ship, within the last 3 months, a drill should be conducted within one week of the change. Exercise: - to be carried out at least one each calendar year or not exceeding 18 months.
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The word Beaching is used for such process because the type of emergency grounding is done only in those areas where the ground is of soft mud or sand (as in a Beach) in order to avoid damage to ships hull, propeller, rudder etc. Why Beaching is done The three main reasons for which Beaching of ship is done are: To prevent loss of ship due to flooding when there is major damage below the water line of the ship To refloat the ship when satisfactory repair has been done and water tight integrity is restored In order to hand it over to the scrap yard Ideal condition for beaching Daylight Gentle slopping beach Sandy or rock free beach Little or no current Sheltered waters Free from surf Less traffic
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Buoys region There are two buoys regions: A and B. In the two regions, colours and lights of lateral marks are reversed. In region A, green buoys to starboard and red to port, when following conventional direction. In region B, green to port and red to starboard.
Region-A: Europe, Asia (Except Japan, Korea, Philippines), Australia, Africa. Region-B: North and South Americas, Japan, Philippines, Korea.
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HOW WILL YOU INSTRUCT YOUR CHIEF OFFICER TO CARRY OUT LIFEBOAT MAINTENANCE? Life Boat: The following items should be examined and checked for satisfactory condition and operation: engine and propulsion system; sprinkler system, where fitted; air supply system, where fitted; manoeuvring system; power supply system; and bailing system.
Release gear: The following should be examined for satisfactory condition and operation after the annual winch brake test with the empty boat: operation of devices for activation of release gear; excessive free play (tolerances); hydrostatic interlock system, where fitted; cables for control and release; and hook fastening.
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Davit The following items should be examined for satisfactory condition and operation: 1. 2. 3. 4. 5. 6. davit structure, in particular with regard to corrosion, misalignments, deformations and excessive free play; wires and sheaves, possible damages such as kinks and corrosion; lubrication of wires, sheaves and moving parts; functioning of limit switches; stored power systems; and hydraulic systems
Winch The following items should be examined for satisfactory condition and operation: 1. 2. 3. 4. 5. open and inspect brake mechanism; replace brake pads, if necessary; remote control system; power supply system; and winch foundation.
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g)
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b) c) d) e)
5.
6.
7. FORM U It incorporates salient features of AOA. It is to be posted up in a conspicuous place on board the vessel. 8. Certificates of Competency Master is to sight the original COC and other certificates prior signing on a Seaman. A copy of these certificates to be forwarded to Marine Dept.
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3. 4. 5. 6. 7.
10. OLB Entry The Master also enter in the narrative section of OLB a statement to the effect that a new Agreement has been opened, giving particulars such as date and place of opening the Agreement. The Log Book entry must be countersigned by the Chief Officer or any other member of the crew. Procedures of closing articles of agreement: Each seaman signs in the "RELEASE" column and the Master to initial in the extreme right hand column. The adjacent shaded boxes are to be completed. Certificate of Discharge must be given whether the seaman is re-engaged or not. Account of wages to be given upon discharge of a seaman. Master should complete the four boxes at the bottom of front cover of the Agreement. OLB Entry of termination of AA. Fines imposed on the seaman during the currency of the Agreement should be remitted by crossed cheque made in favour of the "Maritime Port and Authority, Shipping Division ".
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Other complaints: A seaman may complain to master: against master any seaman About the conditions onboard. Inadequate provision / water. Unsafe ship Overloaded ship Master is to investigate and take action about the complaint. If seaman is dissatisfied with the action taken by master or failure of master to take any action. He may state his dissatisfaction and may complain to the director. Master is to make adequate arrangements to enable seaman to do so as soon as the service of the ship permits. If he fails to do so without reasonable cause, Shall be guilty of an offence Shall be liable on conviction to a fine not exceeding S$2000. Actions by master: Note down the complaints in official log book. Make statement of fact of each crew members with their signature. Elect a committee, members consisting of a crew from each department. Investigate all the allegations with the committee members. Make known the outcome of the investigation via an emergency gathering meeting. Rectify the problems as soon as possible, giving the completion date for the next follow up. Keep notes of all the proceedings, investigations, with proofs and photographs.
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YOU HAVE STOWAWAY ONBOARD VSL COMING TO SPORE , YOUR ACTION? PROCEDURE/REQUIREMENTS TO DISEMBARK? Obtain identity of the stowaway. (Nationality) Check if he is carrying any other documents. Make an entry in the OLB. Inform Flag State within 24hrs. Lock him and provide food. Report to Last & Next port agents. Communicate with owners, agents, P&I club, ICA and Embassy. Arrange his repatriation as soon as possible. On arrival port, NO SHORE LEAVE board to be displayed, until the stowaway has been handed over to the authorities. (As per Port Marine Circular No.14 of 2006, CONDITIONS FOR REPATRIATION OF STOWAWAYS) CONDITIONS FOR THE REPATRIATION OF STOWAWAYS 1. Only vessels that are ISPS certified can apply for repatriation of stowaways via Singapore; 2. Stowaway must be kept on board the vessel in safe custody and under the masters responsibility. If necessary, private security officers are to be engaged; 3. The shipping company1 must satisfy ICA that timely arrangement has been made for the repatriation. These include, but not limited to, the following; a. The stowaway must have valid and recognized travel document; b. Confirmed air ticket to the intended destination to be provided. In the absence of a direct flight and should there be a need for the stowaway to enter any country during the repatriation, written confirmation of entry from the relevant authorities of these countries2; c. The stowaway will only be allowed to disembark from the vessel to board the flight. The shipping company must pay for any costs incurred in housing the stowaway in the Inadmissible Person (IP) Room prior to the flight; and
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4.
5.
6.
7. 8.
The shipping company is to provide a Security bond for issuance of special pass to repatriate stowaway (Form 104A) to take full responsibility for all costs for the repatriation and maintenance of the stowaway; If the repatriation is unsuccessful, the shipping company is to make arrangements to transfer the stowaway back to its vessel within 14 days to depart Singapore. If this transfer is not effected within 14 days, the Government may call on the security bond, withdraw this facility or take any other action as necessary. If the stowaway escapes from the custody of the shipping company, the Singapore authorities will call on the security bond (the sum is S$10,000 per stowaway subject to variation depending on the risk level); Singapore will not repatriate the stowaways if the vessel visits Singapore for the sole / main objective of repatriating the stowaway; and The authorities reserve the right not to allow the repatriation of nationals that have been known to create trouble while being repatriated.
The qualified repatriation of stowaway is administered at the discretion of the Singapore Government and subject to ongoing review. If deemed necessary, the Singapore Government will rescind this facility without prior notice.
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q.
r. s. t.
Plans required in dry dock For dock master: Docking plan. Cargo stowage plan (If docking with cargo). Reports from last dry dock. Following plans to be kept ready: Fire plan. Midship section plan. General arrangement plan. Capacity plan. Contents of a docking plan: Position of bulkheads Position of main structural members. Rise of floor (if any). Position of plugs.
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Critical period The period since the keel first touches the block until the vessel takes blocks overall. An upthrust is caused by the blocks, denoted by "P". P at any instant can be calculated by the following formula: P = TPC X Change in mean draft in cm. P is maximum at the instant before vessel takes blocks overall. It can be calculated as: P = MCTC X t / l { t = trim in cm, l = dist of CF from AP} Due to the upthrust, the vessel reduces its GM. The G moves UP, thereby GM is reduced. M moves down to M', thereby GM is reduced. Shift of G (Center of gravity) or M (Transverse metacenter) may be calculated as: GG' = (P X KG)/(W - P) MM' = (P X KM)/W The danger is, due to subsequent loss of GM, the vessel may lose positive stability and may capsize. Maximum loss of GM to be calculated beforehand. It is dangerous if negative GM occurs in dry dock.
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Before and at the beginning of the voyage, the carrier must exercise due diligence to: make the ship seaworthy; properly man, equip and supply the ship; and make the holds, refrigerating and cool chambers, and all other parts of the ship in which the goods are carried, fit and safe for their reception, carriage and preservation. 2. Obligations towards the cargo
The carrier must properly and carefully load, handle, stow, carry, keep, care for and discharge any goods carried. 3. Obligations to issue a B/L
On receiving goods into his charge, the carrier, if the shipper demands, must issue a B/L showing: all leading marks for identification of goods; the number of packages or pieces or the quantity or weight as stated by the shipper; the apparent order and condition of the goods. The carrier needs not insert any inaccurate statements which he cannot reasonably check.
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Exceptions to liability ( 17 exceptions ) 1. Act, neglect or default of the master, mariner, pilot or the carrier's servants in navigation or management of the ship. 2. fire, unless caused by actual fault or privity of the carrier 3. perils of the sea 4. act of God 5. act of war 6. act of public enemies 7. arrest or restraint of princess, rulers or people, or seizure 8. quarantine regulations 9. act or omission of shipper or owner of the goods 10. strikes, lockouts, stoppage or restraint of labour 11. riots and civil commotions 12. saving or attempting to save life or property at sea 13. wastage or damage arising from inherent vice of the goods 14. insufficiency of packing 15. insufficiency or inadequacy of marks 16. latent defects not discoverable by due diligence 17. any other cause arising without the actual fault or privity of the carrier Deviation Any deviation in saving or attempting to save life or property at sea, or any reasonable deviation. Dangerous goods Goods of an inflammable, explosive or dangerous nature, if not properly marked or if shipped without the knowledge or consent of the carrier, may be landed, destroyed, jettisoned or render innocuous at any time before discharge. Such goods, even when shipped with the carrier's knowledge and consent, may be dealt with in this way without liability to the carrier, should they become dangerous.
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Difference between a 'common law lien' and a 'contractual lien' A common law lien exists independently of contract. It is implied, i.e. it does not need to be expressly stated in the contract; whereas A contractual lien is one incorporated by a term in the contract.
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Causes of TRS Latent heat released by condensation of moisture, when air moves up, available in the tropics Unstable condition of atmosphere, extreme surface heating Evolution is only possible where wind shear has a small value away from the jet stream Eye initially appears in upper troposphere (a pre existing depression) air descends warms Causes a decrease in surface pressure the TRS develops Continues to develop under favourable atmospheric and sea surface conditions Normally decays over land due to lack of moisture, and in high Latitudes because of decrease in surface temperature Weather signs of TRS Radio or storm warning Swell from the direction of storm Corrected barometric reading 3mb below expect 5 mb below confirmed Slow fall (500 to 120nm) Marked fall (60 to 120 nm) Rapid fall (60 to 10nm) Appreciable change in strength and direction of wind Clear sky preceding day Cirrus altostratus then cumulus clouds Rain squalls of increasing frequency and violence
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The Dangerous semicircle (DSC) the vessel must not run before the wind The dangerous quadrant advance quadrant of the DSC, wherein the TRS may re-curve over the vessel Navigable semicircle wherein the vessel may run before the wind Eye (Vortex) general area of calm Track path over which the cyclone has passed Path anticipated movement Trough line of lowest pressure Vertex point of re-curvature
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Types of Navigational warnings: Three types: 1. Nav area warnings 2. Coastal warnings 3. Local warnings Nav area warnings: Issued by navarea coordinator for the navarea. For 16 navareas established by WWNWS (World Wide Navigational Warning Service) Immediate notification of new danger and changes in navigational aids. Warnings which ocean going ships normally require for safe navigation. Promulgated via NAVTEX, International Safety Net Service. In English. Coastal warnings: Promulgated by a national coordinator to cover a region. Necessary for safe navigation within a given region. Provides information for seaward of the fairway buoy or pilot stations. For the entire IMO approved service area of Navtex transmitter. If no Navtex transmitter provided, includes all warnings relevant to coastal waters up to 250 miles from coast. Issued by Navtex or International Safety Net Service Transmission. In English. Local warnings: Issued by port, pilotage or coastguard authority. Covers inshore waters. Supplements coastal warnings by giving details information. Ocean going ships normally not require. Broadcasted via VHF, Navtex local frequency. May be in English or local language.
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Hydrolant areas: North Atlantic ocean South Atlantic ocean Caribbean seas Gulf of Mexico Mediterranean seas North seas Contagious areas. Hydropac areas: Pacific Ocean Indian Ocean South China Seas Contagious area COL A COL is a saddle-backed region between two highs and two lows. The wind is light and variable but does not remain so for long because the COL usually soon gives place to a low before long. No guide can be given regarding the associated weather because this depends upon the nature and interaction of the various air masses of which the COL is the meeting place.
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The stability of the ship at all times, including during the process of
loading and unloading timber deck cargo, should be positive and to a standard acceptable to the Administration. It should be calculated having regard to: The increased weight of the timber deck cargo due to: absorption of water due to dried or seasoned timber. ice accretion, if applicable; variation in consumables; free surface effect of liquids in tanks; and The weight of water trapped in broken spaces within the timber deck cargo and especially logs.
a. b. c. d.
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STOWAGE Before timber deck cargo is loaded on any area of the weather deck: hatch covers and other openings to spaces below that area should be securely closed and battened down; air pipes and ventilators should be efficiently protected and check valves or similar devices should be examined to ascertain their effectiveness against the entry of water; accumulations of ice and snow on such area should be removed; and it is normally preferable to have all deck lashings, uprights, etc., in position before loading on that specific area. This will be necessary should a preloading examination of securing equipment be required in the loading port.
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Appendix A provides general advice on stowage practices which have proved to be effective for various types of timber deck cargoes.
SECURING Every lashing should pass over the timber deck cargo and be shackled to eye plates and adequate for the intended purpose and efficiently attached to the deck stringer plate or other strengthened points. They should be installed in such a manner as to be, as far as practicable, in contact with the timber deck cargo throughout its full height. For a height of 4 m and below, the spacing should be 3 m; For heights of above 4 m, the spacing should be 1.5 m. Uprights
Uprights should be fitted when required by the nature, height or character be made of steel or other suitable material of adequate strength, taking
into account the breadth of the deck cargo; of the timber deck cargo. When uprights are fitted, they should:
be spaced at intervals not exceeding 3 m; be fixed to the deck by angles, metal sockets or equally sufficient means; and if deemed necessary, be further secured by a metal bracket to a strengthened point, i.e., bulwark, hatch coaming.
Stability Criteria for Timber carrier: a. The area under the righting lever (GZ curve) should not be less than 0.08 meter-radians up to q = 40 or the angle of flooding if this angle is less than 40. b. The maximum value of the righting lever (GZ) should be at least 0.25 m. c. At all times during a voyage the metacentric height GMo should be positive after correction for the free surface effects of liquid in tanks and, where appropriate, the absorption of water by the deck cargo and/or ice accretion on the exposed surfaces. Additionally, in the departure condition the metacentric height should be not less than 0.10 m.
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Safety management system SMS means a structured and documented system enabling Company personnel to implement effectively the Company safety and environmental protection policy. Objectives The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular to the marine environment and to property. Safety management objectives of the Company should, inter alia: Provide for safe practices in ship operation and a safe working environment; Establish safeguards against all identified risks; and Continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection.
The safety management system should ensure: Compliance with mandatory rules and regulations; and That applicable code guidelines and standards recommended by the Organization, Administrations, classification societies and maritime industry organizations are taken into account. Application Chapter IX of SOLAS requires compliance to the ISM Code. It is mandatory for cargo ships over 500 Gross Tons, passenger ships, tankers, high-speed craft over 500GT and larger ships. Implemented in 1st July, 1998. Full force from 1st July 2002.
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The functional requirements of the SMS are: A safety and environmental protection policy. Instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with relevant International and Flag State legislation. Defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel. Procedures for reporting accidents and non-conformities with the provisions of the Code. Procedures to prepare for and respond to emergency situations. Procedures for internal audits and management reviews. DESIGNATED PERSONS ASHORE (DPA) The designated person(s) should be suitably qualified and experienced in the safety and pollution control aspects of ship operations. The Company should designate a person or persons ashore having direct access to the highest levels of management for the followings: To ensure the safe operation of each vessel To provide a link between the Company and those on board, To monitor the safety and pollution prevention aspects of the operation of the vessel. To ensure that adequate resources and shore based support are applied, as required. To conduct safety audit and provide/ monitor corrective actions.
MASTER'S RESPONSIBILITY AND AUTHORITY The Company should clearly define and document the master's responsibility with regard to: Implementing the safety and environmental-protection policy of the Company; Motivating the crew in the observation of that policy; Issuing appropriate orders and instructions in a clear and simple manner; Verifying that specified requirements are observed; and Reviewing the safety management system and reporting its deficiencies to the shore-based management.
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INTERIM CERTIFICATION An Interim Document of Compliance may be issued to facilitate initial implementation of this Code when: A Company is newly established; or New ship types are to be added to an existing Document of Compliance, following verification that the Company has a safety management system that meets the objectives of this Code, provided the Company demonstrates plans to implement a safety management system meeting the full requirements of this Code within the period of validity of the Interim Document of Compliance. Such an Interim Document of Compliance should be issued for a period not exceeding 12 months by the Administration or by an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government. A copy of the Interim Document of Compliance should be placed on board in order that the master of the ship, if so requested, may produce it for verification by the Administration or by an organization recognized by the Administration or for the purposes of the control referred to in regulation IX/6.2 of the Convention. The copy of the Document is not required to be authenticated or certified. An Interim Safety Management Certificate may be issued: To new ships on delivery; When a Company takes on responsibility for the operation of a ship which is new to the Company; or When a ship changes flag. Such an Interim Safety Management Certificate should be issued for a period not exceeding 6 months by the Administration or an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government. An Administration or, at the request of the Administration, another Contracting Government may, in special cases, extend the validity of an Interim Safety Management Certificate for a further period which should not exceed 6 months from the date of expiry.
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WHAT ARE IN THE ANNEX IV DISTRESS SIGNALS 1. The following signals used or exhibited either together or separately, indicate distress and need of assistance: a. a gun or other explosive signal fired at intervals of about a minute; b. a continuous sounding with any fog-signalling apparatus; c. rockets or shells, throwing red stars fired one at a time at short intervals; d. a signal made by radiotelegraphy or by any other signalling method consisting of the group - - - (SOS) in the Morse Code; a. a signal sent by radiotelephony consisting of the spoken word Mayday; b. the International Code Signal of distress indicated by N.C.; c. a signal consisting of a square flag having above or below it a ball anything resembling a ball; d. flames on the vessel (as from a burning tar barrel, oil barrel, etc.); e. a rocket parachute flare or a hand flare showing a red light; f. a smoke signal giving off orange-coloured smoke; g. slowly and repeatedly raising and lowering arms outstretched to each side; h. the radiotelegraph alarm signal;
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3.
a. b.
FORMAL SAFETY ASSESSMENT FSA Process of the actions taken before any disaster occurs. A rational and systematic for assessing risks associates with any activities onboard. Costs and benefits of different actions is also evaluated. It enables a balance to be drawn between the various technical and operational issues, including the human element and between safety and costs. Interim guidelines were adopted in 1997 and IMO Member States have been invited to carry out trials and report back to IMO. 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. Recommendations for decision-making: Information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided.
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Determine possibility of refloating the ship and take appropriate actions: Calculate height of tide and time of rise and fall. Reduce draught of ship: De-ballasting Jettisoning cargo Use main engines to maneuver. Obtain assistance from port authority, coast guard, salvage tugs. Subsequent legal and commercial actions: Try to minimize immediate danger such as pollution, fire etc. While taking tug assistance, consider: LOF, if the danger imminent. Salvage contract if the situation permits. Use all available means of the ship to refloat the vessel. Keep all records of incidents and actions. Appropriate records to be entered in: Deck log book Movement book Engine log book Telegraph recorder Echo sounder graph. Used chart Entry to be made in official log book. Record of all damage and subsequent actions. Prepare a statement of fact of all the happenings. Prepare a note of protest, stating the facts only. If it is possible to refloat the vessel, consider deviating to port of refuge.
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Internal waters Waters on the landward side of the baseline of the territorial sea form part of the internal waters of the State. Breadth of the territorial sea Every State has the right to establish the breadth of its territorial sea up to a limit not exceeding 12 nautical miles, measured from baselines. Normal baseline Except where otherwise provided in this Convention, the normal baseline for measuring the breadth of the territorial sea is the low-water line along the coast as marked on large-scale charts officially recognized by the coastal State.
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Contiguous zone In a zone contiguous to its territorial sea, described as the contiguous zone, the coastal State may exercise the control necessary to: a. prevent infringement of its customs, fiscal, immigration or sanitary laws and regulations within its territory or territorial sea; b. punish infringement of the above laws and regulations committed within its territory or territorial sea.
The contiguous zone may not extend beyond 24 nautical miles from the baselines from which the breadth of the territorial sea is measured.
What types of Fisheries Zone does UNCLOS provide for? Although not specifically mentioned in UNCL OS, there is a recognised Inshore Fisheries Zone (IFZ) of 12 nautical miles within which the coastal state may exercise exclusive rights to living resources. Beyond this is the Extended Fisheries Zone (EFZ) extending to a maximum distance of 200 nautical miles and within which coastal states may exercise preferential rights over fish stocks. (The UK claims an EFZ of 200 nautical miles but does not recognise claims to Fisheries Zones exceeding 200 nautical miles.) What is a 'Continental Shelf'? A resource zone (but not a security zone), which is defined geologically. It may extend well beyond 200 nautical miles from the baseline. (A maximum of 350 nautical miles is specified.) It does not form part of the territory of the coastal state and the seas above the continental shelf remain 'high seas' if an EFZ is declared (but not if an EEZ is declared). The UK claims jurisdiction over its Continental Shelf. What is an 'EEZ'? An Exclusive Economic Zone, within which the coastal state has rights and duties in relation to natural resources. Freedom of navigation is the same as on the high seas, but in the interests of safety near offshore installations, coastal states may restrict navigation in the EEZ.
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Explain you understanding of Innocent Passage. What rights do you have? What rights does the country have under whose jurisdiction you are presently? 1. Passage is innocent so long as it is not prejudicial to the peace, good order or security of the coastal State. Such passage shall take place in conformity with this Convention and with other rules of international law. 2. Passage of a foreign ship shall be considered to be prejudicial to the peace, good order or security of the coastal State if in the territorial sea it engages in any of the following activities: a. any threat or use of force against the sovereignty, territorial integrity or political independence of the coastal State, or in any other manner in violation of the principles of international law embodied in the Charter of the United Nations; b. any exercise or practice with weapons of any kind; c. any act aimed at collecting information to the prejudice of the defence or security of the coastal State; d. any act of propaganda aimed at affecting the defence or security of the coastal State; e. the launching, landing or taking on board of any aircraft; f. the launching, landing or taking on board of any military device; g. the loading or unloading of any commodity, currency or person contrary to the customs, fiscal, immigration or sanitary laws and regulations of the coastal State; h. any act of wilful and serious pollution contrary to this Convention; i. any fishing activities; j. the carrying out of research or survey activities;
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3. 4. 5.
If dealing with a man overboard, always bring the vessel upwind of the person. Stop the vessel in the water with the person well forward of the propellers
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If dealing with a man overboard, always bring the vessel upwind of the person. Stop the vessel in the water with the person well forward of the propellers.
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Demurrage A sum of liquidated damages which becomes payable by charterers to owners for each day, or part thereof if stipulated, that the ship is detained beyond the time of expiry of laytime. A Demurrage Clause may state the number of days and the rate payable, usually in US dollars per day. Demurrage is normally paid per running day, i.e. without exclusion of any Sundays, holidays, or bad weather, strikes, etc., occurring during the detention period - hence the wellknown expression 'once on demurrage, always on demurrage Dispatch A monetary reward, normally payable by owners to charterers, for completion of cargo operations within the agreed laytime period. Early completion may give owners an opportunity to complete the voyage early and fix the vessel on another charter, and is obviously also to charterers' benefit. The rate for despatch is stated in the Demurrage and Dispatch Clause and is usually half the demurrage rate for all time saved, which means that the laytime exclusions (for weather, etc.) are not taken into account after the completion of cargo. If for working time saved, laytime exclusions must be taken into account.
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Squat Squat is defined as the reduction of under-keel clearance resulting from bodily sinkage and change of trim, which occurs when a ship moves through the water. The effect of squat is noticed only in shallow waters and then it is a potential hazard. Entering and navigating a canal/ river or a narrow channel without having taken the squat into account can lead to grounding in the extreme case or may damage the propeller blades.
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WHAT IS CLASIFICATION SOCIETY AND HOW THEY WORK Classification Societies The construction of merchant ships is considerably influenced and regulated by a number of organisations and their various requirements. Classification societies, with their rules and regulations relating to classification, provide a set of standards for sound merchant ship construction which have developed over many years. These rules are based on experience, practical knowledge and considerable research and investigation. A classification society exists to classify or `arrange in order of merit' such ships as are built according to its rules or are offered for classification. A classed ship is therefore considered to have a particular standard of seaworthiness. All the major maritime nations have their own societies, examples include, Lloyds in the UK, and ABS in USA. Consultation takes place on matters of common interest through the International Association of Classification Societies (IACS). The classification societies operate by publishing rules and regulations relating to the structural efficiency and the reliability of propelling machinery and equipment. These rules are a result of years of experience, research and investigation into ship design and construction. They are in fact a set of standards. There is no compulsion on a ship owner to have his ship classed. However the insurance premiums depend upon the class of a ship - the higher the standard the lower the premium. Also a classed ship is shown to be of sound construction and a safe means of transport of cargo and passengers. Some of the functions of all classification societies are: To ensure that the ship maintains her strength and seaworthiness throughout her life. Check that the vessel complies with international codes and conventions. Publishes a register book. Collection of data on behaviour of ship structures. Damage surveys.
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Ship Classification Standards set for the classification of ships (by classification societies) are based on experience, research, technical knowledge and information gained by regular communication with its customers. The society has the responsibility of ensuring that these standards are met during the design and construction of the vessel and are maintained during the working life of the vessel. To ensure that the vessel maintains the standards that are set as per class rules she will have to undergo surveys and these will provide for: Structural strength of all material parts of the hull and where necessary watertight integrity. Safety and reliability of steering and propulsion systems. Effectiveness of other features and auxiliary systems built into ships, in order to safely carry appropriate cargoes and personnel when at sea, moored or at anchor. Why Class a Ship? The owner wishes to ensure that he is getting value for money, i.e. a sound ship built to internationally accepted standards, to ensure favourable charter arrangements and insurance rates for the ship, to ensure that the vessel is maintained to international standards throughout its working life. Classification Societies in Singapore The Societies that have their offices in Singapore include: America Bureau of Shipping (ABS). Lloyds Register of Shipping (LR). Bureau VERITAS (BV). Det Norske VERITAS (DNV). Germanischer Lloyd (GL). Nippon Kaiji Kyokai (NKK). Registro Italiano Navale.
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Advection Fog Advection fog develops as a result of a mass of warm air, with a high relative humidity value, moving horizontally (hence the term advection) over a cooler surface, whose temperature is below the dew-point temperature of the air. As a result of conduction aided by turbulence, the air is cooled below its dew-point temperature. Water vapour condenses, the water droplets producing the mist/fog condition. At sea advection often termed sea fog, occurs at certain times of the year. In northern latitudes, the Grand Banks of Newfoundland and the North Pacific zones are notorious particularly in July, when warm air from the south-west and south pass over the cold waters of the Labrador, and the Oyo Shio or Aleutian Currents respectively. Sea fog also occurs in lower latitudes during the summer in the region of the cold California, Canary, Peru and Benguela Currents. Sea fog not only develops where cold currents exist. But also where there are favorable conditions of wind speed, air and sea surface temperatures. Examples are the spring and early summer fogs of the Western Approaches to the British Isles, where the south-westerly warm air stream from the Azores moves over the sea which at this time of the year, is at its lowest temperature. In the North Sea. Sea fog develops during the summer when warm northeast, east and sometimes south-easterly winds from Europe pass over the colder sea surface. Along the east coast of the British Isles this sea fog is called haar or sea fret. On land, warm air moving over cold surfaces may also produce advection fog. In the British Isles this usually occurs in winter through advection of a warm air stream from the Azores. At this time of year advection fog also develops over the southern and eastern areas of the United States of America, when warm air is advected from the Gulf of Mexico and the Bermuda region.
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Sea fog is a frequent threat to the seafarer and its prediction is therefore important. As sea and dew-point temperatures are critical in its formation, their observation at frequent intervals is recommended, and should be recorded in graphical form. By drawing straight lines to establish the trend of each temperature. It is possible to determine the point of intersection, which indicates when fog may be encountered.
Sea Smoke Sea smoke, arctic sea smoke, frost smoke, or steam fog is present when the surface of the sea has a steaming or smoky appearance. This fog is often patchy and extends to a limited height above the surface, with good visibility at bridge level but poor from the upper deck. The condition is caused by the movement of cold air over a warmer surface, the temperature difference usually being of the order of 10C, although given favorable wind conditions it may occur with smaller differences. The air immediately above the surface is heated and becomes saturated through evaporation from the surface. It ascends and mixes with colder unsaturated air above. Since the mixture is supersaturated, condensation occurs and the water droplets form sea smoke. The wind speed associated with the formation of sea smoke may vary from very low to gale force. Higher speeds are more favorable when the temperature difference is small, as they ensure a continuous supply of cold air immediately above the surface. Off the cast coasts of the North American and Asian Continents Sea smoke occurs during the winter months, when cold air from the continent passes over estuaries, coastal waters, and adjacent ocean areas. During winter it occurs in the Baltic Sea which is surrounded by a colder land mass, and in higher latitudes it is associated with cold winds from the Arctic Basin and the ice covered sea areas to the south. In lower latitudes it occurs occasionally in the Gulf of Mexico and off Hong Kong. ( Arctic sea smoke could be harmful because cant see small boats which are of less heights)
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Frontal Fog Is a type of fog that is associated with weather fronts, particularly warm fronts. This type of fog develops when frontal precipitation falling into the colder air ahead of the warm front causes the air to become saturated through evaporation.
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Elements of GA (under YARs) (1) The sacrifice or expenditure must be extraordinary. (2) The sacrifice or expenditure must be reasonable. (3) The act must be intentional or voluntary and not inevitable. (4) There must be a peril. (5) The action taken must be for the common safety and not merely for the safety of part of the property involved. Examples of GA acts 1. Taking a tow to a port of refuge after a major machinery failure. 2. Jettisoning or discharging cargo to aid refloating after stranding. 3. Extinguishing a fire. 4. Wetting previously undamaged cargo while extinguishing a fire. 5. Beaching a ship to avoid foundering. 6. Putting into a port of refuge during a loaded voyage due to fire, shifting of cargo, collision, grounding, leakage, etc. 7. Putting into a port of refuge to effect essential hull or machinery repairs. Examples of GA sacrifices (1) Damaging engine, propeller or hull in refloating operations. (2) Jettison of cargo from under deck. (3) Jettison of cargo carried on deck by a recognised custom of trade. (4) Slipping an anchor and cable to avoid a collision. Examples of GA expenditures (1) Cost of hiring a tug to refloat a stranded ship with cargo on board. (2) Cost of discharging cargo to refloat a stranded ship or to carry out repairs at port of refuge. (3) Salvage costs. (4) Agency fees at a POR. (5) Surveyors' fee.
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P.A Procedure Inform owners and P & I club correspondent; Note protest; In case of hull or machinery damage, notify underwriters or the nearest Lloyd's agent; Arrange for damage survey by classification surveyor; Inform the underwriter surveyor to attend the damage survey; On receipt of class surveyor's report, advertise for tenders according to notice of claim and tender clause; Tenders should only accepted with guidance from underwriter surveyor; Carry out repairs under class and underwriter surveyors' guidance; On completion of repairs, arrange survey and obtain 'Interim Certificate of Class' or 'Certificate of Seaworthiness'; Port agent will pay repairers. Let the underwriter surveyor see the accounts before paying. G.A Procedure Inform owners and P & I club correspondent. Note protest. Declare G.A at discharging port. Appoint average adjuster and get his advice. Obtain average bonds or average guarantees from cargo owners or cargo underwriters. Discharge cargo under survey. The average adjuster will assess the various contributory values for each party. All details entered in OLB.
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Equitable Lien The right to have certain property applied in a particular manner; It exists irrespective of possession and confers on the holder the right to a judicial sale; e.g. Partnership lien. Difference between a 'common law lien' and a 'contractual lien' A common law lien exists independently of contract. It is implied, i.e. it does not need to be expressly stated in the contract; whereas A contractual lien is one incorporated by a term in the contract.
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Disable ship Towing arrangement procedure, preparation & precautions Following reasons may cause a vessel to be towed in a long distance towage: Poor steering ability in the proximity of navigational hazards. Loss of steering. Loss of propulsion power. INITIAL ACTIONS BY MASTER Display NUC light or shape. Assess the distance from the nearest danger. Calculate the estimated time as per the present drift to the danger. Obtain weather forecast. Actions to be taken to save persons onboard. Assess actions to take to save life of persons onboard and/or the ship. Carry out repairs. Advise owner about the present situation and actions taken.
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SECONDARY ACTIONS Adopt means of reducing drift. This may involve lowering down the anchors, using thrusters. Prepare the vessel for grounding or bad weather, if applicable. Inform the present situation to the vessels in vicinity that own ship is NUC, position, direction and rate of drift. Inform shore authorities if the vessel is drifting towards the shore and if there is likelihood of any oil spill. Consider negotiating a tow to a safe port. Make appropriate log book entries. FACTORS TO TAKE WHILE NEGOTIATING TOWAGE While negotiating a deep sea towage, following factors to be considered: Condition of the towing vessel, her power, towing arrangements, whether she will be able to tow safely. Is the towing vessel professional in this field? Type of contract is there with the towing vessel. The port to be towed. Is the port safe? Salvage award does not depend only if the ship is towed. It also depends on the effort put on by the towing vessel and the risk taken to save the ship/ environment. If repair works can be done in the intended port.
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What are warranty, Expressed and Implied warranty? Warranty A contractual undertaking, or promise, given by one party to the other. E.g. in a Charter party the ship owner might warrant that his ship will be classed with a certain society and that class will be maintained, while the charterer might warrant that he will not load dangerous or hazardous cargoes. Express warranty is stipulated in the contract warranted .. That some thing or condition to be fulfilled. Implied warranty will not be in the policy but understood to be required by law.
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LETTER OF PROTEST Letter of Protest is a written communication intended to record dissatisfaction on the part of one party concerning any operational matter over which recipient or other party has control, and holding the other party responsible for the consequences of the matter being complained of; Letter of protest should be typed or hand-written by the master; The letter should always end in an appropriate formal manner, (e.g. when there is a discrepancy between ships & shore cargo figures: 'The undersigned hereby declares that the Bill of Lading will be signed under protest'); Issue original to other party and retain copies for ships file, agent and owners. When to send a letter of protest (1) There is a discrepancy between ship's and shore cargo figures; (2) Rate of loading or discharging is too slow / too fast; (3) Berth or fendering arrangements are inadequate; (4) Dockers are misusing ship's equipment and ignoring duty officer's advice; (5) Passing vessels caused ranging, wash damage, etc., whilst loading / discharging; (6) Any other situation where the master whishes to formally record his dissatisfaction with arrangements over which the other party has some control. The ship will receive a Letter of Protest when: 1. discharged cargo quantity does not match the B.L quantity; 2. the ship is discharging too slow; 3. the specification, color, temperature, etc. of discharged cargo is wrong; 4. making smoke in port; 5. after the ship has allegedly caused damage to a quay or other properly.
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Cold Fronts Characteristics Cold air replacing warm air. Generally moves from NW to SE. Behind cold front air is colder & drier. When a cold front passes through, temp can drop even by >15C. Slope / gradient of the Cold front is 1:50.
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Warm Front A warm front marks the leading edge of an advancing warm air mass. On a synoptic chart a warm front appears as a red line with semi-circles. The direction in which the semi-circles point is the direction in which the front is moving.
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Stationary front A stationary front has no movement. On a weather map, it is drawn as an alternating red & blue lines. Red semicircles facing colder air & blue triangles pointing warm air.
If warm air from W begins to move & replace cold air on E, it will no longer be stationary & becomes a warm front. If cold air from E replaces the warmer air, the front becomes a cold front. Weather along a stationary front is clear to partly cloudy. Both air masses are relatively dry & cause no precipitation. Surface wind tends to blow parallel to the front but in opposite directions on either side of it.
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Curve of Statical Stability This is a curve that shows the following: 1. Angle of maximum stability 2. Maximum GZ 3. The righting lever at any angle 4. Angle of vanishing stability 5. The range of stability 6. Angle where deck-edge immersion begins
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the angle of heel due to the shift of grain shall not be greater than 12 or in the case of ships constructed on or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser; in the statical stability diagram the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40 or the angle of flooding (), whichever is the least, shall in all conditions of loading be not less than 0.075 metre-radians; and the initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 m.
Before loading bulk grain the master shall, if so required by the Contracting Government of the country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the stability criteria required by this section. After loading, the master shall ensure that the ship is upright before proceeding to sea.
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ISPS Code requirement for statement of master's authority The company shall ensure that the Ship Security Plan must contain a clear statement emphasizing the master's authority. The company shall establish in the Ship Security Plan that the master has the overriding authority and the responsibility to make decisions with respect to safety and security of the ship and to request the assistance of the Company or of any SOLAS Contracting Government as may be necessary. ISM Code requirement for statement of master's authority The company should ensure that the SMS operating on board the ship contains a clear statement emphasizing the master's authority. The company should establish in the SMS that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution and to request the Company's assistance as may be necessary. MASTERS RESPONSIBILITY AND AUTHORITY under STCW 1. Ensure trainings are conducted as per the requirements. 2. Arrangement of watches. 3. Monitoring rest hours. 4. Ensure crew have their valid documents 5. Ensure safe Navigation. 6. Ensure maintenance of shipboard equipments 7. Ensure safe loading & discharging 8. Keep vessel ready for Inspection. 9. Ensure safe working procedures on board. 10. Ensure personnel hygiene onboard.
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Which parts of SSP can be accessible by PSC? When the attending inspector have clear ground to believe that the vessel is not complying as per SOLAS XI 2 and or ISPS Code then only he can but have limited access to specific section of the plan relating to the non compliance is exceptionally allowed but only with the consent of the contracting Government or the Master except the following area as per ISPS CODE A. Identification of restricted area & measures to prevent unauthorized access. Procedure for responding to security threat. Procedure for responding to any security instructions. Duties of ship board personnel. Procedures to ensure inspection test calibration of security equipments. Identification of location of Security alert activation point. Procedure, Instructions and Guidance of SSAS.
(4-Procedure, 2-Identification & 1-Duty.)
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10) Advice the SMC to release facilities no longer required. 11) Report the number and names of survivors to the SMC. 12) Provide the SMC with the names and designations of facilities with survivors aboard. 13) Report which survivors are each facility. 14) Request additional SMC assistance when necessary (for example, medical evacuation of seriously injured survivors).
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When do you transmit danger message? What are the contents? When encounter any bad weather and force increases to 10 or more then take heavy weather precautions and maneuver safely to ensure safety of the vessel. Transmit a danger message with the suitable equipments to the ships in the vicinity and to the nearest coast station. The message shall include following information: Barometric pressure. Barometric tendency. True wind direction. Wind force in Beaufort scale. State of the sea. True course and speed of the ship. The message may be transmitted by telex/ VHF or by any means, and may be preceded by securit or TTT.
Annex I special areas 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Mediterranean seas Baltic seas Black seas Red seas Gulf area (Persian gulf) Gulf of Aden Antarctic areas North-west European waters Oman area of Arabian sea South of South Africa
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In special areas, only food waste can be disposed off in seas greater 12 nautical miles from shores. In wider Caribbean regions only food waste comminuted to 25mm can be discharged in seas more than 3miles from the coast.
Control of discharge of oil from tank areas including cargo pump room Within special areas OR outside special areas, within 50 nautical miles (nm) from the nearest land ANY DISCHARGES IS PROHIBITED, except clean or segregated ballast Outside special areas, more than 50 nm from the nearest land ANY DISCHARGE IS PROHIBITED, except clean or segregated ballast, or when: 1. 2. 3. the tanker is proceeding en route, and the instantaneous rate of discharge of oil does not exceed 30 litres/nm, and the total quantity of oil discharged into the sea does not exceed 1/15,000 (for existing tankers) and 1/30,000 (for new tankers) of the total quantity of the cargo which was carried on the previous voyage, and 4. the tanker has in operation a monitoring and control system for the discharge of oil, and slop tank arrangements as required by Regulation 15
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Outside special areas ANY DISCHARGE IS PROHIBITED, except when 1. 2. 3. the ship is proceeding en route the oil content of the effluent is less than 15 ppm, and the ship has in operation an oil discharge monitoring and control systems, oily-water separating or filtering equipment of other installation required by Regulation 16, and bilge water is not mixed with oil cargo residue or cargo pump room bilges (on oil tankers)
4.
Note: Oily mixtures which are not mixed with oil cargo residue or cargo pump room bilges, and where the oil content of the effluent without dilution does not exceed 15 ppm may be discharge outside special areas without any additional restrictions.
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a.
b. c. d.
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4.
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Upon entering high risk area: 1. 2. 3. 4. 5. 6. 7. Upon entering submit Vessel Position Reporting Form Initial Report to UKMTO. Reduce maintenance and engineering work to minimum Daily submit Vessel Position Reporting Form Daily Position Report to UKMTO Carefully review all warnings and information Use International recommended Transit Corridor (IRTC) group transit scheme while transiting through Gulf of Aden Make adjustments to passage plans to conform to MSCHOA advice. Follow the National Convoy in the group.
Garbage management plan requirement & contents? MARPOL Annex V Regulation 9 Placards, garbage management plans and garbage record-keeping 1. a. Every ship of 12 m or more in length overall shall display placards which notify the crew and passengers of the disposal requirements of regulations 3 and 5 of this Annex, as applicable. b. The placards shall be written in the working language of the ships personnel and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention, shall also be in English, French or Spanish.
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3.
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b.
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6.
Garbage category and disposal? Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the ship and liable to be disposed of continuously or periodically except those substances which are defined or listed in other Annexes to the present Convention. Regulation 3 Disposal of garbage outside special areas 1. Subject to the provisions of regulations 4, 5 and 6 of this Annex: a. the disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, is prohibited; b. the disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than:
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Entries in the Garbage Record Book Entries in the Garbage Record Book shall be made on each of the following occasions: a. b. c. d. When garbage is discharged into the sea When garbage is discharged to reception facilities ashore or to other ships When garbage is incinerated Accidental or other exceptional discharges of garbage
What are GMDSS areas A1, A2, A3 & A4 Sea Area A1 An area within the radiotelephone coverage of at least one VHF coast station in which continuous digital selective calling (Ch.70/156.525 MHz) alerting and radiotelephony services are available. Such an area could extend typically 30 nautical miles (56 km) to 40 nautical miles (74 km) from the Coast Station. Sea Area A2 An area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF coast station in which continuous DSC (2187.5 kHz) alerting and radiotelephony services are available. For planning purposes, this area typically extends to up to 180 nautical miles (330 km) offshore during daylight hours, but would exclude any A1 designated areas. In practice, satisfactory coverage may often be achieved out to around 400 nautical miles (740 km) offshore during night time.
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recommendations for decision-making (information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided). In simple terms, these steps can be reduced to: What might go wrong? = identification of hazards (a list of all relevant accident scenarios with potential causes and outcomes) How bad and how likely? = assessment of risks (evaluation of risk factors); Can matters be improved? = risk control options (devising regulatory measures to control and reduce the identified risks) What would it cost and how much better would it be? = cost benefit assessment (determining cost effectiveness of each risk control option); What actions should be taken? = recommendations for decision-making (information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided).
1. 2. 3. 4. 5.
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1.
Cargo Securing Manual: Requirements & Purpose of Cargo Securing Manual In accordance with the SOLAS 1974 chapters VI, VII and Code of safe practice for Cargo stowage and securing, cargo units, including containers shall be stowed and secured throughout the voyage in accordance with a Cargo Securing Manual, approved by the Administration. The Cargo Securing Manual is required on all types of ships engaged in the carriage of all cargoes other than solid and liquid bulk cargoes. The purpose of these guidelines is to ensure that Cargo Securing Manuals cover all relevant aspects of cargo stowage and securing and to provide a uniform approach to the preparation of Cargo Securing Manuals, their layout and content. It is important that securing devices meet acceptable functional and strength criteria applicable to the ship and its cargo. It is also important that the officers on board are aware of the magnitude and direction of the forces involved and
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1. 2. 3. 4. 5.
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Characteristics of cargo such as: Angle of Repose. Bulk density. Stowage factor. Size. Class (For DG). Group. Other information: a. Hazards. b. Stowage & segregation. c. Hold precautions. d. Weather precautions. e. Loading precaution.
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10. As a Master, you are departing from Singapore to China via Taiwan Strait. Wind is backing, pressure dropping; which quadrant are you in and what is your action? (Hint: at the fwd side of the navigable semi circle, keep the true wind direction on my stbd quarter and keep altering course as it backs, moving away from the center) 11. Explain ROR Rule 2: Responsibility, in your own understanding. What do you mean by exonerate? 12. Explain ROR Rule 8: Action to Avoid Collision, in your own understanding. 13. Explain ROR Rule 19: Conduct of Vessel in Restricted Visibility, in your own Understanding. 14. Explain ROR Rule 6: Safe Speed, in your own understanding. 15. CHAIN STOPPER, WEST COUNTRY STOPPER, (PRACTICAL + ALL DETAILS WHILE YOU ARE MAKING THEM) ROLLING HITCH, SINGLE SHEET BAND, (HE GAVE ME TWO ROPES OF UN EQUAL SIZE TO JOIN) REEF KNOT, CARRICK BAND, (USE OF ALL KNOTS WHILE YOU ARE MAKING)
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32. How many parts of chain register? 33. What is the difference between inspection & thorough examination? 34. Loading heavy weight Master concern? 35. Timber cargo loading Master concern? 36. Grain cargo loading Master concern? 37. Man overboard Already 4hrs passed which search method you will use? 38. Annex IV, sewage equipment and disposal range & requirement?
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