ORAL NOTES

Table of Contents
TAKING OVER COMMAND AS A MASTER ................................................................................. 3
MASTER HANDING OVER DOCUMENTS .................................................................................. 5
INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) .................................. 6
PASSAGE PLANNING ........................................................................................................... 11
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER........................................................... 14
PORT OF REFUGE (IMO res.A 949(23).................................................................................... 15
MASTER’S OBLIGATORY REPORTING REQUIREMENTS .......................................................... 17
STOWAWAY ON BOARD ....................................................................................................... 17
CREW MEMBER MISSING DURING DEPARTURE .................................................................... 17
ACCOMODATION INSPECTION BY THE MASTER ................................................................... 17
MASTER’S STATUTORY DUTIES IN CASE OF CREW MEMBER ILLNESS .................................... 19
HARMONISED SYSYEM OF SURVEY AND CERTIFICATION ..................................................... 20
LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED ON BOARD SHIPS (MSC
Circ.1646)............................................................................................................................ 23
PORT STATE CONTROL ........................................................................................................ 33
REPORTING ON DEFICIENCIES POSSIBLY AFFECTING THE IMPLEMENTATION OF THE ISM
CODE ON BOARD DURING SURVEYS ................................................................................... 36
ACKNOWLEDGEMENT OF DISTESS ALERTS .......................................................................... 38
CODE OF CONDUCT FOR THE MERCHANT NAVY.................................................................. 39
PRINCIPLES OF SAFE MANNING........................................................................................... 42
MASTER’S STANDING ORDERS............................................................................................. 45
MASTER’S NIGHT ORDERS ................................................................................................... 47
MAGNETIC COMPASS .......................................................................................................... 48
RADAR................................................................................................................................. 52
METEOROLOGY ................................................................................................................... 53
TROPICAL REVOLVING STORMS ........................................................................................... 55
ICE NAVIGATION.................................................................................................................. 57
MARITIME LEGISLATION ....................................................................................................... 59
GUIDANCE ON THE CARRIAGE OF AFVs IN RO-RO SHIPS ..................................................... 67
RO-RO FIRES ....................................................................................................................... 71
BEST MANAGEMENT PRACTISE (BMP5)................................................................................. 75

1
TELEMEDIC MARITIME ASSISTACE SERVICE (TMAS) .............................................................. 78
IAMSAR VL.3 ........................................................................................................................ 79
UPCOMING AMENDMENTS .................................................................................................. 86
RETENSION ON BOARD OF DIFFERENT LOGBOOKS ............................................................. 88
INTERNATIONAL CONVENTION ON CIVIL LIABILITY FOR BUNKER OIL POLLUTION DAMAGE
(BOPIC) ............................................................................................................................... 89
IMO RADAR PERFORMACE STANDARDS (MSC.192) .............................................................. 90
ECDIS LIMITATIONS AND MANDATORY ALARMS ................................................................... 91
INSPECTION & MAINTENANCE OF MOORING EQUIPMENT ................................................... 92

2
 TAKING OVER COMMAND AS A MASTER
- Go to company office and meet technical superintendents to ask about:

1. Ship particulars and characteristics

2. Trading areas
3. Company & Charterer’s instructions
4. Voyage instructions and type of charter
5. Special Instructions for maintenance and survey’s
6. Copy of the SMS for an early familiarisation
7. Nationality of crew members

- Once you arrive on the jetty, take the time to observe the ship including:

1. Condition of hull, deck and superstructure. (If any damages/defects are found, make sure to follow
a paper trail once you are on board the vessel, that is making sure that a damage & defect report
according to the company’s SMS has been raised, reviewed by shore personnel i.e. superintendent
and appropriate repairs are in place)
2. Mooring arrangements (How many lines & conditions of ropes)
3. Exterior paint (This will give you an idea on how much the company is willing to spend to keep the
ship in a ship shape condition i.e. if you observe rusty areas or areas which require some makeup it
could mean that the company is not willing to spend money for fine detailing)
4. Observe draft marks and load line marks.
5. Observe rigging of accommodation ladder and safety net, make sure appropriate labelling is visible
such as number of persons which may be permitted on the gangway at the same time, SWL and most
importantly safe access.
6. Make sure that a gangway watch is being maintained and that the appropriate security level is dis-
played. Once you meet the gangway watch you should expect him to search you according to the
ship’s security level as stated in the ship’s security plan and calls another crew member to escort
you to meet the outgoing Master.

- Once on board:

1. Meet the outgoing Master and complete the change of command form as per the ship’s SMS.
2. Go through the hand over note, ship’s condition report, manning level, company and charterer’s
instructions.
3. Go through all the statutory certificate to make sure you are aware of any upcoming surveys, and
audits.
4. Go through all the filing system and all types of logbooks which may differ from one type of ship to
another.
5. Sign articles of agreement and last port clearance.
6. Take note of crew welfare (Decent working and living conditions on board ships) and watch ar-
rangements, any crew changes/repatriation in this port / next port.
7. Take over all stores, including ROB of FO/DO/GO/FW, provisions and medical stores.
8. Ask Master about Port rotation, trading areas, general condition of ports, present cargo work, ship’s
stability, estimated time of completion, cargo plans, departure drafts, trims and GM

3
9. Get details of cargo gears, anchors, deck machinery, hatches and their condition, maintenance con-
dition and schedule.
10. Crew familiarisation process, basic training, on board training (Passenger ships – Crew training Cer-
tificate for Passenger & RO-RO Passenger Ships which includes the familiarisation training, pas-
senger safety ,cargo safety, and hull integrity and safety training for personnel providing direct ser-
vice to passengers in passenger spaces.)
11. Familiarise yourself with bridge and navigation equipment, their operational condition and deficien-
cies, manoeuvring characteristics of the vessel in various conditions, passage plans, charts, and pub-
lications, GMDSS Equipment and their operation.
12. Gather all latest weather reports, and weather expected during the voyage.
13. Enter you name in the OLB and changeover command including the list of documents on board
OLB, signed by both Masters.
14. Verify that the ship’s CSR is up to date as this is often a focus of Port State Control.

4
 MASTER HANDING OVER DOCUMENTS
- Statutory Certificates
• SOLAS
1. Cargo Ship Safety Radio Certificate
2. Cargo Ship Safety Equipment Certificate
3. Cargo Ship Safety Construction Certificate
4. Safe Manning Certificate
5. HSC Safety Certificate ( For HSC only)
• MARPOL
1. International Oil Pollution Prevention Certificate
2. International Sewage Pollution Prevention Certificate
3. International Air Pollution Prevention Certificate
• LOADLINE
1. International Load Line Certificate
• TONNAGE
1. International Tonnage Certificate
• ISM
1. A copy of the Document of Compliance (DOC)
2. Safety Management Certificate (SMC)
• ISPS
1. International Ship Security Certificate
• Others
1. Certificate of Registry
2. Continuous Synopsis Record
3. Hull & Machinery
4. Sanitary/Exemption Certificate
- Non Statutory Certificate
1. Certificate of Class
2. Suez /Panama Tonnage Certificate
3. Anchor Certificates
4. Chain Cable Certificate
5. P & I Club Certificate of Entry.
6. Ship’s Articles and OLB
7. Ships accounts
8. Cargo Plans & Details
9. Crew list and certificate of competency.

5
INTERNATIONAL ASSOCIATION OF CLASSIFICATION
SOCIETIES (IACS)
- Classification Societies Today

The objective of ship classification is to verify the structure strength and integrity of essential parts of
the ship’s hull and its appendages, and the reliability and function of the propulsion and steering sys-
tems, power generation and those other features and auxiliary systems which have been built into the
ship in order to maintain essential services on board. Classification societies aim to achieve this objec-
tive through the development of and application of their own rules and by verifying compliance with
international statutory regulations on behalf of flag administration.

A vessel that has been designed and built to the appropriate rules of a society may apply for a certifi-
cate of classification from that society. However, such certificate does not imply and should not be
construed as, a warranty of safety, fitness for purpose or seaworthiness of the ship. Classification socie-
ties are not guarantors of safety of life or property at sea or the seaworthiness of a vessel because clas-
sifications has no control over how a vessel is manned, operated and maintained between the periodical
surveys which it conducts (We will speak about surveys later on)

A vessel built in accordance with the applicable rules of an IACS member, may be assigned a class
designation by the society on satisfactory completion of the relevant surveys. For ships in service, the
society carries out surveys to verify that the ship remains in compliance with those rules. Should any
defect or damages which may affect class become apparent, the owner is required to inform the society
concerned without delay.

Each of the Classification Societies has developed a series of notations that may be granted to a vessel
to indicate that it is in compliance with some additional voluntary criteria that may be either specific to
that vessel type or that are in excess of the standard classification requirements. (This can be found
noted in the Ship’s Classification Certificate)

The condition of the hull was classified as A,E,I,O or U according to the excellence of its construction
and its adjudged continuing soundness. Equipment was G,M or B simply meaning good, middling or
bad. In time G,M and B were replaced by 1,2 or 3 which is the origin of the well known expression
‘A1’ meaning first or highest class.

- Scope of Classification

The classification process consists of :

1. A technical review of the design plans and related documents for a new vessel to verify compli-
ance with the applicable rules.
2. Attendance at the construction of the vessel in the shipyard by a class surveyor to verify that the
vessel is constructed in accordance with the approved design plans and class rules.
3. Attendance by a class surveyor at the relevant production facilities that proved key components
such as the steel ,engine, generators and castings to verify that the component conforms to the
class rules.
4. Attendance by a class surveyor at sea trails and other trials relating to the vessel and its equipment
to verify conformance with class rules.

6
 Upon satisfactory completion of the above, the builders/ shipowners request for the issuance of a
class certificate will be considered by the relevant classification society and if deemed satisfactory,
the assignment of class may be approved and a certificate of classification issued.

Once in service, the owner must submit the vessel to a clearly specified programme of periodical
class surveys, carried out onboard the vessel, to verify that the ship continuous to meet the relevant
class rules.

- Assignment, maintenance, suspension and withdrawal of class

Class is assigned to a vessel upon the completion of satisfactory review of the design and surveys dur-
ing construction undertaken in order to verify compliance with class rules. Ships are subject to a
through life survey regime if they are to be retained in class. These surveys include the class renewal,
intermediate surveys, annual surveys, and bottom/docking surveys of the hull. They also include tail
shaft survey, boiler survey, machinery survey and in case of high speed craft, overhauling of waterjets,
and where applicable, surveys of items associated with the maintenance of additional class notations
such as ‘EO’ which means that a vessel is equipped with an UMS and therefore require testing and
maintenance manual as well as surveys to comply with such.

It is the owner’s responsibility to properly maintain the ship in the period between surveys. It is the
duty of the owner, or its representative, to inform the society of any events or circumstances that may
effect class. Where the conditions for the maintenance of class are not complied with, class may be sus-
pended, withdrawn or revised to a different notation as deemed necessary.

- Classification Surveys

A class survey is a visual examination that normally consists of:

• An overall examination of the items identified in the rules.
• Detailed checked of selected parts, on a sampling basis.
• Witnessing tests, measurements and trials where applicable.

When a surveyor identifies corrosion, structural defects, or damages to the hull, machinery and/or piece of
equipment which, based on the society’s rules and in the opinion of the surveyor, affects the ship’s class, reme-
dial measures and /or appropriate recommendations/ conditions of class are specified in order to retain class.

‘Recommendation’ and ‘Condition of class’ are different terms used by IACS Societies for the same thing i.e
requirements to the effect that specific measures, repairs, request for surveys are to be carried out within a speci-
fied time limit in order to retain class.

Each classed vessel is subject to a specified programme of periodic surveys after delivery. These are based on a
5 year cycle and a class renewal held every 5 years. The class renewal survey include extensive in-water and in
most cases out of water examinations (Drydock) to verify that the structure, main and essential auxiliary ma-
chinery, systems and equipment of the ship remain in a condition which satisfies the relevant class rules.

The examination of the hull is supplemented usually by an ultrasonic thickness measurements and witnessed by
a class surveyor. This examination is intended to assess whether the structural integrity remains in accordance
with class rules.

Intermediate surveys (Held approximately halfway between renewal surveys) includes checks and examinations
to determine whether the ship remains in a general condition which satisfies the class rules. According to the
type and age of the ship, drydocking may be required and the examination of the hull may be supplemented by
ultrasonic thickness measurement.

At the time of annual surveys, the ship is generally examined. The survey includes an external general inspec-
tion of the hull, equipment and machinery of the ship and some witnessing tests to determine whether the ship

7
remains in a general condition satisfactory to class. Older ships may sometimes be subject to an internal area
inspection of the vessel.

- Recognised Organizations (RO)

SOLAS and the other international conventions permit the flag administration to delegate the inspection and
survey of ships to an RO. This is in recognition of the fact that many flag administrations do not have the
adequate technical, experience, manpower or global coverage to undertake all the necessary statutory in-
spections and surveys using its own staff. The degree to which a flag state may choose to delegate authority
to an RO is for each flag state to decide, with the authority granted being clearly identified in the relevant
memoranda of understanding agreed between the class society and the administration.

- Summary of Classification Societies

A Classification Society is an organization which:

i) Publishes its own class rules (including technical requirements) in relation to the design, con-
struction and survey of ships and has the capacity to apply, maintain and update those rules
and regulations with it own resources on a regular basis.
ii) Verifies compliance with these rules during construction and periodically during a class ship’s
service life.
iii) Publishes a register of classed ships
iv) Is authorised by a flag state as defined in SOLAS CH XI-1 regulation 1 and listed accordingly
in the IMO database, Global Integrated Shipping Information System (GISIS)

- Class Notations

Class notations are indicative of the specific rules requirements which have been met. Additional vol-
untary notations are offered by individual societies and may be selected by an owner wishing to
demonstrate that the vessel conforms to a particular standard that may be in excess of that required for
class. Depending on class, the notations are assigned to the ship according to the ship type, service,
navigation, and/or other criteria which have been provided by the owner and/or builder, when request-
ing class.

Class notations assigned to a ship are indicated on the certificate of class as well as in the register of
ships published by the society. These notations can be generalized by the following types which may
be used in combination:
• Main class symbol
• Construction marks
• Service notations with additional service features
• Navigation notations
• Geographic Notations
• Additional Class Notations

- Class Symbol

The main class symbol indicates the compliance of the ship’s construction with class rules

- Construction Mark

The construction mark, when assigned, identifies the procedure under which the ship and its main equip-
ment or arrangements have been surveyed for initial assignment of the class.

- Service notations

8
 The service notations, when assigned, define the type and/or service of the ship which have been considered
for its classification.

- Navigation and operating area notations

Some class define limiting areas for navigation (e.g. coastal waters and sheltered waters) and/or limiting
environmental conditions for certain types of ships and marine structures.

The assignment of restricted navigation notations may include the reduction of scantlings or specific ar-
rangements.

- Suspension of class

Class may be suspended following a decision made by the society when one or more of the following oc-
curs:

• When a ship is not operated in compliance with the rule requirements

• When a ship proceeds to sea with less freeboard than that assigned.
• When the owner fails to request a survey after having detected defects or damages affecting the
class.
• When repairs, alterations or conversions affecting the class are carried out without requesting the
attendance of a surveyor

In addition, class is automatically suspended:

• When the class renewal survey has not been completed by its due date or within the time granted in
special circumstances for the completion of the survey, unless the ship is under attendance by the soci-
ety’s surveyor with a view to completion prior resuming trading.
• When the annual or intermediate surveys have not been completed by the end of the corresponding sur-
vey time windows.

Suspension of class with respect to the above cases will remain in effect until such time as the due surveys and
any other surveys and any other survey deemed appropriate by the society have been completed.

In addition to the circumstances for which automatic suspension may apply, the class of a ship will be subject to
suspension procedures following a decision of the society:

• When a recommendation/condition of class is not dealt with within the time limit specified, unless it is
postponed before the due date by agreement with the society.
• When one or more other surveys are not held by their due dates or the dates stipulated by the society
also taking into account any extensions granted.
• When, due to the nature of reported defects, the society considers that a ship is not entitled to retain its
class even on a temporary basis.
• In other circumstances where the owner fails to submit the ship to a survey in accordance with a special
requirement.

In all cases suspension will remain in effect until such time as matters are rectified and the class is rein-
stated or withdrawn accordingly.

- Withdrawal of class

The Society will withdraw the class of a ship when:

9
 • Requested by the owner
• The class has been suspended for more than 6 months
• The ship is reported as a constructive total loss and the owner does not advise his intention to re-
pair the ship for re-instatement of class.
• The ship is reported lost
• The ship will not trade further as declared by it owner.

Withdrawal of class takes effect from the date on which the circumstances causing such withdrawal occur ot
when it is decided.

When class is suspended or withdrawn, the society will at the same time inform the owner, flag state and publish
the information on its website.

- Memoranda

Other information of assistance to the surveyor and owners may be recorded as memoranda or a similar
term. They may, for example, include notes concerning, materials and other constructional information. A
memoranda may also define a condition which, though deviating from the technical standard ,does not af-
fect the class (E.g slight dents in the shell which do not have an effect upon the overall strength of the hull
or minor deficiencies, which do not affect the class.

10
 PASSAGE PLANNING
Passage planning is an important aspect with regards to the safety of the ship, crew, cargo and the preven-
tion of marine pollution. First lets talk about the 4 major essential steps required for passage planning:

i) Appraisal
ii) Planning
iii) Execution
iv) Monitoring

Each stage in the passage planning has its own importance and it is extremely important to carry out each one of
them with utmost care and up to date seamanship.

- Appraisal

In this stage, the master of the ship discusses with the chief navigating officer usually the second mate, as to
how he intends to sail to the destination port. This is the process of gathering all information relevant to the
proposed passage, including ascertaining risks and assessing its critical areas. This involves information
extracted from publications as well as those within the chart. This will include details from:

• Chart Catalogue
• Charts
• Ocean passages of the world
• Routing charts
• Admiralty Sailing directions
• Admiralty List of Lights and Fog Signals
• Admiralty List of Radio Signals
• Tide Tables
• Notice to Mariners
• Load Line charts
• Ship’s Routing
• Mariner’s Handbook
• Navigational Warnings

Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo, marine environment and all
other factors that may effect the ship, the navigating officer will draw up a general track that the ship will fol-
low.

- Planning

Having made a full appraisal using all information at hand, the OOW under the authority of the Master is to
prepare a detailed plan for the passage. In this stage, the intended courses of the ship are actually laid out on
the charts of suitable scale and all additional information is marked. The plan is laid up from berth to berth
including the pilotage waters. It is a good practice to marks dangerous areas such as nearby wrecks or shal-
lows water, reefs, small islands, emergency anchorage positions and any other information that might aid
safe navigation. Reporting areas should also be clearly marked on the charts. Elements of the planning
phase include:

• No-Go Areas
• Margins of Safety
• Charted Tracks
• Course alterations and wheel over points

11
 • Parallel indexing
• Contingencies
• Clearing Lines and bearings
• Leading Lines
• Tides and currents
• Minimum UKC

- Execution

In this stage, the OOW execute the plan that has been prepared. After Departure, the speed is adjusted based
on the ETA and the expected weather and oceanographic conditions. The speed should be adjusted such
that the ship is not either too early or to late. The Master should find out how long his intended voyage is,
accounting for water and fuel availability.

- Monitoring

Monitoring is that aspect which takes into account checking of the ship’s position at required intervals to
make sure that the intended track is being followed. Parallel indexing can be used to maintain safe distance
alongside any hazards to navigation. A safe and successful voyage can only be achieved by close and con-
tinuous monitoring of the ship’s position. Situations may arise wherein the OOW might deviate from the
intended course for example to avoid collision and in which case the Master should be informed immedi-
ately.

As you go up the ranks your contribution towards passage planning is changed. What was mentioned above
is purely general steps which is required for a successful passage plan and is usually conducted by the sec-
ond mate. But what if your position on the vessel is as a Chief Officer or Master? Let’s have a look.

- Passage Planning as a Chief Officer

Your concern as chief mate would be without a doubt the stability of the ship throughout the intended voy-
age as well as cargo planning.

i) Stability of the vessel should be properly always calculated and made sure it remains adequate dur-
ing the trip. GM should not be less than as stated in the IMO Ship’s Criteria for Positive GM.
ii) Weather should be taken into account when securing cargo. All cargo should be secured according
to the cargo securing manual (Approved by Class) and dependent on the weather expected. Keep
in mind that weather could also effect the ship’s stability, especially if ice accretion is forecasted.
Why? Because ice accretion on deck will cause the centre of gravity of the ship to move upwards
causing a significant decrease in the ship’s GM.
iii) F.O, L.O, FW etc will be consumed during the trip which could also affect the ship’s stability
therefore the ballast management plan should be complied with.
iv) Make sure that the ship is prepared for any heavy weather which may be encountered and the ap-
propriate checklist in the ship’s SMS should be followed.
v) A stowaway search should be conducted by following procedures as listed in the ship’s security
plan.
vi) Procedures should be in place for monitoring cargo during the voyage.
vii) Hours of work and rest of crew.

- Passage Planning as Master

i) The passage plan should be discussed with the OOW on how you want to navigate your ship to
arrive at the destination. The passage plan once constructed, it should be signed by the bridge team
and fully understood.
ii) Make sure that the chief officer is advised on any weather conditions which may be expected to be
able to properly load and secure the ship as required.

12
iii) Observe the weather conditions and reports
iv) Make sure that all ship’s certificate are in order and the ship manned according to the Minimum
Safe Manning Certificate.
v) Make sure that all crew are certified under the STCW convention and all documents are in order.
vi) Make sure that all crew are well rested to perform the trip.
vii) Speak with the Chief Engineer to make sure that fuel, lube oil and FW is available.
viii) Provisions and stores should be checked.
ix) Reporting requirements
x) Contingency plans/ Anchorage/ Port of Refuge/ Alternative Routes
xi) War zone/ Piracy Zones
xii) Load Line Zone

13
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER
With heavy weather pending, it would be prudent to secure the ship overall but specifically in the
areas of stability, cargo, navigation and deck. The ship’s SMS checklist for heavy weather should
be consulted.

- Stability
• Improve the ship’s GM and remove any free surface effects if possible.
• Fill up ballast tank to make the ship as heavy as possible.
• Inspect and check the uppermost deck for watertight integrity as this is the place where pro-
gressing downloading can take place if not properly secured.
• Make sure that all watertight doors are closed and secured.
- Cargo
• Check all cargo lashings and heave up any slack securing. Put additional lashings if required.
• If any deck cargoes, make sure to inspect the lashings before encountering heavy weather.
- Navigation
• Consider re-routing the vessel, looking for sheltered areas.
• Verify the ships position in respect to the storm and update the weather forecast.
• Engage hand steering and reduce the ship’s speed to avoid unnecessary pounding.
• Secure all the ship against heavy rolling.
- Deck
• Rig lifelines fore and aft to ensure that access is not denied to any part of the vessel.
• Check securing of gangways, anchors, survival crafts and lifting appliances. Weather doors
and ventilation systems should all be closed up if appropriate.
• Clear the decks of all items and reduce deck work to a minimum by operating an internal work
schedule.
• Warn all heads of departments of the impending weather.
• Note all preparation in the deck logbook (Heavy weather checklist)

14
 PORT OF REFUGE (IMO res.A 949(23)
A Port of Refuge is shelter for a ship in a damaged condition that represents a danger to life,
health &/or the Environment.
The IMO defines it as a place where a ship in need of assistance can take action to enable it to sta-
bilise its condition and reduce the hazards to navigation and to protect human life & the environ-
ment.
EU Directive 2002/59/EC defines it as a port, part of a port or another protective berth or anchor-
age or any other sheltered area identified by a member state for accommodating ships in distress.
The IMO uses the term ‘Place’ of refuge rather than ‘Port’ due to the often less than ideal factors
of having a casualty alongside in port.
A place of refuge may be a constructed harbour, natural embayment, potential grounding
site, or offshore waters.
A Master faced with a maritime casualty, force maguere (i.e unforeseeable circumstances that pre-
vents someone from fulfilling a contract) or some other operational situations may seek a place of
refuge.

- Under what circumstances should a place of refuge be sought?

i) The ship is damaged to such an extent that it is unsafe to continue the voyage (the ship is in need
of assistance but not in a distress situation that requires evacuation of those on board)
ii) It is a justifiable deviation (i.e the ship has suffered an incident and requires means to lighten its
cargo or bunkers to prevent damage or pollution from its progressive deterioration.)

- Issues for the Master

The following must be considered when deciding upon a port of refuge:

i) Can the port be reached safely? (Sufficient fuel, extent of damage)

ii) Are the port authorities friendly/hostile?
iii) Can the vessel enter port and remain there safely?
iv) Are suitable repair facilities available at the port?
v) Can cargo be discharged ashore if necessary?
vi) Are there suitable crew repatriation facilities?
vii) Can the ship’s spares/stores be imported easily?
viii) Is the port free from war or civil unrest?
ix) Are the required charts on board and up to date?

When deciding on a port of refuge, the owner and the ship’s insurers should be consulted.

- After deciding on a POR:

i) Inform the Owner, charter & agent at original destination & give them the reason for entering
POR.
ii) Consult the underwriter
iii) Consider state requirements at POR
iv) Inform agent at POR

15
v) Inform Port Authorities
vi) Contact P&I Club at POR

- While deviating to a POR inform the owner:

i) Date, time, position and nature of incident

ii) ROB of D.O, F.O, & FW on board.
iii) Current situation on board
iv) Predicted weather and currents
v) Master’s intension to deviate
vi) Name of POR
vii) ETA at POR
viii) Assistance Required

- Upon Arrival:

i) Obtain pilot
ii) Enter the port in a customary manner
iii) Obtain free pratique (Free pratique is permission given by a port for a vessel to enter once it has
been certified free of infectious disease by the competent health authorities)

- After Entry:

i) Issue a note of protest, reserving the right to extend

ii) Inform the owner & charterer of the ship’s safe arrival
iii) Inform the underwriter in accordance with tender clause
iv) Inform the P&I agent & underwriter
v) If the cargo is to be discharged, inform the general Average Adjuster & qualified independent
cargo surveyor to be present before breaking bulk (Opening/Closing of Hatches)
vi) Arrange damage survey by class (Additional Survey). If no class surveyors are available, make
arrangements with other classification society surveyor.
vii) After receiving the surveyor’s report/recommendations, call for tenders with advice from under-
witer representative. In tender, include the statement ‘Lowest or any tender not necessarily ac-
cepted’
viii) Arrange repairs under the supervision of the surveyor
ix) After repair, arrange for a survey. Once satisfied, the surveyor will issue an Interim Certificate. If
he is not employed by classification Society, he will issue a certificate of seaworthiness.
x) A proper record is to be kept commencing from the time of deviation to the port of refuge. Copies
should be sent to the owner of P&I.
xi) Issue more protests, giving full details of damages & repairs. Copies should be sent to the owner.
xii) Once all of this is complete, the ship can proceed back to sea and continue its voyage.

16
MASTER’S OBLIGATORY REPORTING REQUIREMENTS
The Master of every ship which meets with:
• Dangerous ice
• A dangerous derelict (Dangers to Navigation such as containers floating in the water)
• Tropical Storms
• Encounters sub-freezing air temperatures associated with gale force winds causing severe ice
accretion on superstructures.
• Winds of Beaufort Scale force 10 and for which no storm warning has been received.

The Master is bound to communicate the information at his disposal to ships in the vicinity and
also to the competent authorities.

STOWAWAY ON BOARD
• Report the security incident to the CSO and PFSO as required by the ship’s security plan.
• Make every effort to determine the port of embarkation.
• Make sure that the stowaway is handed over to the appropriate authority.
• Make sure that security, general health, welfare and safety of the stowaway until disembarka-
tion.
• Inform next port of call and flag state.

CREW MEMBER MISSING DURING DEPARTURE

• Check gangway register to see if the crew member went for shore leave. If the crew member
went ashore, see if you can call him or get information from other crew member which have
might went with him. If no response inform agent and tell him to check all suspicious places
such as hospitals, police stations, seaman’s club, or night clubs.
• If the crew member never went ashore, make a quick search in accommodation, engine room
and other places in the ship which he might be found.
• Inform the owner, charterer, local port authorities and local police.
• Make a list of his personal belongings and money and keep them in a safe place.
• Sign him off from the articles of agreement
• Make an entry in the Official Logbook.

ACCOMODATION INSPECTION BY THE MASTER

• To be carried out at least weekly as required by the MLC.
• An OLB entry should be made of each inspection, signed by the master and usually counter-
signed by the chief officer.

17
• Crew living quarters, toilets, alley ways etc to be inspected and made sure that they are clean,
healthy and in good order.
• Make sure that no cargo stores are kept in these places.
• Inspect the galley make sure it is free from oil stains, galley exhaust clean and in operational
condition. And the garbage management plan is being followed accordingly.
• Persons working in the galley should be working in a hygienic manner.
• Stores and provision should be kept neat, clean and tidy.
• Make sure that there is no signs of infestation or presence of rats.
• All LSA and FFA are kept in good order and readily available as per the ship’s LSA and FFE
plan.
• All doors and ventilation are working properly.
• Railing, freeing ports, and scuppers are in good order.

18
MASTER’S STATUTORY DUTIES IN CASE OF CREW
MEMBER ILLNESS
• Give medical care in accordance with the Ship’s Captain Medical Guide.
• Record the illness in the official log book stating the occurrence of the illness, the treatment
given, the progress of the illness and the disposal of the case (i.e. whether he was cured)
• Notify the port health authority of a case of infectious disease on board before arrival at the
next port of call.
• Complete a Maritime Declaration of Health if required.( It is a document containing data re-
lated to the state of health on board a ship during passage or before arrival at next port)

19
HARMONISED SYSYEM OF SURVEY AND CERTIFICA-
TION

- The Harmonised System of Survey and Certification (HSSC) seeks to standardise the period of validity
and the intervals between surveys for the nine main convention certificates to a maximum period of
validly for all certificates except a passenger ship safety certificate to five years. In so doing it aims to
simplify the survey and certification process. Following a period of transition, the streamlined format
of the HSSC will bring benefits to the industry in terms of flexibility of survey schedule, reduced num-
bers of surveyors, survey time and paperwork, all therefore reducing costs.

- Under the HSSC, there are seven types of survey:

a) Initial Survey (Before the ship is put into service)
b) Renewal Survey (Not exceeding 5 years)
c) Periodical Survey
d) Intermediate Survey (Within 3 months before or after the 2 nd & 3rd anniversary date)
e) Annual Survey (Within 3 months before or after each anniversary date)
f) Inspection of the outside of the ship’s bottom
g) Additional Survey. ( After important repairs or due to exceptional circumstances)

- Scope of Surveys (Passenger Ships)

An INITIAL SURVEY of a passenger ship shall consist of a complete inspection of the ship’s structure,
machinery and equipment, including the outside of the ship’s bottom and the inside and outside of the boil-
ers, such as to ensure that the arrangements. Materials and scantlings of the structure, boilers, and other
pressure vessels and their auxiliary machinery, electrical installations, radio installations, including life
saving appliances , fire protection, fire safety system and appliances, shipborne navigation equipment, nau-
tical publications, means of embarkation for pilots, lights, shapes, means of making sound and distress sig-
nals, and other equipment fully compliant with the requirements of the relevant regulations. Basically in an
initial survey everything that makes the ship is inspected and checked for compliance, everything that
comes into your mind is checked.

A RENEWAL SURVEY of a passenger ship shall include an inspection of the structure, boilers and other
pressure vessels, machinery and equipment, including the outside the ship’s bottom, such as to ensure that
the arrangements, materials and scantlings of the structure, boilers and other pressure vessels and their ap-
purtenances, main and auxiliary machinery, electrical installation, radio installations including those used in
life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and ar-
rangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots,
lights, shapes, means of making sound and distress signals and other equipment is in satisfactory condition
and is fit for the service for which it is intended, and fully complies with the requirements of the relevant
regulations. A renewal survey of a passenger ship is conducted annually therefore the checks to be done are
similar to the initial survey.

20
 An ADDITIONAL SURVEY, either general or partial, according to the circumstances, shall be made fol-
lowing a repair or renewal. The survey shall be such as to ensure that the necessary repairs or renewals have
been effectively carried out, that the material and workmanship are in all respects satisfactory, and that the
ship complies with the provisions of the relevant regulations.

- Scope of Surveys (Cargo Ship Safety Equipment)

An INITIAL SURVEY of cargo ship safety equipment shall include an inspection of the fire safety sys-
tems and appliances, life-saving appliances and arrangements except radio installations, the shipborne navi-
gational equipment, means of embarkation for pilots and other equipment to which Chapters II-1, II-2, III
and V of the 1974 SOLAS Convention apply, to ensure that they comply with the requirements of the rele-
vant regulations, and they are in satisfactory condition and are fit for the service for which the ship is in-
tended. In addition the fire control plans, nautical publications, lights, shapes, means of making sound sig-
nals and distress signals shall also be subject to this survey.

An ANNUAL SURVEY shall include a general inspection of the equipment referred to above to ensure
that it has been maintained to conform with the provisions of the relevant regulations to ensure that the ship
in all respects will remain fit to proceed to sea without danger to the ship or persons on board and that it
remains satisfactory for the service for which the ship is intended.

A RENEWAL SURVEY and a periodical survey of cargo ship safety equipment shall include an inspec-
tion of the equipment referred to in the initial survey to ensure that it complies with the relevant require-
ments of the relevant regulations, is in satisfactory condition and is fit for the service for which the ship is
intended.

- Scope of Surveys (Cargo Ship Radio Installations)

An INITIAL SURVEY of cargo ship radio installation equipment shall include a complete inspection of the
radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with
the requirements of the relevant regulations.

A RENEWAL SURVEY and a periodical survey will include an inspection of the radio installations of cargo
ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the
relevant regulations.

- Scope of Surveys (Cargo ship structure, machinery and equipment)

An INITIAL SURVEY shall include a complete inspection of the structure, machinery and equipment, includ-
ing an inspection of the outside of the ship’s bottom, before the ship enters service. The survey shall be such as
to ensure that the arrangements, materials, scantling and workmanship of the structure, boilers and other pres-
sure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control
systems, electrical installation and other equipment, and in the case of tankers, the pump-rooms, cargo, bunker
and ventilation piping systems and associated safety devices comply with the requirements of the relevant regu-
lations, are in satisfactory condition and are fit for the service for which the ship is intended and that the re-
quired stability information is provided. In the case of tankers such a survey shall also include an inspection of
the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices.

A RENEWAL SURVEY will include an inspection of the ship’s structure, machinery and equipment such as to
ensure that they comply with the requirements of the relevant regulations, are in satisfactory condition and are
fit for the service for which they are intended.

An INTERMEDIATE SURVEY will include an inspection of the structure, boilers and other pressure vessels,
machinery and equipment, the steering gear and the associated control systems and electrical installations, and

21
in the case of tankers, the pump-rooms, cargo, bunker and ventilation piping systems and associated safety de-
vices and the testing of insulation resistance of electrical installations in dangerous zones to ensure that they re-
main satisfactory for the service for which the ship is intended.

An ANNUAL SURVEY will include a general inspection of the structure, machinery and equipment referred to
above to ensure that they have been maintained to conform with the provisions of the relevant regulations to en-
sure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board,
and that they remain satisfactory for the service for which the ship is intended.

- Inspections of the outside of the ship’s bottom of cargo ships

There should be a minimum of two inspections of the outside of the ship’s bottom during any 5 year period.
Once such inspection should be carried out on or after the fourth annual survey in conjunction with the renewal
of the cargo ship safety certificate. In all cases the interval between any two such inspections should not exceed
36 months.

The inspection of the outside of the ship’s bottom and the survey of related items should include an inspection to
ensure that they are in a satisfactory condition and fit for the service for which the ship is intended.

Inspections of the outside of the ship’s bottom should normally be carried out with the ship in a drydock. How-
ever, consideration may be given to alternate inspections being carried out with the ship afloat (In- water Sur-
vey). Inspections of the outside of the ship’s bottom of bulk carried and oil tankers of 15 years of age or more
should be carried out with the ship in dry dock.

- Inspections of the outside of a passenger ship’s bottom

A minimum of two of the inspections of the outside of the ship’s bottom during any five year period should be
conducted in drydock. In all cases, the maximum interval between any two dry-dock bottom inspections should
not exceed 36 months. (2x Drydock + 3 In water Survey)

Where acceptable to the Administration, the minimum number of inspections in drydock of the outside of the
bottom of a passenger ship (Which is not a RORO PAX) in any five year period may be reduced from two to
one. In such cases the interval between consecutive inspections in dry dock should not exceed 60 months.

Special consideration should be given to ships 15 years of age or over before permitted to credit inspections
afloat.

22
LIST OF CERTIFICATES AND DOCUMENTS REQUIRED
TO BE CARRIED ON BOARD SHIPS (MSC Circ.1646)

- All ships to which the conventions applies

1. INTERNATIONAL TONNAGE CERTIFICATE

An International Tonnage Certificate shall be issued to every ships, the gross and net tonnage of which
have been determined in accordance with the convention.

2. INTERNATIONAL LOAD LINE CERTIFICATE

An International Load Line Certificate shall be issued to every ship which has been surveyed and
marked in accordance with the convention.

3. INTERNATIONAL LOAD LINE EXEMPTION

An International Load Lide Exemption Certificate shall be issued to any ship to which an exemption
has been granted under and in accordance with article 6 of the Load Line Convention. High speed
crafts usually have this kind of certificate because of the reasons as stated in article 6 which says ‘
Ships when engaged on international voyages between the near neighbouring ports of two or more
states may be exempted by the Administration from the provisions of the present Convention, so long as
they shall remain engaged on such voyages, if the Governments of the States in which such ports are
situated shall be satisfied that the sheltered nature or conditions of such voyages between such ports
make it unreasonable or impracticable to apply the provisions of the present convention to ships en-
gaged on such voyages.’

4. COATING TECHNICAL FILE

A Coating Technical File, containing specifications of the coating system applied, where applicable, to
dedicated seawater ballas tanks in all types of ships and double side skin spaces of bulk carriers of
150m in length and upwards and cargo oil tanks of crude oil tanker. Record of the shipyard’s and ship-
owner’s coating work, detailed criteria for coating sections, job specifications, inspection, maintenance
and repair, shall be kept on board and maintained throughout the life of the ship.’

5. EMERGENCY TOWING PROCEDURE

All ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be
carried on board the ship for use in emergency situations.

6. CONSTRUCTION DRAWINGS
A set of as-built construction drawings and other plans showing any subsequent structural alterations
shall be kept on board a ship constructed on or after 1 January 2007.

7. SHIP CONSTRUCTION FILE

A Ship Construction File with specific information should be kept on board oil tankers of 150m in
length and above and bulk carriers of 150m in length and above, constructed with single deck, topside
tanks and hopper side tanks in cargo spaced, excluding ore carriers and combination carriers.

8. NOISE SURVEY REPORT

23
 Applicable to new ships of 1,600 GT and above, excluding dynamically supported crafts, HSC, fishing
vessels, pipe laying barges, crane barges, mobile offshore drilling units, pleasure yachts not engaged in
trade, ships of war and troopships, ships not propelled by machinery, pile driving vessels and dredgers.

A noise survey report shall always be carried on board and be accessible for the crew.

9. STABILITY INFORMATION AND LAODING INFORMATION

Every passenger ship regardless of size and every cargo ship of 24m and over shall be inclined on com-
pletion and the elements of their stability determined. The Master shall be supplied with stability infor-
mation to the satisfactory of the Administration as is necessary to enable him, by rapid and simple pro-
cedures to obtain accurate guidance as to the stability of his ship under varying conditions of service to
maintain the required intact stability and stability after damage.

10. DAMAGE CONTROL PLANS AND BOOKLETS

On passenger and cargo ships, there shall be permanently exhibited plans showing clearly for each
deck and hold the boundaries of the watertight compartments, the opening therein with the means of
closure and position of any controls, and the arrangements for the correction of any list due to flooding.
Booklets containing the mentioned information shall be made available to the officers of the ship.

11. MANOEUVRING BOOKLET

The stopping times, ship headings and distances recorded on trials, together with the results of trails to
determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more
propellers inoperative, shall be available on board for the use of the Master and designated personell.

12. MAINTENANCE PLANS

The maintenance plan shall include the necessary information about fire protection systems and fire
fighting systems and appliances as required by the regulations.
For passenger ships carrying more than 36 passengers, the maintenance plan should include low-loca-
tion lighting and PA as required by SOLAS.

13. ONBOARD TRANING AND DRILLS RECORD.

Fire drills shall be conducted and recorded in accordance with the provisions of regulations of SOLAS
Chapter 3 regulations 19.3 & 19.5

14. TRAINING MANUAL

A training manual shall be written in the working language of the ship and shall be provided in each
crew mess room and recreation room or in each crew cabin.

15. FIRE CONTROL PLAN OR BOOKLET

General Arrangement plans shall be permanently exhibited for the guidance of the ship’s officers,
showing clearly for each deck the control stations, the various fire sections together with particulars the
fire extinguishing appliances. Alternatively, at the discretion of the Administration, the above men-
tioned information may be set out in a booklet, a copy of which shall be supplied to each officer, and
one copy shall at all times be available on board in an accessible position (Bridge). Plans and booklets
shall be kept up to date and any alterations shall be recorded as soon as possible. A duplicate set of fire
control plans or booklet shall be permanently stored in a prominently marked weathertight enclosure
outside the deckhouse for the assistance of shoreside fire-fighting personnel. (All plans and booklets

24
 should be approved, stamped and signed by the classification society and an approval letter attached
with such)

16. MUSTER LIST AND EMERGENCY INSTRUCTIONS

All ships shall be provided with muster list and emergency instructions, which shall comply with the
requirements of SOLAS Chapter 3 regulation 37 and be exhibited in conspicuous places throughout
the ship including the navigation bridge, engine room, and crew accommodation spaces. In the case of
passenger ships, these instructions shall be drawn up in the language required by its flag state and in the
English language.

17. SHIP SPECIFIC PLANS AND PROCEDURES FOR RECOVERY OF PERSONS FROM THE WA-
TER
All ships shall have ship-specific plans and procedures for recovery of persons from the water. The
plans and procedures should be considered as a part of the emergency preparedness plan required by
paragraph 8 of the ISM code.

18. RADIO RECORD

A record shall be kept, to the satisfaction of the Administration and as required by the Radio Regula-
tions, of all incidents connected with the radiocommunication service which appear to be if importance
to safety of life at sea.

19. MINIMUM SAFE MANNING DOCUMENT

Every ship to which chapter 1 of the SOLAS convention applies shall be provided with an appropriate
safe manning document or equivalent issued by the Administration as evidence of the minimum safe
manning.

20. VOYAGE DATA RECORDER SYSTEM – CERTIFICATE OF COMPLIANCE

The voyage data recorder system, including all sensors, shall be subjected to an annual performance
test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, du-
ration and recoverability of the recorded data. In addition, tests and inspections shall be conducted to
determine the serviceability of all protective enclosures and devices fitted to aid location. A copy of the
certificate of compliance and the applicable performance standards, shall be retained on board the ship.

21. AIS TEST REPORT

The AIS shall be subject to an annual test by an approved surveyor or an approved testing or servicing
facility. A copy of the test report shall be retained on board.

22. NAUTICAL CHARTS AND PUBLICATIONS

Nautical charts & Publications for the intended voyage shall be adequate and up to date. An electronic
chart display and information system is also accepted as meeting the chart carriage requirements of this
paragraph.

23. LRIT CONFORMANCE TEST REPORT

25
 A conformance test report should be issued, on satisfactory completion of a conformance test, by the
Administration or by the approved station who conducted the test.

24. INTERNATIONAL CODE OF SIGNALS AND IAMSAR VL3

All ships required to carry a radio installation shall carry the international code of signals, all ships
shall carry an up to date copy of the IAMSAR VL3

25. RECORDS FOR PILOT LADDERS USED FOR PILOT TRANSFER

All pilot ladders used for pilot transfer shall be clearly identified with tags or other permanent marking
so as to enable identification of each appliance for the purposes of survey, inspection and record keep-
ing. A record shall be kept on the ship as to the date the identified ladder is placed into service and any
repairs effected.

26. RECORDS OF NAVIGATION ACTIVITIES (DECK LOGBOOK)

All ships engaged on international voyages shall keep on board a record of navigational activities and
incidents including drills and pre-departure tests.

27. CARGO SECURING MANUAL

All cargoes other than solid and liquid bulk cargoes, cargo units and cargo transport units shall be
loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual ap-
proved by the Administration.

28. MATERIAL SAFETY DATA SHEETS (MSDS)

Ships carrying oil or oil fuel shall be provided with material safety data sheets, based on the recom-
mendations developed by the Organization, prior to the loading of such oil as cargo in bulk or bunker-
ing of oil fuel.

29. SAFETY MANAGEMENT CERTIFICATE (SMC)

A Safety Management Certificate shall be issued to every ship by the Administration or an organization
recognized by the Administration. The administration or an organization recognized by it shall, before
issuing the Safety Management Certificate, verify that the company and its shipboard management op-
erate in accordance with the approved safety management system.

30. DOCUMENT OF COMPLIANCE (DOC)

A Document of Compliance shall be issued to every company which complies with the requirements of
the ISM Code. A copy of the document shall be kept in board.

31. CONTINUOUS SYNOPSIS RECORD (CSR)

Every Ship to which chapter 1 of SOLAS applies shall be issued with a CSR. It provide an on board
record of the history of the ship.

32. SHIP SECURITY PLAN & ASSOCIATED RECORDS

26
 Each ship shall carry on board a ship security plan approved by the Administration. The plan shall
make provisions for the three security levels as defined in part A of the ISPS Code. Records of the fol-
lowing activities addressed in the ship security plan shall be kept on board for at least the minimum
period specified by the Administration:

.1 training, drills and exercises;

.2 security threats and security incidents;
.3 breaches of security;
.4 changes in security level;
.5 communications relating to the direct security of the ship such as specific threats to the ship or to
port facilities the ship is, or has been, in;
.6 internal audits and reviews of security activities; .\
.7 periodic review of the ship security assessment;
.8 periodic review of the ship security plan;
.9 implementation of any amendments to the plan; and
.10 maintenance, calibration and testing of any security equipment provided on board, including testing
of the ship security alert system.

33. INTERNATIONAL SHIP SECURITY CERTIFICATE (ISSC)

An International Ship Security Certificate (ISSC) shall be issued to every ship by the Administration or
an organization recognized by it to verify that the ship complies with the maritime security provisions
of SOLAS chapter XI-2 and part A of the ISPS Code.

34. INERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE

An international Oil Pollution Prevention Certificate shall be issued, after survey in accordance with
regulation 6 of Annex I of MARPOL, to any oil tanker of 150 gross tonnage and above and any other
ship of 400 gross tonnage and above which is engaged in voyages to ports or offshore terminals under
the jurisdiction of other Parties to MARPOL. The certificate is supplemented with a Record of Con-
struction and Equipment for Ships other than Oil Tankers (Form A) or a Record of Construction and
Equipment for Oil Tankers (Form B), as appropriate.

35. OIL RECORD BOOK

Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other
than an oil tanker shall be provided with an Oil Record Book, part I (Machinery space operations).
Every oil tanker of 150 gross tonnage and above shall also be provided with an Oil Record Book, part
II (Cargo/ballast operations).

36. SHIPBOARD OIL POLLUTION EMERGENCY PLAN

Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross
tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the
Administration.

37. INTERNATIONAL SEWAGE POLLUTION PREVENTION CERTIFICATE

An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal sur-
vey in accordance with the provisions of regulation 4 of Annex IV of MARPOL, to any ship which is
required to comply with the provisions of that Annex and is engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to the Convention.

38. DOCUMENT OF APPROVAL FOR THE RATE OF SEWAGE DISCHARGE

27
 Untreated sewage from ships other than passenger ships in all areas and from passenger ships outside
special areas that has been stored in holding tanks shall be discharged at a moderate rate approved by
the Administration based upon the standards developed by the Organization.

39. GARBAGE MANAGEMERT PLAN

Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15 persons or
more, and fixed or floating platforms shall carry a garbage management plan which the crew shall fol-
low.

40. GARBAGE RECORD BOOK

Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 or more per-
sons engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention and every fixed and floating platform shall be provided with a Garbage Record Book.

41. SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)

All ships of 400 gross tonnage and above, excluding platforms (including FPSOs and FSUs) and drill-
ing rigs, regardless of their propulsion, shall keep on board a ship-specific Ship Energy Efficiency
Management Plan (SEEMP). This may form part of the shipʹs safety management system (SMS). In the
case of a ship of 5,000 gross tonnage and above, the SEEMP shall include a description of the method-
ology that will be used to collect the data required by regulation 27.1 of MARPOL Annex VI and the
processes that will be used to report the data to the ship's Administration.

42. INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE.

Any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties and platforms and drilling rigs engaged in voyages to waters under the sov-
ereignty or jurisdiction of other Parties to the Protocol of 1997 shall be issued with an International Air
Pollution Prevention Certificate.

43. INTERNATIONAL ENERGY EFFICIENY CERTIFICATE

An International Energy Efficiency Certificate for the ship shall be issued after a survey in accordance
with the provisions of MARPOL Annex 6 regulation 5.4 to any ships of 400 gross tonnage and
above before that ship may engage in voyages to ports or offshore terminals under the jurisdiction of
other Parties.

44. OZONE-DEPLETING SUBSTANCES RECORD BOOK

Each ship subject to MARPOL Annex 6 regulation 6.1 that has rechargeable systems that contain
ozone-depleting substances shall maintain an ozone depleting substance record book.

45. LOGBOOK OR ELECTRONIC RECORD BOOK -NOX EMISSIONS

The tier and on/off status of marine diesel engines installed on board a ship to which MARPOL Annex
VI, regulation 13.5.1 applies which are certified to both Tier II and Tier III or which are certified to
Tier II only shall be recorded in such logbook or electronic record book, as prescribed by the Admin-
istration at entry into and exit from a NOx Tier III emission control area, or when the on/off status
changes within such an area, together with the date, time and position of the ship.

28
46. FUEL OIL CHANGEOVER PROCEDURE AND LOGBOOK (RECORD OF FUEL CHANGEO-
VER)
Those ships using separate fuel oils to comply with MARPOL Annex VI, regulation 14.3 and enter-
ing or leaving an emission control area shall carry a written procedure showing how the fuel oil
changeover is to be done. The volume of low-sulphur fuel oils in each tank as well as the date, time and
position of the ship when any fuel oil changeover operation is completed prior to the entry into an
emission control area or commenced after exit from such an area shall be recorded in such logbook or
electronic record book as prescribed by the Administration.

47. BUNKER DELIVERY NOTES AND REPRESENTATIVE SAMPLES

Bunker delivery note and representative sample of the fuel oil delivered shall be kept on board in ac-
cordance with the requirements of MARPOL Annex VI, regulations 18.6 and 18.8.1.

48. EEDI TECHNICAL FILE

Applicable to ships and the categories as specified in regulation 22.1 of MARPOL Annex VI. EEDI
Technical File contains the information necessary for the calculation of the attained EEDI and that
shows the process of calculation.

49. EEXI TECHNICAL FILE

Applicable to ships and the categories as specified in regulation 23.1 of MARPOL Annex VI. EEXI
Technical File contains the information necessary for the calculation of the attained EEXI and that
shows the process of the calculation.

50. TECHNICAL FILE

Every marine diesel engine installed on board a ship shall be provided with a Technical File. The Tech-
nical File shall be prepared by the applicant for engine certification and approved by the Administra-
tion, and is required to accompany an engine throughout its life on board ships. The Technical File
shall contain the information as specified in paragraph 2.4.1 of the NOx Technical Code, 2008.

51. RECORD BOOK FOR ENGINE PARAMETERS

Where the Engine Parameter Check method in accordance with paragraph 6.2 of the NOx Technical Code,
2008 is used to verify compliance, if any adjustments or modifications are made to an engine after its pre-
certification, a full record of such adjustments or modifications shall be recorded in the engine's record
book or electronic record book of engine parameters.

52. CERTIFICATES FOR MASTERS,OFFICERS OR RATINGS

Certificates for masters, officers or ratings shall be issued to those candidates who, to the satisfaction of
the Administration, meet the requirements for service, age, medical fitness, training, qualifications and
examinations in accordance with the appropriate provisions of the 1978 STCW Convention and STCW
Code. Formats of certificates are given in section A-I/2 of the STCW Code. Certificates must be kept
available in their original form on board the ships on which the holder is serving.

53. RECORD OF DAILY HOURS AND REST

Records of daily hours and rest of seafarers shall be maintained on board.

29
54. INTERNATIONAL ANTI-FOULING SYSTEM CERTIFICATE
Ships of 400 GT and above engaged in international voyages, excluding fixed or floating platforms,
FSUs and FPSOs, shall be issued after inspection and survey an international Anti-fouling System Cer-
tificate together with a Record of Anti-fouling Systems.

55. DECLARATION ON ANTI-FOULING SYSTEM

Ships of 24 m or more in length, but less than 400 GT engaged in international voyages, excluding
fixed or floating platforms, FSUs, and FPSOs, shall carry a declaration signed by the owner or owner's
authorized agents. Such a declaration shall be accompanied by appropriate documentation (such as a
paint receipt or a contractor invoice) or contain appropriate endorsement.

56. INTERNATIONAL BALLAST WATER MANAGEMENT CERTIFICATE

Ships of 400 gross tonnage and above to which the BWM 2004 applies, excluding floating platforms,
FSUs and FPSOs, shall be issued the certificate after successful completion of a survey conducted in
accordance with regulation E-1.

57. BALLAST WATER MANAGEMENT PLAN

Each ship shall have on board and implement a ballast water management plan. Such a plan shall be
approved by the Administration taking into account guidelines developed by the Organization.

58. BALLAST WATER RECORD BOOK

Each ship shall have on board a ballast water record book that may be an electronic record system, or
that may be integrated into another record book or system and which shall at least contain the infor-
mation specified in appendix II of the Convention. The ballast water record book entries shall be main-
tained on board the ship for a minimum period of two years after the last entry has been made and
thereafter in the Company's control for a minimum period of three years.

59. TYPE APPROVAL OF CERTIFICATE FOR BWMS

A copy of Type Approval Certificate shall be carried on board a ship fitted with this ballast water man-
agement system, for inspection on board the ship. If the Type Approval Certificate is issued based on
approval by another Administration, reference to that Type Approval Certificate shall be made

60. CERTIFICATE OF INSURANCE OR OTHER FINANCIAL SECURITY IN RESPECT OF CIVIL

LIABILITY FOR BUNKER OIL POLLUTION DAMAGE.
Certificate attesting that insurance or other financial security is in force in accordance with the provi-
sions of this Convention shall be issued to each ship having a gross tonnage greater than 1,000 after the
appropriate authority of a State Party has determined that the requirements of article 7, paragraph 1
have been complied with. With respect to a ship registered in a State Party such certificate shall be is-
sued or certified by the appropriate authority of the State of the ship's registry; with respect to a ship
not registered in a State Party it may be issued or certified by the appropriate authority of any State
Party. A State Party may authorize either an institution or an organization recognized by it to issue the
certificate referred to in article 7, paragraph 2. This compulsory insurance certificate shall be in the
form of the model set out in the annex to the Convention.

61. CERTIFICATE OF INSURANCE OR OTHER FINANCIAL SECURITY IN RESPECT OF LIABIL-

ITY FOR THE REMOVAL OF WRECKS.
Certificate attesting that insurance or other financial security is in force in accordance with the provi-
sions of the Convention shall be issued to each ship of 300 gross tonnage and above by the appropriate
authority of the State of the ship's registry after determining that the requirements of article 12.1 have

30
 been complied with. With respect to a ship registered in a State Party, such certificate shall be issued or
certified by the appropriate authority of the State of the ship's registry; with respect to a ship not regis-
tered in a State Party it may be issued or certified by the appropriate authority of any State Party. This
compulsory insurance certificate shall be in the form of the model set out in the annex to the Conven-
tion.

- In addition to the above certificates, passenger ships shall carry:

a. PASSENGER SHIP SAFETY CERTIFICATE

A Record of Equipment for the Passenger Ship Safety Certificate (Form P) shall be perma-
nently attached.

b. DECISION SUPPORT SYSTEM FOR MASTER

In all passenger ships, a decision support system for emergency management shall be pro-
vided on the navigation bridge

c. SEARCH & RESCUE COOPERATION PLAN

Passenger ships to which chapter I of the Convention applies shall have on board a plan for
cooperation with appropriate search and rescue services in the event of an emergency.

d. LIST OF OPERATIONAL LIMITATIONS

Passenger ships to which chapter I of the Convention applies shall keep on board a list of all
limitations on the operation of the ship, including exemptions from any of the SOLAS regula-
tions, restrictions in operating areas, weather restrictions, sea state restrictions, restrictions in
permissible loads, trim, speed and any other limitations, whether imposed by the Administra-
tion or established during the design or the building stages.

e. CERTIFICATE OF INSURANCE OR OTHER FINANCIAL SECURITY IN RESPECT OF

LIABILITY FOR THE DEATH OF AND PERSONAL INJURY TO PASSENGERS

- In addition to the above certificates excluding the ones for passenger ships, cargo ships shall carry:

a. CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE

A certificate called a Cargo Ship Safety Construction Certificate shall be issued after survey to
a cargo ship of 500 gross tonnage and over which satisfies the requirements for cargo ships on
survey, set out in regulation I/10 of SOLAS 1974, and complies with the applicable require-
ments of chapters II-1 and II-2, other than those relating to fire-extinguishing appliances and
fire-control plans.

b. CARGO SHIP SAFETY EQUIPMENT CERTIFICATE

A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after survey to a
cargo ship of 500 gross tonnage and over which complies with the relevant requirements of
chapters II-1 and II-2, III and V and any other relevant requirements of SOLAS 1974. A Rec-
ord of Equipment for the Cargo Ship Safety Equipment Certificate (Form E) shall be perma-
nently attached.

c. CARGO SHIP SAFETY RADIO CERTIFICATE

31
 A certificate called a Cargo Ship Safety Radio Certificate shall be issued after survey to a
cargo ship of 300 gross tonnage and over, fitted with a radio installation, including those used
in life-saving appliances, which complies with the requirements of chapter IV and any other
relevant requirements of SOLAS 1974. A Record of Equipment for the Cargo Ship Safety Ra-
dio Certificate (Form R) shall be permanently attached

NOTE: The above 3 certificates can be combined into one certificate called the CARGO SHIP SAFETY CER-
TIFICATE.

d. ENHANCED SURVEY REPORT FILE

Bulk carriers and oil tankers shall have a survey report file and supporting documents comply-
ing with paragraphs 6.2 and 6.3 of annex A/annex B, part A/part B, 2011 ESP Code.

e. OIL DISCHARGE MONITORING AND CONTROL (ODMC) OPERATIONAL MAN-

UAL

Every oil tanker fitted with an Oil Discharge Monitoring and Control system shall be provided
with instructions as to the operation of the system in accordance with an operational manual
approved by the Administration.

32
 PORT STATE CONTROL
The Paris Memorandum of Understanding on Port State Control is the official agreement be-
tween the 27 participating Maritime Authorities implementing a harmonized system of Port
State Control. The MOU consists of the main text and includes 12 annexes, in which the Mari-
time Authorities agree on:

• The relevant international conventions

• Their inspection commitments
• The principles of the selection of ships for inspection
• The inspection procedures
• The exchange of information on inspections
• The structure of the Paris Mou organization
• Amendment procedures of the Memorandum itself

- Ship Risk Profile

Every day a number of ships will be selected for a port state control inspection throughout the region. The
information system ‘THETIS’ hosted by the European Maritime Safety Agency, informs national PSC au-
thorities which ships are due for an inspection. Data on ships particulars, certificates, port calls and reports
of previous inspections carried out within the Paris Mou region are provided by the inspection database as
well. An important element for the selection of ships is the Ship Risk Profile (SRP)

Each ship in the information system will be attributed a ship risk profile. The SRP will determine the ship’s
priority for inspection, being the interval between its inspections and the type of the inspection. Ships can
be ‘High Risk’, ‘Standard Risk’, or ‘Low Risk’. The profile is calculated using generic and historic parame-
ters. The Paris Mou Contain a ship risk profile calculator which can be used to determine the risk profile of
your ship.

Ships are selected for inspection based on a calculation of the history of inspection and generic factors
(Such as age, ship type, ship risk type etc). Each aspect of the history and generic factors is weighed and the
outcome is a priority indication.

Periodic Inspections are carried out at intervals that are determined by the Ship Risk Profile. Ships become
due for a periodic inspection in the following time windows:

For High Risk Ships – Between 5-6 months after the last inspection in the Paris Mou.

For Standard Risk Ships – Between 10-12 months after the last inspection in the Paris Mou.

For Low Risk Ships – Between 24-36 months after the last inspection in the Paris Mou.

Additional Inspections are triggered by overriding or unexpected factors.

Periodic and Additional Inspections count equally. Therefore the time span for the next periodical inspec-
tion re-starts after each inspection.

Overriding Factors

The Overriding Factors are considered sufficiently serious to trigger an additional inspection at Priority 1.

Unexpected Factors

33
 Unexpected Factors could indicate a serious threat to the safety of the ship and the crew or the environment,
in such a case the need to undertake an additional inspection is for the professional judgement of the Au-
thority.

Priority

The Selection Scheme is divided into two priorities:

• Priority 1: Ships must be inspected because either the time window has closed or there is an over-
riding factor.
• Priority 2: Ships must be inspected because they are within the time window or the port state con-
siders an unexpected factor warrants an inspection.

The Overriding factors listed below are considered sufficiently serious to trigger an additional inspection at pri-
ority 1:

- Ships reported by another Member State or the secretariat excluding unexpected factors,
- Ships involved in a collision, grounding or stranding on their way to port.
- Ships accused of an alleged violation of the provisions on discharge of harmful substances or effluents.
- Ships which have been manoeuvred in an unsafe manner or safe navigational practices and procedures
have not been followed.
- Ships which have been suspended or withdrawn from their Class for Safety reasons after the last PSC
inspection
- Ships which cannot be identified in the database.

Unexpected factors include:

- Ships reported by pilots or relevant authorities which may include information from Vessel Traffic Ser-
vices about ships navigation.
- Ships which did not comply with the reporting obligations.
- Ships reported with an outstanding ISM Deficiency (3months after issuing of the deficiency)
- Previously detained ships (3months after the detention)
- Ships which have been the subject of a report or complaint by the master, a seafarer or any person or
organization with a legitimate interest in the safe operation of the ship, ships on board living and work-
ing conditions, or the prevention of pollution.
- Ships operated in a manner to pose a danger.
- Ships reported with problems concerning their cargo, in particular noxious or dangerous cargo
- Ships where information from a reliable source become known, that their risk parameters differ from
the recorded ones and the risk level is thereby increased.
- Ships carrying certificates issued by a formerly Paris Mou recognized organization whose recognition
has been withdrawn since the last inspection in the Paris Mou region.

An Initial Inspection will normally consist of checking the certificates and documents, checking the overall
condition and hygiene of the ship including navigation, bridge, accommodation and galley, decks including
forecastle, cargo holds, and engine room. It will also include a verification to check whether any deficiencies
found by an authority at a previous inspection have been rectified in accordance with the time specified in the
inspection report.

More Detailed Inspection

A more detailed inspection will be carried out whenever there are clear grounds for believing, during an inspec-
tion, that the condition of the ship or of its equipment or crew does not substantially meet the relevant require-
ments of a relevant instrument. Clear Ground exist when a Port State Control Officer finds evidence, which in
his/her professional judgment warrants a more detailed inspection of the ship, its equipment or crew. A more

34
detailed inspection will also be carried out on ships flying a flag that has not yet ratified all the relevant instru-
ments of the Paris Mou.

Examples of ‘Clear Grounds’ for a more detailed inspection include:

- The absence of principal equipment

- Evidence from a review of the ship’s certificates that a certificate or certificates are invalid
- Evidence that documentation required by the relevant conventions is not on board.
- Evidence from the PSCO’s general impressions and observations that a serious hull or structural deteri-
oration or deficiencies exist.
- Evidence from the PSCO’s general impressions or observations that serious deficiencies exist in the
safety, pollution prevention or navigational equipment
- Indications or evidence that the master or crew is not familiar with essential shipboard operations relat-
ing to the safety of the ship or the prevention of marine pollution.
- Ships with overriding or unexpected factors.q

Expanded Inspection

High Risk Ships and ships of a risk type (Chemical tankers, gas carriers, oil tankers, NLS tankers, Bulk car-
riers and passenger ships) and more than 12 years old are eligible to an expanded inspection. For high risk
ships this inspection should be carried out every 12 months.

An expanded inspection shall include a check of the overall condition, including the human element where
relevant. And, subject to their practical feasibility or any constraints relating to the safety of persons, the
ship or the port, verification of the specific items in the risk areas for each ship type must be part of an ex-
panded inspection.

The PSCO must use professional judgement to determine the appropriate depth of examination or testing of
each specific item.

The PSCO must be aware that the safe execution of certain on-board operations, e.g. cargo handling, could
be jeopardised by tests carried out during such operation.

REPORTING

If no deficiencies are found during the inspection, the PSCO will issue a ‘clean’ inspection report (Form A)
to the master of the ship.

In case deficiencies have been identified, the inspection report will include deficiencies found in Form B.
The report indicates any follow-up actions to be taken to rectify the recorded deficiencies and includes the
relevant convention reference. Next, the particulars of the ship and the inspection results will be recorded in
the database. If the deficiencies found are serious the inspector may issue a detention order.

DETENSION

In case of detention, the flag state should be notified in writing and include the inspection report Form B,
RO should also be notified in case of detention. The flag and RO will be notified in writing of the release of
the detention. In case of detention relating to non-compliance with MLC, the appropriate ship owners and
seafarers organization in the port state in which the detention was carried out shall be notified.

BANNING

When a ship flying a flag listed as:

Black Flag – 3 detentions in 36 months leads to a ban.

Grey Flag – 3 detentions in 24 months leads to a ban.

White Flag – No banning criteria.

35
REPORTING ON DEFICIENCIES POSSIBLY AFFECTING
THE IMPLEMENTATION OF THE ISM CODE ON BOARD
DURING SURVEYS

The purpose of this PROCEDURAL REQUIREMENTS (PR) is to ensure that the organization responsible for
the SMS audit of the ship is notified when deficiencies that may affect the proper implementation of the safety
management system are identified by a surveyor.

- Scope & Application

This document describes the procedure for reporting on deficiencies possibly affecting the implementation
of the ISM Code on board during class and statutory surveys and the subsequent action to be taken.

This procedure applies to all cases of Classification Societies involvement in classing the ship and/or being
responsible for the SMS audit of the ship.

- When to complete the report

When deficiencies possibly affecting the implementation of the ISM Code on board are identified by the
surveyor during a Periodical (Annual/Intermediate/Renewal) Class Survey, statutory surveys and additional
surveys relevant to Port State Control, Flag State Inspections or any other occasion, a report is to be com-
pleted by the surveyor.

- What to report

i) Deficiencies relating to technical conditions which may lead to the limitation, suspension or withdrawal
of a class or statutory certificate.

ii) Deficiencies caused by deviation from operational requirements

iii) Deficiencies relating to deviation from requirements for documentation and reporting

iv) Other deficiencies which may seriously affect the safety of the ship, personnel or the environment.

- What not to report

i) Technical deficiencies which are considered normal wear and tear for the ship type and age.

ii) Deficiencies which have already been identified by the company during internal audits or by the crew
through Non-Conformities and which are being dealt with by the company including the personnel working
on board.

- When not to issue the report

i) At surveys/attendance resulting from Port State or Flag state detentions there is evidence available that the
organization responsible for the SMS audit of the ship has been notified and is also required to carry out an ad-
ditional ISM audit.

ii) An Auditor from the organization, responsible for the SMS audit of the ship is present on board performing
an audit and a surveyor has communicated the deficiencies directly to the auditor.

The surveyor must inform the master of company representative that this information may be communicated to
the organization responsible for the SMS audit of the ship as specified in the Continuous Synopsis Record.

36
 - Reporting and Follow-Up

The report shall be submitted to the responsible department within the surveyor’s classification society for
review. The responsible department should finally judge whether the reported deficiencies are possibly af-
fecting the implementation of the ISM Code on board.

When the responsible department within the class judges that the reported deficiencies are not affecting the
implementation of the ISM code on board, the report should be filed.

If however the deficiencies are affecting the implementation of the ISM Code on board, the report shall be
sent to either:

a) The Class surveyor acting as an RO that is responsible for the SMS audit of the ship.

b) The Flag Administration, if the SMS was audited by the flag state or an organization other than a Classi-
fication Society.

The Classification Society acting as an RO that has audited the ship for the issuance of the SMC shall re-
view the report and decide on what actions, if any, should be taken.

- Category of Deficiencies Examples

Technical Deficiencies:

i) Combination of deficiencies, that together indicates that the maintenance system is not effectively imple-
mented.

ii) Poor Condition of the Hull, main deck, closing appliances, railings and ladders.

iii) Defective/missing fire fighting and life saving appliances and oil pollution prevention equipment

iv) Leaks and oil in E/R Spaces

v) Deficiencies relating to technical conditions which may lead to the limitation, suspension or withdrawal
of a class or statutory certificate.

Operational Deficiencies:

i) Accidents and hazardous occurrences not reported to the company

ii) Crew not able to communicate effectively in the execution of their duties

iii) Inability of crew to perform satisfactorily mandatory drills such as fire drills, LSA Drills, Pollution pre-
vention drills etc.

Documentation Deficiencies:

i) Expired classification or statutory certificates.

ii) Overdue surveys, overdue audits, or overdue condition of class.

iii) Ship’s copy of the DOC is not valid

iv) SMC has incorrect data.

v) Emergency response plan and SOPEP manual not available.

vi) Entries for relevant drills, in log book not completed

vii) Incorrect or missing entries in the Oil Record Book

37
 ACKNOWLEDGEMENT OF DISTESS ALERTS

- Upon receiving a DSC Distress alert all stations should immediately cease all traffic and listen on the
RT Distress Frequency in the same frequency band, unless it is indicated otherwise.
- If you receive a VHF alert in SEA AREA A1 (CRS is expected to respond) your actions are as follows:

i) Set watch RT VHF Channel 16

ii) Wait for CRS to acknowledge.

iii) If no acknowledge from CRS after 5 minutes acknowledge by RT

iv) If NIL heard by RT and a repeat DSC alert is received, Relay ashore by any means

v) Acknowledge by DSC only on the instructions of a CRS

- If you receive a VHF alert in SEA AREA A2/A3/A4 (CRS not expected to respond) your actions are as
follows:

i) Set watch RT VHF Channel 16

ii) Acknowledge immediately by RT

iii) If NIL heard by RT and a repeat DSC alert is received, acknowledge by DSC

iv) Relay ashore by any means

- If you receive an MF alert in SEA AREA A2 (CRS expected to respond) your actions are as follows:

i) Set watch RT MF 2182 Khz

ii) Wait for CRS to acknowledge

iii) If no acknowledgement from CRS after 5 minutes, Acknowledge by RT

iv) If NIL heard by RT and a repeat DSC alert is received, relay ashore by any means

v) Acknowledge by DSC only on the instructions of a CRS

- If you receive an MF alert in SEA AREAS A3/A4 (CRS not expected to respond) your actions are as fol-
lows:

i) Set watch on RT MF 2182 Khz

ii) Acknowledge immediately by RT

iii) If NIL heard by RT and a repeat DSC alert is received, acknowledge by DSC

iv) Relay ashore by any means.

- If you receive an HF alert in SEA AREA A1/A2/A3/A4 (CRS expected to respond) your actions are as
follows:

i) Set watch RT Distress Frequency in the same band

ii) Wait for at least 5 minutes for CRS to acknowledge

iii) If NIL heard by RT and a repeat DSC alert is received, relay ashore by any means

iv) Under no circumstances should an HF DSC Distress Alert be acknowledged by DSC or voice (You are
likely to be thousands of miles from the incident)

38
 CODE OF CONDUCT FOR THE MERCHANT NAVY

- Background and Purpose

The code of conduct sets out disciplinary rules, reflecting the standards of behaviour generally to be ex-
pected of all seafarers. It has been drawn up by the organisations representing the seafarers and the employ-
ers and approved by the Secretary state of Transport. Disciplinary procedures should not be viewed primar-
ily as a means of imposing sanctions, they are designed to emphasise and encourage improvements in indi-
vidual conduct.

- Conduct in emergencies

In any emergency or other situation in which the safety of the ships or of any person on board or the marine
environment is at stake, the master, officers and petty officers are entitled to look for immediate and un-
questioning obedience of orders. There can be no exceptions to this rule. Failure to comply will be treated
as among the most serious of breaches of discipline and may also warrant prosecution under the provisions
of the Merchant Shipping Acts.

- Disciplinary rules
Gross misconduct

Acts of gross misconduct, examples of which will be listed below, may, if appropriate in the circumstances and
established to the satisfactory of the Master, lead to dismissal from the ship either immediately or at the end of
the voyage and to dismissal from employment. This is separate from any other legal or disciplinary action which
may be called for.

i) Assault (Including threating behaviour)

ii) Wilful damage to the ship or any property on board

iii) theft including attempted theft or possession of stolen property

iv) Possession of offensive weapons

v) Persistent or wilful failure to perform duties

vi) Unlawful possession or distribution of drugs

vii) Conduct endangering the ship, persons or cargo on board, or the marine environment

viii) Combination with other at sea to impede the progress of the voyage or navigation of the ship

ix) Disobedience of a lawful order

x) Breach of company rules and procedures relating to alcohol, drugs or smoking

xi) To be asleep on duty or fail to remain on duty, if such conduct would prejudice the safety of the ship, per-
sons or cargo on board, or the marine environment

xii) Failure to report to work without satisfactory reason or absence from place of duty or from the Ship without
leave.

xiii) Interference with the work of other

xiv) Behaviour which seriously detracts from the safe and/or efficient working of the ship

39
xv) Conduct of sexual nature, or other conduct based on sex affecting the dignity of women and men

- Less serious misconduct

Breaches of a lesser degree of seriousness may be dealt with by:

a) An informal warning administered at an appropriate level

b) A formal warning by an Officer

c) A written warning by a senior officer

d) A final written warning by a senior officer or the Master

When a warning other than an informal warning is given, the seafarer should be advised of the likely conse-
quences of further breaches of discipline

Examples of less serious breaches:

a) Minor acts of negligence, neglect of duty, disobedience and assault

b) Unsatisfactory work performance

c) Poor time keeping

d) Stopping work before the authorised time

e) Offensive or disorderly behaviour

Shipboard Disciplinary Procedures

- Immediate Suspension

In serious cases the Master may suspend a seafarer from duties and take such action to preserve the safety of the
ship, persons or cargo on board, or the marine environment, as he considers appropriate. In such cases the Mas-
ter may require for the seafarer to be disembarked and repatriated as soon as practicable. Shipboard procedures
may not then apply. In such as event, disciplinary action will be initiated ashore by a shore manager.

- Initial meeting/Informal Warning

A seafarer who is alleged to have breached the disciplinary rules will be called to a meeting with a Petty
Officer or Officer or the Master as appropriate.

At the meeting the seafarer will be told of the alleged breach, given the opportunity to give his/her explana-
tion and say whether or not s/he admits it.

If the Petty Officer, Officer or Master is satisfied that no further action is called for or that the breach needs
no more than an informal warning, s/he will proceed accordingly, and the matter will then be regarded as
resolved.

If the Petty Officer, Officer or Master decides that formal action is required the seafarer will be advised ac-
cordingly. In the discretion of the Petty Officer, Officer or Master, the seafarer may be suspended from
duty.

Formal Action

An officer or the Master will investigate the allegation. Written statements may be taken from material wit-
nesses. The investigation should be completed without undue delay.

40
If, following the investigation, the Officer or Master concludes that no further action is called for, or that
the breach needs no more than an informal warning, s/he will proceed accordingly, and the matter will then
be regarded as resolved.

If the Officer or Master concludes that formal disciplinary action is called for:

a) If there is no current prior warning and the breach is considered to be one of a lesser degree, the Officer
or Master will undertake a disciplinary hearing or refer it to an appropriate Officer for action.

b) If there is a current prior warning or if the breach is considered to be sufficiently serious to warrant ac-
tion at senior Officer level or above, a senior officer or the Master will undertake a disciplinary hearing.

c) If the breach is considered to be gross misconduct, the Master will undertake a disciplinary hearing

The seafarer will be given written notice of the disciplinary hearing. This will specify:

a) date, time, and place of hearing

b) the conduct allegedly committed

c) the disciplinary rule(s) allegedly breached

d) the potential penalty if a breach of discipline is substantiated

e) the seafarer ‘s rights at the hearing

The Disciplinary Hearing

At the hearing the seafarer may:

a) be accompanied at the hearing by a work colleague, or trade union official if available

b) call relevant witnesses

c) make any statement or comments on the evidence, in response to the alleged breach and the appropriate
penalty if the breach of discipline is substantiated.

At any hearing the seafarer will be invited to say whether or not s/he admits the alleged breach of discipline.

a) If s/he admits it, the hearing will move immediately to consideration of penalty

b) If s/he does not admit it, the hearing will consider relevant evidence including any presented by the sea-
farer.

In exceptional circumstances, it may be appropriate to conduct the hearing ashore.

If in the course of the hearing it appears to the person conducting it that:

a) the matter warrants a more serious action than originally envisaged, the hearing will be adjourned, and
the matter referred to more senior level for action. A new notice of disciplinary hearing will then be issued
to the seafarer.

b) the matter warrants less serious action than originally envisaged, the hearing may be adjourned, and the
matter referred to a lower level for action.

After the hearing the person conduction it will give his/her determination. S/he will say whether or not s/he
finds a breach or breaches of discipline to have occurred and, if so, specify the breach or breaches and the
appropriate penalty.

The seafarer will be given written notification of the outcome of the hearing and the reasons for the decision
as soon as practicable following the hearing. The seafarer should be told how long any warning will remain
current.

41
The seafarer will be given a copy of any entries made in the ship’s official logbook.

Dismissal from the ship

Dismissal from the ship will not operate to terminate employment. An appropriate shore manager will be
appointed to consider the seafarer’s future employment in the light of their dismissal from the ship. The sea-
farer will be suspended pending the hearing. Suspension will normally be on pay but may exceptionally be
off pay where the offence is absenteeism or if the seafarer unreasonably delays the shore hearing. In the
event that the seafarer is not then dismissed, back pay will be paid for the period of suspension. The sea-
farer will be invited to a shore hearing at which his/her future employment will be considered.

The penalties which may be imposed following a shore hearing are as follows:

Dismissal from employment

Final warning

Written warning

Formal warning

Informal warning

Also, in addition if considered appropriate: Demotion and/or loss of seniority

The seafarer will be given written notification of the outcome of the hearing as soon as practicable follow-
ing the hearing. The written notification will advise the seafarer of any right to appeal to other shore man-
agement.

Appeals

The seafarer may appeal a shore management decision of:

Dismissal from employment

Final Warning

Demotion and/or loss of seniority

Any appeal must be made in writing without delay. An appeal may be rules out of time if made later than
seven working days after the seafarer receives written notification of the outcome of the first shore hearing.

The seafarer’s written notification of the appeal must detail all the grounds on which it is bought

On appeal it will be for the seafarer to show that the outcome of the first shore hearing was inappropriate.

Where the written notification of the appeal is considered insufficient to justify an appeal, the person con-
sidering it may dismiss the appeal without convening a meeting. The seafarer will be given written notifica-
tion of the decision and the reasons for it as soon as practicable.

PRINCIPLES OF SAFE MANNING

The objectives of safe manning are to ensure that a ship is sufficiently, effectively and effi-
ciently manned to provide safety and security of the ship, safe navigation and operations at
sea, safe operations in port, prevention of human injury or loss of life, the avoidance of dam-
age to the marine environment and to property, and to ensure the welfare and health of seafar-
ers through the avoidance of fatigue.

42
Principles of safe manning

The following principles should be observed in determining the minimum safe manning of a
ship:

1. maintaining safe navigational, port, engineering and radio watches.

2. moor and unmoor the ship safely

3. manage the safety function of the ship when employed in a stationary or near stationary
mode at sea.

4. Perform operations, as appropriate, for the prevention of damage to the marine environment

5. maintain the safety arrangements and the cleanliness of all accessible spaces to minimize
the risk of fire.

6. Provide for medical care on board ships

7. Ensure safe carriage of cargo during transit.

8. Inspect and maintain, as appropriate, the structural integrity of the ship

9. Operate in accordance with the approved Ship Security Plan

The ability to:

1. Operate all watertight closing arrangements and maintain them in effective condition, and
also deploy a competent damage control party.

2. Operate all on board firefighting and emergency equipment and lifesaving appliances, carry
out such maintenance of this equipment as is required to be done at sea and muster and disem-
bark all persons on board.

3. Operate the main propulsion and auxiliary machinery including pollution prevention equip-
ment and maintain them in a safe condition to enable the ship to overcome the foreseeable
perils of the voyage.

Guideline for Determination of Minimum Safe Manning

The minimum safe manning of a ship should be established considering all relevant factors,
including the following:

1. size and type of ship

2. number, size and type of main propulsion units and auxiliaries

3. level of ship automation

4. Construction and equipment of the ship

5. Method of maintenance used

6. Cargo to be carried

7. Frequency of port calls, length and nature of voyages to be undertaken.

8. trading areas, waters and operations in which the ship is involved.

9. Extent to which training activities are conducted on board

10. degree of shoreside support provided to the ship by the company

43
11. applicable work hour limits and/or rest requirement

12. the provisions of the approved ship’s security plan

The determination of the minimum safe manning of a ship should be based on performance of
the functions at the appropriate level(s) of responsibility, as specified in the STCW Code,
which include the following:

1. navigation

2. cargo handing and stowage

3. operation of the ship and care for persons on board

4. marine engineering

5. Electrical, electronic and control engineering

6. radiocommunications

7. Maintenance and repair

Responsibilities of companies

The Administration may require the company responsible for the operation of the ship to pre-
pare and submit its proposal for the minimum safe manning of a ship in accordance with a
form specified by the Administration.

In preparing a proposal for the minimum safe manning of a ship, the company should apply
the principles, recommendations and guidelines contained in this resolution and should be re-
quired to:

1. make an assessment of the tasks, duties and responsibilities of the ship’s complement re-
quired for its safe operation, for its security, for protection of the marine environment and for
dealing with emergency situations.

2. ensure that fitness for duty provision and record of hours are implemented.

3. make an assessment of numbers and grades, capacities in the ship’s complement required
for its safe operation

4. ensure that the minimum safe manning is adequate at all times and in all respects

5. Prepare and submit to the administration a new proposal for the minimum safe manning of
a ship in the case of change in trade areas, construction, machinery, equipment, operation and
maintenance or management of the ship, which may affect safe manning.

Approval by the Administration

A proposal for the minimum safe manning of a ship submitted by a company to the admin-
istration should be evaluated by the administration to ensure that:

1. the proposed ship’s complement contains the number and grades/capacities of personnel to
fulfil the tasks, duties and responsibilities required for the safe operation of the ship, its secu-
rity, for protection of the marine environment and for dealing with emergency situations and

2. the master, officers and other members of the ship’s complement are not required to work
more hours than is safe in relation to the performance of their duties and the safety of the ship

44
and that the requirements for work and rest hours, in accordance with applicable regulations,
can be complied with.

In applying such principles, Administrations should take proper account of existing IMO,
ILO, ITU and WHO instruments in force which deal with:

1. watchkeeping

[Link] of work and rest

3. safety management

4. certification of seafarers

5. training of seafarers

6. occupational safety, health and hygiene

7. crew accommodation and food

8. security

9. radiocommunications

The Administration should only approve a proposal for the minimum safe manning of a ship
and issue accordingly a minimum safe manning document if it fully satisfied that the proposed
ship’s complement is established in accordance with the principles, recommendations and
guidelines contained.

The Administration may withdraw the minimum safe manning document of a ship if the com-
pany fails to submit a new proposal for the ship’s minimum safe manning when changes in
trading areas, construction, machinery, equipment or operation and maintenance of the ship
have taken place which affect the minimum safe manning.

The Administration should consider the circumstances very carefully before allowing a mini-
mum safe manning document to contain provisions for less than their qualified officers in
charge of a navigational watch, while taking into account all the principles for establishing
safe manning.

MASTER’S STANDING ORDERS

The Master’s standing orders are required by the ship’s SMS and lays down the ground rules
for the master’s expectation of his officers in varying circumstances when he is not present on
the bridge, which may include (Depending on different conditions, master’s preference and
company procedures as laid down in the SMS):

• To reinforce practices that the master expects to be followed

• To create a relationship in which mutual confidence is established
• To increase the responsibility of the officer without imposing limitation.
• To ensure that a mistake of one person does not put the vessel in danger.
• To ensure that the officers check their own work and verify that of other when hand-
ing over or taking over the watch.

45
• To ensure that the officers are aware when and when not to call the master.

Master’s standing order that should be covered are:

• Keeping a proper look out (Rule5)

• Manning on the bridge
• Distress situations
• Protection of the marine environment
• Use of Navigation equipment
• Passing distances
• Calling the master
• Procedures for master taking the con.

This should be followed by mote detailed advice covering the following watchkeep-
ing situations:

• Ocean Passages
• Coastal Passages
• Traffic Separation Scheme and Confined waters
• Navigation under pilotage
• Restricted visibility
• Heavy weather/ ice/TRS
• At anchor
• In port
• Preparation of Arrival/Departure

46
MASTER’S NIGHT ORDERS
Required to be written by master before he is going to take a rest at night. They
are a set of instructions to the OOW in written format.

They generally include the following:

• To comply with standing orders

• Follow the laid courses, check and plot positions at required intervals.
• Keep proper look out and comply with ROR.
• Calling the master at required position
• Anti-piracy watch if required.
• Preparations before proceeding to pilot stations
• Checking the vessel’s position frequently if at anchor
• Calling the master if in any doubt.

47
 MAGNETIC COMPASS

A Magnetic Compass is required by all ships and must be independent of any power supply. It is used to deter-
mines the ship’s heading and display the reading at the main steering position.

The liquid inside the compass bowl is 2 parts alcohol and 1part distilled water. The main objective of the liquid
is to dampen the movement of the compass card, the movement of the bowl and the ship’s vibration for a better
reading.

- Errors of the Magnetic Compass

Variation: The angle between the True & Magnetic North. If the magnetic needle is drawn to the right
of the true north, the variation is termed easterly. If the magnetic needle is drawn to the left of the true
north, the variation is termed westerly. The variation differs from place to another on the earth’s sur-
face due to the earth’s magnetic field. Variation does not change with the direction of the ship’s head.
Variation is known at all geographical locations and is available to the mariner on all charts, although
corrections must be made.

Deviation: It is the deflection of the magnetic compass needle due to the ship’s magnetism. It is the an-
gle between the magnetic north and the compass north. Although corrective magnets are inserted in the
housing of the compass to counteract this the system is not perfect due to the fact that additional steel
cargo may be loaded and the ship’s heading changes constantly.

Deviation changes with the ship’s heading. Information regarding this is found in the compass devia-
tion card. Deviation is termed East if the compass needle is drawn to the right and west if the compass
needle is drawn to the left. The deviation is calculated once every watch and logged inside the compass
deviation record book, so that the compass error is always known in case of emergencies.

- Compass Error
This is simply the combination of the errors of variation and deviation. Once applied to the magnetic
compass reading, the reading will be corrected to True.

- Compass Adjustments
• They should be made when the magnetic compass is first installed on the ship
• The compass becomes unreliable. If a deviation of more than 5 degrees is found.

48
 • Any structural repairs or alterations have been made to the ship that may affect the vessel’s
permanent and induced magnetism.
• If any electrical or magnetic equipment have been fitted near the compass
• Additionally every 2 years the compass must be re-adjusted. A record of compass deviations
must be maintained during this period. (Maltese Flag – Every 3 Years)

- Performance Checks of a magnetic compass should be performed when:

• The vessel has carried a cargo with magnetic properties
• Any electromagnetic lifting appliances have been used to load or discharge the vessel.
• The ship has been involved in a collision or incident that caused major structural damages.
• The vessel has been laid up for a period of time
• If the ship is hit by lightning.

- Operational checks of a magnetic compass include:

• Check that the gimbal is moving freely.
• Check that the compass card is clear and sharp, floating freely and rotating without any fric-
tion.
• Check that the compass bowl is free from any bubbles and clear.
• Ensure no leaks around the seals or filler plugs.
• Ensure that no tools are left around next to the magnetic compass which cause magnetic inter-
ference.

- Monitoring the Performance of a Magnetic Compass

• Recording compass deviations and compass errors at least once per watch in the compass de-
viation book
• Taking a compass error after every large alteration of course.
• Comparing the deviation calculated with the deviation card for the corresponding ship’s head-
ing from the previous compass adjustment. Any excessive deviations would mean that the
compass would need to be re-adjusted.

- Adjusting the Magnetic Compass

• Can be done only by a compass adjuster holding a certificate of competency as compass ad-
juster.
• If a compass adjuster is not available the compass may be adjusted by a person holding a COC
Class 1 (Master), but then when the ship arrives in port it needs to be adjusted again by a certi-
fied compass adjuster.

This can be done by re-adjusting the magnets found on the magnetic compass:
▪ Flinders Bar (Vertical Soft Iron Corrector)
This corrects for the soft iron abaft of the compass, Normally the ship’s funnel.
▪ Quadrantal Correctors (Kelvin Spheres)

Corrects for the small quantity of fore and aft, horizontal and vertical effect of
the flinders bar on the magnetic compass. The closer the spheres to the bowl the
greater the effect and vice-versa.

▪ Heeling Bucket Magnets

Corrects for the error generated when the ship heels over by permanent
magnets set vertically in a bucket beneath the compass.
▪ Horizontal Magnets

49
 Permanent Fore and Aft Corrector Magnets and permanent athwartships
corrector magnets. The higher you put the permanent magnets, the more ef-
fective they are. They are made of hard iron and coloured in red and blue.

- Magnetic Co-efficient for correcting the magnetic compass:

• Co-efficient “A” – Part of the vessel’s deviation and constant on all headings. It is generally
negligible. Careful attention must be made to the sitting of the compass i.e. must be in line
with the vessel’s fore and aft centreline.
• Co-efficient “B” (Fore & Aft) – Deviation when on an easterly or westerly heading, caused by
the fore and aft permanent magnetism of the ship. +B when directing towards the bow and -B
when directing towards the stern. CORRECTION: While the ship is on a west or east heading,
permanent fore and aft magnets are placed in the binnacle case accordingly. Apply vertical
induced magnetism by correcting the height of the flinders bar.
• Co-efficient “C” (Athwartships) – Deviation when on a north or south heading, caused by the
ship’s permanent athwartships magnetic field of the ship, +C when towards the starboard side
and - C when towards the portside. CORRECTION: While the ship is on a north or south
heading, the permanent athwartships magnets are placed in the binnacle case accordingly. Ap-
ply vertical induced magnetism by correcting the height of the flinders bar.
• Co-efficient “D” (Spheres) - Deviation when on a NE, SE, NW, SW Headings. Caused by the
horizontal fore and aft and athwartship induced magnetism. CORRECTION: Moving the kel-
vin sphere in the athwartships direction.
• Co-efficient “E” – Caused by the systematic design around the compass position, it is gener-
ally very small and has no correction.
• Co-efficient “J” (Heeling) – Deviation when there is a 1-degree roll to port or starboard.
Caused by the vertical permanent magnetic field and may be also caused by co-efficient B and
C. CORRECTION: Placing the heeling error magnet in the heeling bucket, The bucket is
placed at mid height for mid latitude. The higher the latitude the higher the position. When at
the equator it should be placed at the bottom.

- Carrying out a tentative Swing

1. Ensure that there is enough sea-room and engage hand steering.
2. Ensure no magnetic anomalies in the area.
3. After altering course wait a period of time before taking the deviation to allow for the Gaussian
Error (When a ship alters course, eddy currents are induced in its structure which cause magnetic
fields that oppose the motion and deflect the compass, this causes a westerly deviation when turn-
ing starboard or when the ship has been sailing on a steady course for a long time or when the ship
stays alongside for a period of time).
4. Find out the variation and the gyro error.
5. Head EAST, find the ship’s deviation and correct for co-efficient “B” by raising or lowering the
fore and aft magnets.
6. Head NORTH, Find the ship’s deviation and correct for co-efficient “C” by raising or lowering the
athwartship magnets.
7. Head NORTHEAST find the ship’s deviation and correct for co-efficient “D” by moving the quad-
rantal spheres.
8. Head WEST find the ship’s deviation and correct for co-efficient “C” by raising or lowering the
fore & aft magnets.
9. Head SOUTH find the ship’s deviation and correct for Co-efficient “C” by raising or lowering the
athwartships magnets .
10. Head SOUTHEAST find the ship’s deviation and correct for co-efficient “D” by moving the quad-
rantal spheres.

50
51
 RADAR
- Sea Stabilisation

This is where the radar is hooked up to the ship’s log so it can tell you the ship’s speed through the water.

- Ground Stabilisation

This is where the radar is hooked up to the Doppler log to tell you the ship’s speed over the ground.

- Short Pulse
Is the best for finding targets in the middle of a heavy rain shower.

- Long Pulse

Is the best for finding target on the opposite side of a heavy rain shower.

- Set up radar for collision avoidance

a) Check performance monitor.

b) North up

c) Relative motion

d) Sea stabilised

e) Adequate range scale

f) Additional check for GPS Position input & heading

- X-band radar for coastal navigation

a) Prominent coat lines

b) Short/Long Pulse

c) Racon Identification

d) Suitable for picking up small objects such as buoys, small crafts, because of the more powerful beam
width which is a lot narrower than that of the S band Radar.

e) Can interrogate the SART.

- S band

Frequency is 3000Mhz- this gives better detection of targets through rain and sea clutter

52
 METEOROLOGY

- Anticyclones

An anticyclone also known as a ‘High’ can be identified on a weather chart as an often-large area of widely
spaced isobars, where pressure is higher than the surrounding areas. In the Northern Hemisphere winds
blow in a clockwise direction around high pressure. The highest pressure occurs at the centre and is known
as the ‘High Pressure Centre’. Anticyclones can bring warm and sunny weather in summer, but cold and
foggy weather in winter.

- Depressions

A depression, also known as a ‘Low’ can be recognized on a weather chart by an area of closely spaced iso-
bars, often in a roughly circular shape, where pressure is lower than surrounding areas. They are often ac-
companied by fronts. In the Northern Hemisphere winds blow around a depression in an anticlockwise di-
rection. The lowest pressure occurs at the middle of a depression, this is known as the ‘low pressure centre’.
Depressions are often associated with strong winds and heavy rain and are nearly always accompanied by
fronts.

- Troughs

Troughs are elongated extensions of areas of low pressure. They bring similar weather to that associated
with depressions.

- Ridges

Ridges are elongated extensions of areas of high pressure. They bring similar weather associated with anti-
cyclones.

- Col

A col can be identified as an area of slack pressure between two anticyclones and two depressions.

- Cold Fronts and Warm Fronts

Cold fronts can be identified on weather charts as bold lines with triangles. These are blue when displayed
on colour charts. The points of the triangle indicate the direction in which the front is moving. A cold front
indicates a change in air mass, where warmer air is being replaced by colder air. They often bring short
spells of heavy rainfall in the form of showers and sudden strong winds, and are accompanied by a decrease
in temperature, a veer in wind direction and a change to brighter showery conditions.

Warm fronts can be identified on weather charts as bold lines with semi- Circles or humps. These are col-
oured red when displayed on colour charts. The direction of the humps indicates the direction in which the
front is moving. A warm front indicated a change from a colder to a warmer air mass. They often bring
spells of prolonged and sometimes heavy rainfall, with strong winds.

- Warm Sector

The warm sector of a depression is located behind the warm front and ahead of the cold front. It often
brings mild temperatures, but the weather can be overcast with drizzle.

- Occlusions/Occluded Fronts

53
Occluded fronts can be identified on weather charts as bold lines with sets of triangles and semi-circles.
These are coloured purple on coloured weather charts. The direction in which the symbols face indicates the
direction in which the front is travelling. An occlusion forms when the cold front overtakes the warm front,
lifting the warm sector above the surface.

A warm occlusion occurs when the overtaking air is less cold than the retreating air.

A cold occlusion occurs when the overtaking air is colder than the retreating air, this is more common.

The sequence of weather is that of the approach of a warm front, passage of warm air and then a cold front
without the intervening warm sector, then to the rear of a cold front.

On passage of an occlusion wind veers in the northern hemisphere

Temperature decreases or increases according to the nature of the occlusion.

54
 TROPICAL REVOLVING STORMS
- What is a TRS?
A Tropical Revolving Storm is an intense rotating depression which develops over tropical oceans and
consists of a rotating mass of warm and humid air which creates strong winds, thunderstorms, heavy
rain and seas.

- Conditions for formation of TRS

a) Sea temperature greater than 26.5 degrees over a large area raising air temperature and humidity

b) Latitude greater than 5 where Coriolis Force is sufficient to provide the cyclonic circulation.

c) Low wind shear (Change of wind speed with latitude) in the troposphere permitting vertical develop-
ment.

d) Conditions permitting divergence of airflow at altitude, removing air from the area and reducing atmos-
pheric pressure.

- Signs of TRS

a) The swell approaching from the direction of the storm.

b) Comparing the seasonal average with the corrected pressure:

A fall of 3 hpa below the seasonal average for the area indicates the probable development of a TRS.

A fall of 5 hpa below the seasonal average for the area indicates the presence of a TRS probably 200 nm
away.

c) Wind direction and speed is generally constant in the tropics. Variation from the normal direction for the
area and season and increasing wind speed are indications of the approach of a TRS.

d) Vivid colouring of the sky at sunrise and sunset may be precursor of a TRS. Cirrus clouds increasing in
density may be visible 300 to 600Nm from the storm and are followed by lower clouds increasing in cover-
age as it approaches.

e) Exceptionally good visibility frequently exists in the vicinity of a TRS.

f) Radar can detect the precipitation of a TRS. The range is limited, and other signs will probably be mani-
fested before the storm is within radar range.

Avoiding Tropical Storms

In the N Hemisphere (Ship initially moving slowly)

If the wind is veering the ship must be in the dangerous semicircle. The ship should proceed with all availa-
ble speed with the wind 10 to 45 degrees, depending on speed, on the starboard bow. As the wind veers the
ship should turn to starboard, thereby tracing a course relative to the storm.

If the wind remains steady in direction, or if it backs, so that the ship seems to be nearly in the path or in the
navigable semicircle respectively, the ship should bring the wind well on the starboard quarter and proceed
with all available speed. As the wind backs the ship should turn to port.

In the S Hemisphere (Ship initially moving slowly)

55
If the wind is backing the ship must be in the dangerous semicircle. The ship should proceed with all availa-
ble speed with the wind 10 to 45 degrees depending on speed, on the port bow. As the wind backs the ship
should turn to port thereby tracing a course relative to the storm.

If the wind remains steady in direction, or if it veers, so that the ship seems to be nearly in the path or in the
navigable semicircle respectively, the ship should bring the wind well on the port quarter and proceed with
all available speed. As the wind veers the ship should turn to starboard.

If there is insufficient sea room to run, when in the navigable semicircle, and it is not practicable to seek
shelter, the ship should heave to with the wind in her starboard bow in the N and on her port bow in the S
hemisphere.

If in harbour when a tropical storm approaches, it is preferable to put to sea if this can be done in time to
avoid the worst of the storm. Riding out a tropical storm, the centre of which passes within 50 miles or so,
in a harbour or anchorage, even if some shelter is offered, is an unpleasant and hazardous experience, espe-
cially if there are other ships in company. Even if berthed alongside, or if special moorings are used, a ship
cannot feel entirely secure.

56
 ICE NAVIGATION
Ice is a dangerous hazard to navigation and that is why it is important to be able to identify when sea ice or
icebergs might be encountered. The following are indications that sea ice or icebergs might be close by:

a) Change in sea temperature indicated that the vessel is entering an area with sea ice.

b) Absence of waves in breeze conditions indicated that the vessel may be on the leeside of an iceberg.

c) Sound of ice cracking or calving may be heard.

d) Small pieces of ice floating in sea may indicate the presence of large icebergs in the vicinity.

e) Patches of fog may indicate the presence of an iceberg.

f) Ice blink may appear in the sky as a luminous yellow haze on the horizon.

- Sources of Ice information

a) The Mariner’s Handbook

b) Ocean Passages of the World

c) ALRS

d) The Admiralty Sailing Directions

e) Ice Charts

f) Routing Charts

g) Weather Facsimile charts

h) Ocean Routing Services

i) Weather & Ice Reports

j) NAVTEX and Safety Net Ice reports

k) Ocean weather ships

l) Previous experience and knowledge of the individuals on board

m) Previous record onboard if the vessel has been to the area before.

- Preparation for Ice Navigation

a) Make sure that the vessel is designed to operate in icy conditions as per the ship’s classification Certifi-
cate (Special notation should be noted down)

b) The main engines and steering gear should be reliable and well maintained and ready for use.

c) Operational navigation and communication equipment should be in good order.

d) Operational radars should be capable of peak performance.

e) The vessel must be adequately ballasted and trimmed to have the propeller fully immersed in water to
avoid any damages.

57
 f) The ballast and freshwater tanks should not be more than 90% full.

g) Make sure that the searchlight is fully functional.

h) Make sure that defrosters on bridge windows and tinted screens are available on the wheelhouse due to
bright sunlight.

i) Make sure that the accommodation can be supplied with proper heating.

j) Personnel should be provided with protective equipment and cold weather gear.

k) Make sure to keep an eye out for the latest weather reports.

l) In the lifeboat, make sure that the water tank is not more than 90% full and check also the fuel tanks.

m) Use canvas to protect deck equipment such as winches, windlass and ropes.

n) Fire lines to be drained.

- Ice Accretion

Severe ice accretion may occur on vessels that are experiencing sub-freezing air temperatures in association
with strong winds.

Usually, the air temperature is around -2 degrees and sea temperature around 4 for ice accretion to form. As the
vessel moves through the water spray is sprayed on deck and freezes on impact with the vessel which in turn
forms ice on deck. Fog and rain can also fall freeze on the structure of the ship.

- Actions to Avoid Ice Accretion

a) Steer the vessel towards warmer conditions or seek shelter from strong winds which will cause sea spray
to land on the vessel.

b) Head into the wind at minimum speed to reduce sea spray.

c) If the weather does not allow the vessel to head into the wind, run before the wind at minimum speed.

d) If all fails and ice is building on the structure, the last resort is to physically remove it as the adverse ef-
fects on stability due to the mass of ice may be enough to capsize the vessel.

58
 MARITIME LEGISLATION
- Bill of Lading

A Bill of Lading is defined as:

“A document issued to the shipper by the Master of the vessel on behalf of the carrier for the goods shipped
on board the ship”

It records receipt by the carrier of a consignment of goods for carriage to a stated destination & incorporat-
ing the carrier’s condition of carriage.

An Original Bill of Lading has mainly 3 functions:

.1 it acts as the receipt of goods received on board the ship

.2 It is a document of title (Evidence of ownership of the goods it describes)

.3 It is a Good Evidence of a contract between the shipper and the carrier

A Bill of Lading contains the following information:

.1 Reference Number

.2 Shipper’s Name & Address

.3 Consignee’s Name & Address

.4 Notify Party’s Name & Address

.5 Loading Port

.6 Loading Date

.7 Vessel’s Name

.8 Discharging Port

.9 Number & Type of packages

.10 Contents

.11 Weight & Volume

.12 Any leading marks

It is a statement that the goods were received onboard in apparent good order & condition, qualified by suit-
able any remarks about defective order or condition.

- Different Types of Bill of Lading

.1 A Clean Bill of Lading is a bill of lading that bears no remark altering the printed statement “ Shipped in
apparent good order & Condition”

.2 A Dirty Bill of Lading is a bill of lading claused with remarks about the defective order or condition, or
shortage, of the goods loaded. It may also be called a foul bill.

59
.3 A Straight Bill of Lading is specified to the particular party & the specified party cannot re-assign it to any-
one else. The party only must take the delivery of the cargo & the cargo cannot be sold by transferring the bill of
lading to another party’s name.

.4 A Bearer Bill of Lading is one in which the bearer of the bill of lading is the owner of the cargo & there is
no consignee names in the bill of lading. This kind of Bill of lading is very seldom found as there are huge risks
involved in the misuse of this kind of bill of lading. Again, as the title (Ownership) of the bill of lading can be
transferred, the original Bill of lading is a negotiable document.

- Issuing a letter of authorisation to agents for signing bill of ladings

It is usual nowadays for the agents to sign bill of ladings on Master’s behalf. There are few reasons why
agent’s are asked to sign bill of lading on Master’s behalf. These can be:

.1 Bill of lading quantity not ready before the vessel’s departure. This is particularly the case were EDP
(Early Departure Procedure) is exercised. One such example is loading of crude oil in the port of Rastanura
where EDP is common and vessels has to sail minutes after completion of cargo operations. This is also
common where the terminal takes more time for calculating shore figures loaded on board.

.2 Terms and Conditions for the Bill of Lading not yet finalised. This can happen if the format of the bill of
lading is not yet agreed between the ship owner and the shipper. While they may still be communicating on
the format of the bill of ladings, owners can instruct the agent to sign the bill of lading on Master’s Behalf.

.3 The break-up of quantities not yet finalised. Sometime the break up quantities for a commingled cargo is
not finished. In such cases, the charterers may request owners to have the bill of ladings signed later by the
agent.

Whatever the reason, the Master must receive explicit instructions from the owners about who will sign the
bill of lading. If the agent has to sign the bill of lading on master’s behalf, he will need master’s authoriza-
tion to sign the bill. In such cases, some agents may bring their own format “Letter of Authorization”
(LOA) or they can ask the master to draft one. In both cases, the master must ensure that the LOA has all
the elements to safeguard the interests of the vessel and the owners. The checks to be made before issuing
such authorization are:

.1 The LOA should highlight the fact that the bill of lading should be signed in strict accordance with the mate’s
receipt. And while we put this in LOA, it is prudent to double check for correctness of details in the mate’s re-
ceipt.

.2 LOA should also instruct the agent to send the draft copy of the bill of lading to the owners for their approval
before signing it.

.3 LOA should instruct the agent to sign the bill of lading in strict compliance with the terms and conditions of
the relevant charter party.

.4 The LOA should give as much detail to the cargo as possible. Each Bill of Lading to be signed by the agent
would require a different LOA. If the breakup quantities are not finalised by the charterer, the Master may re-
quire to issue a common LOA for each grade and later issue LOA with split quantities.

- Master Signing Bill of Lading

If the Master has to sign the bill of lading, there are few things he should be aware of and conduct himself
in a certain way.

.1 Signing incomplete bill of lading. In ports where EDP is involved, shipper may present a blank or incom-
plete bill of lading for the master to sign. No matter what these should never be signed.

.2 Format of the Bill of Lading. The first thing for the master to check is if the correct form for the bill of
lading is used. There are different kind of forms is use in shipping industry. These could range from the

60
 standard form from different shipping agencies, P&I Club or shipping bodies. These can also be a form that
is formatted by the shipowner to suit their requirements. The Master must clarify with the shipowners
which form is in use. One way for the Master to do this is to ask the owner to send him the draft copy of the
final bill of lading that he will be signing. Draft copies would have all the details of the final bill of lading
inserted except the cargo quantities. Once the master has the draft, he can just compare it with the final bill
of lading.

.3 Date of Loading. Date of loading might look a small thing but wrong date on the bill of lading can have
major implications. Date of Loading should be the actual date on which the cargo was loaded on board. If
the loading took more than one day, the date of completion of cargo operation should be inserted. If previ-
ous or post-date is inserted into the bill of lading, shipowner might be at risk of claims from cargo interests.
That is because the value of the cargo varies each day. Cargo buyer may have to pay more or less the
amount to seller depending upon the change in cargo price for that day. Whatever the change, someone will
be at loss, and they would pass this loss to the carrier. Even P&I clubs do not entertain these claims, and
these would finally be out of the pocket expenses of the owners.

.4 Correct Cargo Quantity. Correct Cargo Quantity is the most important information in the bill of lading.
This is the information that is in direct control of the master and his crew. If the vessel has received lesser
quantity than the bill of lading quantity, the master should refrain from signing it, even if the terminal is
ready to sign letter of discrepancy or letter of protest for difference in quantity. The Master should follow
the guidance provided in the SMS manual of the company or the charterer for the instructions on how to
deal with such situations. Usually, charterers instruct the master to sign the bill of lading if differences in
quantities is less than 0.3%. If the difference is more than 0.3%, the master should not sign the bill of lading
and call P&I clubs after consulting the ship owner.

.5 Freight Prepaid. These are usually one of these two statements regarding freight that would be bill of lad-
ings. “Freight Prepaid” or “Freight payable as per terms and conditions of relevant charter party”. Clause
“Freight prepaid” implies that the carrier has already received the freight. Master must never sign the bill of
lading with the clause “Freight prepaid” without express permission from the shipowners. This is because
of obvious reason that if the freight is not paid yet, you do not want to sign a legal document which states
otherwise.

- Dealing with Illegal Requests

A Master in his career can come across number of different kinds of pressure to sign a bill of lading that he is
not supposed to sign. These include:

.1Request to sign the bill of lading with ship/shore quantity difference

The terminal may request the master to sign the bill of lading showing more loaded quantity than the ship’s fig-
ures. The terminal may ask the master to issue a letter of protest for discrepancies in quantities and sign the bill
of lading. The master may find himself under pressure for delays and terminal manager may be on board with a
letter of protest stating all delays will be on the vessel’s account. The terminal may also demand the vessel to
leave berth within three hours of completion of cargo. Whatever the case, the master should not sign it unless
the discrepancies are not more than 0.3% as stated beforehand.

.2 Request to sign blank or incomplete bill of ladings

The master should never sign such a bill of lading and the owners or charterers should immediately be informed.

.3 Request to sign a clean bill of lading

The shipper may request the master to sign a clean bill of lading with a logic that clean bill of lading is required
for a letter of credit from the bank. Although this is true, that is a problem for the shipper and the master must
only sign the bill of lading which describes the actual condition of the cargo loaded on his ship. The shipper may
also propose to indemnify the master and owners of any consequences because of it. The master must resist
from any pressure as there are huge risks involved. It does not matter if any indemnity letter was issued to the

61
master. If the master signs a clean bill of lading despite the discrepancies, it will be assumed that the cargo was
loaded in good apparent and condition. The owners in this cause would have little to defend for any cargo
claims arising from an inaccurate bill of lading signed by the master.

.4 Request to retain an original bill of lading on board

The shipper may request to keep one or more than one original bill of lading on board and carry same to the dis-
charge port. Shipper does this to avoid the possibility of original bill of lading not arriving at discharge port be-
fore the vessel’s arrival. This is particularly the case with short voyages where it is important for the shipper to
provide the original bill of lading at the discharge port. The master usually signs three original bill of ladings
and few of the non-negotiable copies of the bill of lading. The number of original bill of ladings signed by the
master is mentioned on each bill of lading, usually on the bottom of the front cover. None of these bill of ladings
can be carried on board to the discharge port.

If requested by the shipper, the master must deny any such request as there are risks involved with this. The
main risk involved is the change of ownership of the cargo while the vessel is enroute. If there is any change of
title of the cargo, this would reflect on the two bills of lading but not on the one which the master has onboard.
So the bill of lading carried by the master is showing incorrect details to whom the cargo belongs therefore the
ship owner will have absolutely no defence in wrongful delivery of the cargo.

.5 Request to discharge the cargo at different destination than that stated on the bill of lading

If a request is made to proceed at a port different than that mentioned in the bill of lading, the master must in-
form the ship owner. Apart from that he must proceed only when the ship owner have safeguarded their interest.
There are two risks involved in such a request. Firstly, one being that the original bill of lading being presented
at the port of discharge is showing incorrect destination and secondly claims may arise due to deviation to an-
other port. Ship owners has the arrangements to deal with such requests, such as they can ask the shipper to re-
issue a bill of lading after destroying the previous one.

.6 Request to discharge the cargo without the production of the original bill of lading

The practise of discharging the cargo against a letter of indemnity (LOI) is so common specially in tanker trade
that this can trick masters. The master must ensure that direct request from the charterer/shipper to discharge the
cargo against such letter of indemnity should not be considered. The master must receive such instructions from
the ship owners. These instructions will look something like this:

“Good morning Capt…

We have received the appropriate LOI from the shipper for discharging of cargo………. At port of……. With
Bill of lading no……

Please discharge the cargo without the production of the original bill of lading and as per attached LOI.

Thanks and best regards….”

62
 - Shipper, Consignee and Notify Party

The business directory defines shipper as:

“ The party responsible for the shipment”

When a buyer of goods enters into a contract with seller of the goods through contract of sales, apart from other
things they also decide who would arrange for the transport.

If the buyer of the goods is responsible for sea transport, he would arrange for a ship to carry the good and enter
into a “Contract of carriage” with the carrier. The buyer here would be the “Shipper” under a contract of car-
riage.

Shipper is a term related to “Contact of carriage” but is also closely related to a contract of sales. So the shipper
bears two hats. He is the shipper under “Contract of carriage” but he is a buyer under the contract of sales.

Consignee is the person to whom the carrier (i.e the ship) is supposed to deliver the goods to. In most cases the
consignee is the buyer if the goods, but this is not always. The Consignee could be the agent nominated by the
buyer, or the buyer’s bank.

Notify Party is the party to whom the carrier is supposed to notify regarding the ETA of the vessel. The notify
party is then responsible for arranging the arrival formalities of the vessel.

This could be the agent, receiver of the goods or any other person who has interest in the arrival of the cargo.
While the shipper or carrier has the responsibility to keep the notify party abreast of the arrival details of the
vessel and failing to do so may lead to unpleasant situations, you may sometimes find on the bill of lading a
clause where the shipper and carrier assume no responsibility for failure to notify. This clause is common in
liner shipping.

Usually there is only one notify party, who in turn informs all other interested parties regarding the arrival noti-
fications of the vessel and cargo.

- Hague- Visby Rules

The Hague-Visby rules are an international convention enacted into English Law by the carriage of goods at
Sea Act 1971 and sets out the rights and immunities in favour of the carrier and define the rights and liabili-
ties of ship owners.

.1 Carrier’s responsibilities under the Hague-Visby Rules

The carrier has three basic obligations:

a) To ensure that the vessel is seaworthy

b) To care for the cargo
c) To issue a bill of lading where the shipper request one.

.2 Obligation in respect of seaworthiness

Article III paragraph 1 provides that the carrier must, before and at the beginning of the voyage (i.e. up to
the moment of sailing), exercise due diligence to:

a) Make the ship seaworthy

b) Properly man, equip and supply the ship
c) 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

63
Exercise due diligence means taking all reasonable precautions to see that the vessel is fit for the planned
voyage. The carrier is not obliged to give an absolute guarantee of seaworthiness. The carrier may delegate
his duty to exercise due diligence in carrying out their work.

Seaworthy means that the hull is in sound condition, the vessel must be mechanically sound, equipped with
charts etc and crewed by a properly trained and qualified crew. She need only to be seaworthy at the com-
mencement of the voyage, which usually means when she leaves the berth under her own power or with the
aid of tugs.

.3 Carrier’s obligation in respect of the cargo

Article II paragraph 2 provides that, subject to the provisions of Article IV, the carrier must Properly and
carefully load, handle, stow, carry, keep, care and discharge of any goods carried. Unlike seaworthiness
this obligation extends throughout the voyage and implies a greater degree of care than exercising due dili-
gence. The courts do not expect perfection from the carrier, but is has been held that stowage was improper
where:

a) Contamination of other goods occurred.

b) There was inadequate or no ventilation.
c) Dry cargo was damages by liquid goods.
d) Vehicles were secured only by their own brakes.

The carrier must have a proper system for looking after the cargo when stowed. He has a duty to use all rea-
sonable means to ascertain the nature and characteristics of the cargo and to care for it accordingly, alt-
hough the shipper should give special instructions where special care is required.

.4 Obligation to issue a bill of lading

Article III paragraph 3 provides that after receiving the goods into his charge, the carrier, the master or the
carrier’s agent must, if the shipper demands, issue a Bill of Lading to the shipper showing, amongst other
things:

a) All leading marks for identification of the goods, as stated by the shipper before loading
b) Either the number of packages or pieced or the quantity or weight as stated by the shipper
c) The apparent good order and condition of the goods.

The carrier, master or agent need not to insert any inaccurate statements of the bill of lading or give any de-
tails which he cannot reasonably check.

- Carrier’s rights and immunities

Article IV paragraph2 grants seventeen exceptions from liability to the carrier. Neither the carrier or
ship will be responsible for loss or damage arising or resulting from:
a) Act, neglect or default of the master, mariner, pilot or the servants of the carrier in the navigation
or management of the ship.
b) Fire, unless caused by actual fault of the carrier
c) Perils, danger and accidents of the sea.
d) Act of God
e) Act of war
f) Act of public enemies
g) Arrest or restraint of princes, rules or people or seizure under legal process
h) Quarantine regulations
i) Act or omission of the shipper or owner of the good, his agent or representative
j) Strikes, lockouts, or stoppage or restraint of labour.
k) Riots or civil commotions
l) Saving or attempting to save life or property at sea
m) Insufficient of packing

64
 n) Latent defect not discoverable by due diligence
o) Insufficiency of inadequacy of marks
p) Any other cause arising without the actual fault of the carrier

- SCOPIC Clause & Salvage Convention

Salvage means:

“To rescue a wrecked or disabled ship or its cargo from loss at sea”

The party doing the rescue is called the “Salvor” and the wrecked or disabled ship is called the “Property
being Salvaged (Salvee)

As per Article 14 of the Salvage Convention:

“If the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is
entitled for a special compensation equivalent to his expenses which can be increased up to 30% to 100%
of the expenses under certain circumstances. These expenses were to be born by the ship owners and this
was the first time when P&I clubs were also involved in salvage operations as they had to pay these ex-
penses on owners behalf.”

The Salvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal
and inland waters and it only applied if there was a threat to the environment which they had to proof to get
compensation.

That is where the SCOPIC Clause came into play.

The SCOPIC Clause once involved, substitutes article 14 of the Salvage Convention and it was applicable
to all geographical areas (Not only in coastal & Inland waters) and it was applicable even if there was no
threat to the environment. The SCOPIC Clause required a security of 2Millions USD which made the salvor
sure of the payments.

With SCOPIC Clause, the salvor is certain of at least recovering his expenses. If at any time the salvor feels
that he might not be able to save the property, he would want to involve SCOPIC Clause as if he doesn’t, he
will not get any compensation on the principal “No Cure No Pay”

He would get to recover his expenses under article 14 only if there is a threat to the environment, which
again he must prove.

This means that if SCOPIC Clause is invoked and the salvor was able to salve the property & hence was
eligible for a reward, his reward would be reduced by 25%, so if the salvor is almost certain for success of
salvage, he would not invoke the SCOPIC Clause.

- Lloyd’s Open Form (LOF)

LOF provides a regime for determining the amount of remuneration to be awarded to salvors for their
services in saving property at sea and minimising or preventing damages to the marine environment.
It contains details such as name of salvor, property to be salved, agreed place of safety, date and place
of agreement, if SCOPIC clause is incorporated, signatures of both the salvor and the master.

- Remuneration & General Average

Remuneration is money paid for work or service provided.

65
General Average is a principle of maritime law that essentially establishes that all sea cargo stakehold-
ers (owner, shipper, etc.) evenly share any damage or losses that may occur as a result of voluntary sac-
rifice of part of the vessel or cargo to save the whole in an emergency.

66
 GUIDANCE ON THE CARRIAGE OF AFVs IN RO-RO
SHIPS
- Risk Evaluation

A risk assessment should be conducted for each ship to ensure that risks arising from the carriage of the AFVs
that might affect persons onboard, the environment, the safety of the ship are addressed. These risks should be
managed within the framework of existing requirements in the ISM code. Consideration should be given to the
hazards arising from transporting AFVs and all related operations should be risk evaluated. The result of the risk
assessment should be a ship specific procedure to be carried onboard for the prevention and mitigation of fire
incident involving AFVs.

- New Risks identified in relation to AFVs

a) Liquid fuels (diesel, gasoline or ethanol)

.1 Fuel tank integrity loss (Increase in fire size)

b) Liquefied fuels (LPG, LNG)

.1 Venting of boil-off gas

.2 Jet flames

c) Gas tank integrity loss

.1 Increase fire size and fire propagation

d) Gas leak

.1 Gas explosion under thermal effects and pressure effects

- IMDG Code

According to the IMDG Code, electric vehicles shall be classified as “UN3171 Battery powered vehicle,
fuel cell, flammable gas powered, or flammable liquid powered.

- Electric Vehicles

For EVs the lithium batteries shall meet the provision of the IMDG Code.

Where a lithium battery installed in a vehicle is damages or defective, the battery shall be removed. If the
battery is not removed, the vehicle should not be accepted for transport. A removed damaged battery should
be transported in accordance with the IMDG Code.

- Gas Vehicles

Vehicles powered by a flammable gas shall not be subject to the provision of the IMDG code only if the
vehicles are stowed on the vehicle, special category and roro-spaces or on the weather deck of a roro ship as
specifically designed and approved for the carriage of vehicles, and there are no signs of leakage from the
compressed gas cylinders or accumulator, or the fuel tanks are empty and the positive pressure in the tank
does not exceed 2 bar, the fuel shut-off or isolation valve is closed and secured.

- Application to ro-ro passenger ships

• Stability checks and loading limitations

67
EVs are expected to be on average 25% heavier than conventional vehicles. Appropriate considerations should
be made in relation to loading limitations and stability calculations.

- Precaution against ignition

• Identification of vehicles

The information on the type of fuel or energy supply should be provided during booking and confirmed at the
check in if possible. The ship’s Operator should update in the most appropriate manner its website/booking sys-
tem. The crew should be able to quickly identify the type of AFV based on the information provided.

- Conditions for carriage

AFVs should only be allowed onboard if they comply with the provisions of the IMDG code and particular
attention should be paid to the following:

.1 If there is suspicion that the battery of EVs is damaged or their battery is defective, they should only be
allowed if their battery is removed.

.2 Are free from any leakages of fuel/gases.

- Stowage

AFVs should be stowed in a way that will allow patrols direct access to all such vehicles.

In addition, when AFVs are stowed in ro-ro spaces or special category spaces any repair works in such
spaces should not be carried out, with particular attention to those activities implying the use of naked
flames or fire ignition sources. These risks should be managed through existing requirements such as the
training manual.

- Charging onboard

Charging onboard ro-ro passenger ships should not be allowed unless the ship operator conducts a compre-
hensive risk assessment and approved and implements the relevant risk control measures.

The risk assessment should include but not be limited to the following topics:

• Electrical Protection Class: Resistance to salty environments should be considered and tested, es-
pecially if installed on a non-enclosed deck. A lockable cover on the charging station con-
nector/plug to prevent unauthorized use should be considered for charging stations with a detacha-
ble cable
• Explosion Protection: The installation of a charging station including the charging cable should be
considered at a height of more than 45cms from the deck.
• Vibrations: The charging station should be designed to have at least the same resistance as re-
quired for all other electrical installations on board.
• Electromagnetic compatibility: The electrical installation must not be disturbed by electrical devise
within the environment.
• Voltage and frequency deviations: All electrical equipment on board must be designed to operate
without interference coming from voltage and frequency deviations during normal operations.
• Cable: The cable should be firmly connected to the charging station in a way that no driver can use
his own cable. If the cable is getting tight (due to movement of vehicles during heave weather) the
connection should be disconnected.
• Integrated protection features: The charging station must include all safety measures that are also
required ashore. Among other things the functionality of communication between the charging sta-
tion and the battery management system if the vehicle is required.
• Integration into ship’s alarm and monitoring system: The charging station should give an alert in
case of internal as well as external malfunctions. The alert should be transferred to the bridge or to
a permanently manned control station.

68
 • Ventilation: Appropriate use of ventilation system of the ship and its tactical use in case of emer-
gency should be considered.
• Remote emergency shutdown: In case of an accident, e.g. a fire nearby, it should be possible to
remotely switch off the charging station.
• Alarm: Each charging station should trigger an audible alarm, distinct from other alarms in the
roro space in case of dangerous situations.
• Monitoring: A video monitoring system that fully covers the charging station and it surrounding
should be provided. Preference should be given to thermal imaging. The footage should be made
available and grouped together with ither fire safety related control and systems in a continuously
manned control station or the safety centre, if provided.

- Detection
➢ Fixed Fire Detection

Ro-ro spaced or special category spaces intended for the carriage of AFVs should have appropriate detectors
installed. While technology is still under development in this field for fixed detection systems, at least two port-
able gas detectors should be provided for the detecting of gas fuel.

➢ Fire Patrol Routines

.1 Crew members on fire patrol duties should be familiarised in the basic characteristics of and safety aspects of
AFVs. Fire patrol to be skilled in routines for emergency disconnection of charging EVs

.2 Fire patrol routes should be arranged in such a way that cargo spaces with a hight content of AFVs such as,
but not limited to, spaced designated to EV charging, are well covered.

.3 A portable IR camera should be carried at all times and should be used regularly. The portable gas detectors
should be available for use on suspicion of gas leak during the fire patrols.

.4 In addition to general signs of fire or elevated risk of ignition, fire patrols should be especially alert to AFV
related signs of instability such as:

a) Smoke or heat emitted from parts of the vehicle where a battery is normally located.
b) Popping sound from battery cells caused by a thermal runaway.
c) Sounds related to opening of over pressure valves on LNG tanks.
d) Any observation of tank pressure manometer values indicating tank pressure close to pressure relief
limit.
e) Gas smell.
f) Suspected unauthorized connection to ship electric system for charging of batteries.

On suspicion of unstable behaviour of an AFV, in terms of fire safety, the fire patrol should take safety pre-
cautions such as keeping a safe distance and avoidance of potentially hazardous gases.

- Fire suppression and extinguishment

In general, the activation of the fixed fire-fighting system should be the preferred response for a fully devel-
oped fire. However, under specific circumstances, a first response through manual means may be effective.

The response procedure should include, but not limited to, the following:

.1 Mitigation actions for all specific foreseeable hazards caused by a fire involving AFVs

.2 the number, the type and capacity of fixed and portable equipment.

.3 the appropriate smoke strategy to ensure the operation of the fire-fighting team and avoiding a fire
growth, also taking into account the type ro-ro space.

.4 a strategy to contain the fire.

69
.5 Fire-fighting team strategy, taking into consideration the possibility of entering a space with toxic gases,
procedures for decontamination of firefighters and handling of contaminated clothes and equipment after
the operation.

.6 Post fire routine, to prevent reignition.

.7 The activation and operation of fixed fire -fighting system, in combination with appropriate ventilation
system operation.

70
 RO-RO FIRES
- Safe Stowage and Securing

Before being accepted for shipment, every vehicle should be inspected externally by a competent and re-
sponsible person or persons to check that it is in satisfactory condition for shipment.

Consideration should also be given to the fact that many second-hand vehicles may be transported on top of
or within other second hand vehicles. These vehicles, carried as cargo, should be subject to the same rigor-
ous checks as other vehicles being shipped.

All vehicles should be suitable for securing to the ship in accordance with the ship’s Approved Cargo Se-
curing Manual.

Any labels, placards, and marks that would indicate the carriage of dangerous goods should be properly dis-
played. Crew members should be aware of the hazardous units as detailed on the stowage plan and should
be vigilant against the carriage of undeclared dangerous goods.

Vehicles should, so far as possible, be aligned in a fore and aft direction. They should not be parked on per-
manent walkways or in such a way as to obstruct fire-fighting equipment or scuppers.

If Water spray fire curtains are installed, then vehicles should not be parked across them. The parking brake
of each vehicle should be applied and the vehicle where possible be left in gear.

If the vehicle is equipped with a battery disconnection switch, it has to be activated once the vehicle has
been parked in position on board the vessel.

- Prep-Departure checks for the carriage of vehicles

A well-documented pre-loading procedure should cover basic checks for the carriage of new and used vehi-
cles. This may include, but not be limited to

• Ignition switched off and the key removed to an agreed location. Consideration should be
given to keeping the keys inside the vehicle in a visible place to avoid the potential of delays
resulting from the loss of the keys.
• Disconnection of all battery cables.
• Isolation of battery terminals.
• Inspection of battery for visible signs of damage
• Prohibiting the carriage of space/excess fuels or flammable liquids
• Checking the integrity of seals and pipelines in order to ensure there are no visible leaks
• Checking interior to ensure that flammable material such as oily rags, spare fuel, undeclared
chemicals etc, aren’t stored inside the vehicle.

- Fire detection and Firefighting

As in every incident where fires are involved, early detection and extinction is key. Modern day fire detec-
tion systems are capable of identifying the location of smoke/fire to a reasonable degree of accuracy.

A fire-detection system is a critical equipment on board all vessels. It is important that it is maintained in a
reliable condition. The use of it should be incorporated into drills so that crew members can become famil-
iar with its operation and become confident in interpreting the alarms.

71
It is vitally important that alarms are treated seriously, and the appropriate action taken to establish the cur-
rent condition of the space where the alarms have been activated. This may involve the use of CCTV equip-
ment or sending someone to go to the area and investigate further.

Whilst the use of a lookout offers a valuable first-hand onsite appraisal, it has a number of limitations that
should be understood, amongst those are:

• The time taken to get onsite, especially on large vessels, may add considerable time to a first
response for fighting any potential fires.
• You may be placing the lookout in a potentially dangerous situation where they may be over-
come by smoke or heat.
• It is essential that if using a lookout then they are briefed about the situation and equipped
with functioning two-way communication with the OOW.

- Confinement and Ventilation

The ability to contain/confine a fire and close down the ventilation system of a vessel’s vehicle deck is an
important initial step in fighting any fire. Ensuring a compartment is fully closed prior to introducing your
firefighting medium will prevent any flow of fresh air into the space and ensure, if available, any charge of
CO2 remains within the space intended. In general, the more effectively a cargo space can be sealed the bet-
ter chance the vessel will have of containing and extinguishing a fire.

- Problems associated with fighting a fire

In order to remain commercially viable, it is not uncommon for ships to carry as many cargo units as possi-
ble. This close stowage of cargo units, coupled with the large open areas involved due to lack of subdivi-
sion, may lead to a rapid growth of fire and can reduce the effectiveness of a vessel using a water drenching
system.

An additional obstacle associated with such tightly packed units is the difficulty in fighting a fire manually.
It can be practically impossible to move in between units wearing bulky fireman’s outfit and SCBA. Re-
duced visibility due to smoke and the presence of lashing or obstacles at low level pose a real tripping dan-
ger to those attempting to fight the fire.

As vessels use sea water in their drenching systems, problems may develop if the pipes and heads have not
been rinsed out with fresh water after testing. Heads and pipes may become blocked, and the system may
not work as planned in the event of an emergency.

Co2 systems may be considered as a more effective firefighting medium but are not suitable for special cat-
egory spaces or open vehicle spaces and have limited effectiveness in boundary cooling.

It is not uncommon for a space to be opened or ventilated when it is believed the fire is extinguished. How-
ever, opening of ventilating a space before the space and fuel contained within it has cooled sufficiently,
can allow the Co2 to escape and oxygen to get into the space. This can allow the fire to redevelop with no
Co2 remaining to deal with subsequent development.

After the initial fire there may be a great deal of damage to both the ship structure and cargo units. There
may also be flammable liquids, electrical connections and other sources of ignition present along with fuel
that may have leaked from tanks. Therefore, the chances of a secondary fire occurring is significantly
higher.

- Vessel Stability

A very serious secondary danger exists when fighting a vehicle deck fire by means of a water drenching
system. The consequence may be as serious as the initial fire loss of stability due to a free surface effect
caused by a build up of water over a large open area.

72
 SOLAS highlights the potential serious loss of stability which could arise due to large quantities of water
accumulating on the vehicle decks during the operation of the water spraying system.

For closed vehicle and ro-ro spaces and special category spaces, where fixed water-spraying systems are
fitted, effective measures should be in place to ensure floating debris does not block drains in spaces. It is
recommended that an easily removable screen or grating may be installed over each drain, raised above the
deck or installed at an angle to prevent large objects from blocking the drain.

If the vessel’s water drenching system is activated, a close check must be made on the over side discharge
and the angle of list of the vessel. If a noticeable decline in the amount of water being discharged through
the overboard drains is noticed in combination with the listing of the vessel, then consideration should be
given to stopping the drenching system until the vessel is brought upright.

- What can be done?

Ensure vehicle decks are free from clutter or items that may block drainage system if a drenching system is
activated. If movable screen is fitted then check regularly that they are all in place and that they are fit for
purpose i.e. to prevent drains being blocked by floating debris.

Smoke and naked flames should not be permitted on any vehicle decks. Conspicuous “no smoking” or “no
smoking/naked lights” signs should be displayed.

There should be no unauthorized persons on the vehicle decks at any time, there should be no entry to vehi-
cle decks when the vessel is at sea, unless specifically permitted.

- Familiarity

All personnel should be familiar with the vessels fire detection system and all alarms should be treated seri-
ously and assumed to be real until they are verified as false.

The crew should also be familiar with the operation of the fixed fire-fighting system. The time to find out
how the system is operated correctly is not in an emergency.

Early detection and an appropriate response are vital to a successful outcome. Well planned drills and train-
ing exercises that cover a full range of scenarios and situations are valuable in ensuring crew member are
aware if their responsibilities and will ensure familiarity with all equipment on board.

Drills should be as realistic as possible and various scenarios should be allowed to play out from detection
onwards and cover both successful outcomes and non-successful scenarios.

A debrief at the end of the exercise is a very useful tool to gauge feedback not only from the officer in
charge but those crew members who actually took part. Learning points form these drills/debriefs should be
documented and incorporated into the next scheduled drill.

In order to be best prepared for any emergency situation it is important that crew members are fully aware
of the location and use of all critical safety equipment on board the vessel.

This should not be limited to familiarity with SCBA but should also include training in items such as

• Type and location of emergency ventilation shut down

• Location of and operation of quick closing valves, pump stops and electrical isolation boards.
• The operation and the location of portable fire fighting equipment both in and near the vehicle
deck areas
• Escape routes and emergency exists
• Re-entry procedures and checks.

Crew members should be trained and confident in the use of fixed fire-fighting equipment such as Co2 or water
drenching systems. Training should incorporate items such as:

73
 • Particular zone characteristics, such as volume of spaces and time taken to flood each space if
using Co2
• Location of drain valves in the vehicle decks and the location of their overboard discharge
• Location and use of emergency ventilation stops.
• Valve operation, including sequence of operation in order to isolate a particular zone
• Alarms and mustering procedures.

The importance of boundary colling cannot be ignored and in order for boundary cooling to be ef-
fective, the crew must fully understand the layout of the vessel and where boundary colling should
be applied to prevent the fire spreading to adjoining spaces.

- Planned Maintenance

A Planned maintenance system should cover all items that are associated with cargo united and fire protec-
tion including power leads, plugs, connectors and fire detection and extinguishing systems.

Check the condition of electrical protection devices to ensure they activate at an appropriate level.

Carry out regular checks of refrigerated trailers powered by ship’s electrical systems to provide early warn-
ing of any overheating; these checks should include:

• Identification of loose connections

• Is there any visible wire or cracks in the cables?
• Looking for any cable/connectors that are hot, consideration may be given to using a handheld
infrared heat detector to look for hotspots.
• Investigation of any earth faults - any earth fault alarms should be treated as seriously as any
other alarm
• Are there any suspicious smells? Burning plastics and fuels have a very distinct smell.

74
 BEST MANAGEMENT PRACTISE (BMP5)

Seafarers have encountered different security threats when operating ships in the Red Sea, the Gulf of
Aden, the Indian Ocean and the Arabian Sea. The purpose of this publication is to help ships plan their
voyage and to detect, avoid, deter, delay and report attacks. Experience has shown application of the
recommendations in this publication makes a significant difference to the safety of seafarers. Piracy-
specific Best Management Practice (BMP), international navies and capacity building ashore have
helped to suppress piracy. However, Somali piracy has not been eradicated and remains a threat. The
BMP contained in this publication mitigates the risk from piracy and other maritime security threats.
Regional instability has introduced other maritime security threats, which include: • Deliberate target-
ing of ships by extremist groups. • Collateral damage arising from regional conflict. BMP piracy
measures are effective, but differences in attack methods from other threats may require other forms of
mitigation. For example, attacks carried out by extremists may be more determined, as they may be
willing to risk their lives. The consequences of not adopting effective security measures can be severe.
Some pirates have subjected hostages to violence and other ill treatment and periods of captivity for
some hijacked seafarers have lasted for several years. Other attacks have demonstrated an intent to
damage ships and endanger life.

Prior to entering the High-Risk Area

• Implement security measures in accordance with the SSP.

Brief crew and conduct drills. The crew should be fully briefed on the preparations and drills should
be conducted with the Ship Protection Measures (SPM) in place. The plan should be reviewed, and all
crew briefed on their duties, including familiarity with the alarm that signals an attack, an all-clear sit-
uation and the appropriate response to each. The drills should test:

• The SPM, including testing the security of all access points.

• Lock down conditions, including crew safety considerations.

• The bridge team’s security knowledge.

• The crew’s understanding of any different actions required in the event of a pirate attack compared to
other types of attack. Other considerations

• Prepare and test an emergency communication plan. Masters are advised to prepare an emergency
communication plan, to include all essential emergency contact numbers (see annex A) and prepared
messages, which should be at hand or permanently displayed near all external communications stations
including safe muster point and/or the citadel. Communication devices and the Ship Security Alert
System (SSAS) should be tested

. • Define the ship’s Automatic Identification System (AIS) policy. It is recommended that AIS should
remain switched on throughout passages through passages through the voluntary reporting area (VRA)
and High Risk Area (HRA) , to ensure militaries can track the ship, but restrict data to ship’s identity,
position, course, speed, navigational status and safety related information.

• Reschedule planned maintenance on voyage critical equipment for transit of an HRA.

75
On entering the High-Risk Area

• Submit ship reports

. • Monitor latest threat information.

• Ensure all access points are limited and controlled.

• Avoid drifting, waiting, anchoring and slow steaming.

. • Minimise use of VHF and use email or a secure satellite telephone instead. Where possible only an-
swer known or legitimate callers on the VHF, bearing in mind that imposters are possible.

- Ship Protection Measures

1) Primary Layer of Defence – Good lookout, razor wire rigged around the vessel. Manoeuvring,
speed/freeboard and PCASP.
2) Secondary Layer of Defence – Door hardening, CCTV
3) Last layer of Defence – Internal door hardening, Citadel and communication.

- Watch Keeping and Enhanced Vigilance

The Master should implement the following actions to assist in raising vigilance on board

1) Provide additional, fully briefed lookout

2) Maintain an all-round lookout from an elevated position
3) Consider shorter rotation of the watch period to maximise alertness of the lookouts.
4) Maintain sufficient binoculars for the enhanced bridge team
5) Consider the use of thermal imagery optics and night vision
6) Maintain a careful radar watch and monitor all navigational warning and communication, particu-
larly VHF and GMDSS alerts.
7) Consider the placement of dummies at strategic locations around the ship to give the impression of
greater numbers of crew on watch.
8) Consider using CCTV and fixed search lights for better monitoring.

- Manoeuvring
The master and his officers should practise manoeuvring the ship to ensure familiarity with the
ship’s handling characteristics.

- Reporting

All ships are strongly encouraged to inform military organisations of their movement as this is essen-
tial to improve military situational awareness and their ability to respond. Once ships have commenced
their passage it is important this reporting continues and the guidelines in this section are adopted to
ensure common understanding. The two principal military organisations to contact are the UK Mari-
time Trade Operations (UKMTO) and Maritime Security Centre- Horn of Africa (MSCHOA)

76
 - UKMTO

UKMTO acts as the primary point of contact for merchant ships and their CSO’s, providing liaison
with miliary forces in the region. UKMTO administers the Voluntary Reporting Scheme, under which
merchant ships are encouraged to send regular reports. These include:

1) Initial report (Upon Entering a voluntary Reporting Area)

2) Daily Reports (Update on Ship’s Position, course and speed)
3) Final Report (Upon Departure from VRA or arrival in port)
4) Reports of Suspicious/irregular activity

UKMTO is able to communicate with ships and CSO’s directly, in order to disseminate Warnings and
Advisories of incidents within the region:

Warnings: Simple messages describing that an incident has occurred in Lat/Long and with a time.
This is normally accompanied by direct UKMTO to ship telephone calls to all ships within a nomi-
nated radius of the incident to give ships the earliest possible alert. (Read BMP5 Pg29-33)

Advisories: This is the next tier of alerts to ships, normally of sightings/reports that are relevant
within the region.

The UKMTO has position reporting forms which must be used when a vessel enters a voluntary re-
porting area.

- Maritime Security Charts

Maritime Security Charts contain safety-critical information to assist bridge crews in the plan-
ning of safe passages through high-risk areas. All information has been gathered by the UKHO
through work with NATO and other government organisations, ensuring each chart has the most
accurate, up to date and verified information available.

Each Maritime Security Chart include:

1) Information about dangers to the security of navigation including piracy, terrorism, embar-
goes, mine warfare, exclusion zones, blockades and illegal fishing. This information, when
used alongside official navigational charts, can help to ensure the safety of ships, crew and
cargo.
2) General security advice, self-protective measures, security procedures and regional con-
tacts, as well as routing and reporting requirements implemented by military or security
forces.

The current high-risk areas are Red Sea, Gulf of Aden, Indian Ocean, Arabian Sea and West Africa.

77
TELEMEDIC MARITIME ASSISTACE SERVICE (TMAS)

- The European legislation on minimum safety and health requirements for improved medical
treatment on board vessels required Member State to designate one or more centres to pro-
vide telemedical advice to ships.
- Telemedical advice is available free of charge to provide support in cases where an individ-
ual suffers either illness or an accident at sea. The advice is intended to supplement the first
aid training of ship’s crew and the written guidance that is available, such as the ship’s cap-
tain medical guide (SCMG), and may be necessary to support the person in charge of medi-
cal care on board the vessel through a medical procedure.
- The SCMG includes guidance on the information to provide to the TMAS provider with a
proforma to collect it. It is sometimes useful to supplement this information with photo-
graphs.
- To obtain TMAS masters should contact the provider using either MF DSC, VHF DSC or VHF
Channel 16.
- Urgent call for assistance may be broadcasted using the normal Urgency prowords “PAN
PAN”
- The coast station will direct the caller to a working frequency and is obliged to seek basic
details, including brief details of the casualty’s illness or injury, type of vessel, next port of
call or nearest at which the casualty could be landed, confirmation of position and if
midocean, to discuss with coastguard when likely to be in helicopter range. The coast sta-
tion will then direct the call to a TMAS doctor. Medical staff who deal with TMAS calls have
some familiarisation training so should be aware of the special circumstances and limited
facilities likely to be available at sea.

78
 IAMSAR VL.3

The purpose of the Mobile Facilities Volume 3 of the International Aeronautical Maritime Search &
Rescue is to assist vessels and aircrafts in the performance of a search and rescue or on scene co-
ordinator function and with aspects of search and rescue (SAR) that pertain to their own emergen-
cies.

- Responsibilities and obligations to assist

Under long-standing traditions of the sea and various provisions of international law, ship mas-
ters are obliged to assist others in distress at sea whenever they can safely do so.

- SAR Coordination

The SAR system has three general level of coordination:

1) On-scene coordinator (OSC)

2) SAR mission coordinators (SMC) based at rescue coordination centres
3) SAR Coordinators

- On- scene coordinator

When two or more SAR facilities are working together on the same mission, one person on
scene may be needed to coordinate the activities of all participating facilities. The OSC is desig-
nated by the SMC, however the person to arrive at the scene will normally assume the OSC
function until the SMC arranges for that person to be relieved.

- Ship reporting systems and vessel tracking

Ship reporting systems have been established by several states. Ships at sea may be the only
craft near the scene of a distress aircraft or vessel. A ship reporting system enables the SMC to
quickly:

1) Identify vessels in the vicinity of a distress situation, along with their positions, courses and
speeds.
2) Be aware of other information about the vessels which may be valuable (Whether a doctor is
on board etc)
3) Know how to contact the vessels
4) Improve the likelihood of rapid aid during emergencies
5) Reduce the number of calls for assistance to vessels unfavourably located to response
6) Reduce the response time to provide assistance

Masters of vessels are urged or mandated to send regular reports to the authority operating
a ship reporting system for SAR and other safety related services.
Automatic identification system (AIS) and long range identification and tracking (LRIT) trans-
missions are also important to providing shore authorities with near real time vessel track-
ing data to support SAR. Such reporting system is AMVER which is a worldwide free of

79
 charge system operated exclusively to support SAR and make information available to res-
cue coordination centres.

- Man overboard

Three situations exist:

1) Immediate action – The person overboard is noticed from the bridge and action is taken im-
mediately.
2) Delayed action – The person is reported to the bridge by an eyewitness and action is initiated
with some delay.
3) Person-missing action – The person is reported to the bridge as missing.

- Vessel Manoeuvres
When the possibility exists that a person has fallen overboard, the crew must attempt to re-
cover the individual as soon as possible.
Some factors that will affect the speed of recovery include:
1) Ship’s manoeuvring characteristics
2) Wind direction and sea state
3) Crew’s Experience and level of training
4) Location of the incident
5) Visibility level
6) Recovery techniques
7) Possibility of having other vessels assist

- Initial Action
1) Mark and note the position on the chart
2) Throw man overboard buoy over the side the person has fallen overboard
3) Sound three prolonged blasts and make PA “MAN OVERBOARD (X3)
4) Wheel hard over to the casualty side and perform one of the manoeuvres as required
5) Post extra lookouts
6) Prepare recovery equipment

- Standard recovery manoeuvres

Williamson Turn
Advantages: Make good original track line, good in reduced visibility, simple,
Disadvantage: Takes the ship further away from the scene of the incident and it’s a slow pro-
cedure.

Williamson Turn Procedure is as follows:

• Rudder hard over (In an immediate actions situation, only to the side of the casualty)
• After deviation from the original course by 60 degrees, rudder hard over to the opposite side.
• When heading is 20 degrees short of opposite course, rudder to midship position.

80
 Anderson turn (One turn or single turn)
Advantages: Fastest recovery method, good for ships with tight turning characteristics, used
mostly by ships with considerable power.
Disadvantages: Very difficult for a single screw ship and it is difficult because approach to
the person is not straight (You will loose sight of the MOB)

Anderson Turn procedure is as follows:

• Rudder hard over (In an immediate action situation only, to the casualty side)
• After deviation from the original course by 250 degrees, rudder to midship position and stop-
ping manoeuvre is to be initiated.

Sharnov Turn
Advantages: Will take the vessel back into her wake, less distance is covered therefore sav-
ing time.
Disadvantages: Cannot be carried out effectively unless the time elapsed between the oc-
currence of the incident and the commencement of the manoeuvre is known.

Sharnov Turn procedure is as follows:

• Not to be used in an immediate action situation
• Rudder hard over
• After deviation from the original course by 240 degrees rudder hard over to the opposite side
• When heading is short by 20 degrees of the opposite course, rudder to midship position so
that the ship will turn to the opposite course.

- Vessels assisting in a distress situation

Proceeding to the area of distress

1) Establish a traffic coordinating system among vessels proceeding to the same area of dis-
tress
2) Estimate the ETA to the distress site of other assisting vessels
3) Assess the distress situation to prepare for operations on scene.

- On-Board Preparations
A vessel en-route to assist a distressed craft should prepare for possible SAR action on
scene, including the possible need to recover people from survival crafts or from the water.

Masters of vessels proceeding to assist should assess the risks they may encounter on
scene, including the risks such as those associated with cargo. Information should be
sought as necessary from the distressed craft and/or from MRCC

A vessel en-route to assist a distressed craft should have the following equipment ready for
use if possible:
1) Life saving and rescue equipment including: lifeboats, life rafts, rescue boat, survival
suits, lifebuoys, portable vhf’s, line throwing appliances, buoyant life lines, hooks,
stretchers, pilot ladders, scrambling nets, fire fighting equipment, supplies and survival

81
 craft equipment, radio equipment operating on MF/HF and VHF, cameras and binocu-
lars.
2) Signalling equipment including: Signalling lamps, searchlights, torches, smoke genera-
tors, flares, dye markers, flame and smoke floats.
3) Medical equipment including: Blankets, first aid kits, medical supplies and medicines
stretchers
4) Miscellaneous equipment including: Crane or other lifting equipment on either side of
the ship fitted with a recovery device, line running from bow to stern at the water’s edge
on both sides for boats and crafts to secure alongside, On the lowest weather deck, pi-
lot ladders and manropes to assist survivors to board the vessel, Line throwing appa-
ratus ready for making connection with either ship in distress or survival craft.

- Vessels not assisting

The master deciding not to proceed to the scene of a distress due to sailing time involved and in
the knowledge that a rescue operation is under way should:

1) Make an appropriate entry in the ship’s logbook stating the reason for not assisting
2) If the Master previously acknowledged and responded to the alert, report the decision not to
proceed to the SAR service concerned.

- OSC duties and responsibilities

The OSC should obtain a search and/or rescue action plan from the SMC via the RCC as soon as
possible. The duties of the OSC include:

1) Provide information to and coordinate operations of all SAR facilities on scene.

2) Modify the search plan as the situation on scene dictates, keeping all parties advised.
3) Coordinate on scene communications
4) Monitor the performance of other participating facilities and ensure operations are con-
ducted safely.
5) Make periodic situation report (SITREP) to the SMC including giving details on weather and
sea conditions, the results of the SAR, any modifications made or suggested to the plan, any
future plan or recommendations.
6) Maintain a detailed record of the operation such as noting the arrival and departure of SAR
facilities and other vessels, areas searched, track spacing used, sighting and leads re-
ported, actions taken, results obtained.
7) Advice the SMC to release facilities which are no longer required to assist.
8) Report the number and names of survivors to the SMC.
9) Report which survivors are in each facility
10) Request additional assistance when necessary from the SMC.

- Planning a search at sea

It will be necessary to establish a datum, or geographic reference, for the area to be

searched. The following factors should be considered:
1) Reported position and time of SAR incident
2) Any supplementary information such as bearing and sightings

82
 3) Time interval between the incident and the arrival of SAR facilities
4) Estimated surface movements of the distressed craft or survival craft, depending on
drift.

The datum position for the search is found as follows:

• Drift has two components: leeway and current

• Leeway direction is downwind
• Leeway speed depends on wind speed
• Total water current may be estimated by using the computed set and drift of vessels at or
near the scene.
• Datum position is found by moving from the incident position, or last computed datum posi-
tion, the drift distance in the drift direction and plotting the resulting position on a suitable
chart

After the datum is established, track spacing need to be calculated. Track spacing is the ease of dif-
ficulty of detecting a given search object under a given set of environmental conditions. These set of
environmental conditions include meteorological visibility for calm weather, and correction factors
based on search object and weather conditions. Search object could be either person in the water,
or persons in the water, could be either boat or boats with variable meteorological visibility. This fac-
tor is known as (Wu).

The last factor which effects the track spacing is the weather correction factor (fw). This factor is de-
pendent on winds or seas as well as whether searching for a person or life raft in the water. By multi-
plying both factors, the track spacing (S) can be obtained.

- Search Patterns

Factors to consider in deciding which search pattern to use include:

1) Available number and types of assisting craft

2) Size and area to be searched
3) Type of distressed craft
4) Size of distressed craft
5) Meteorological visibility
6) Type and sea conditions
7) Time of day
8) Arrival time at datum

Expanding Square Search (SS)

It is most effective when the location of the search object is known within relatively close limits. The
commence search point is always the datum position. Often appropriate for vessels or small boats
to use when searching for persons in the water or other search objects with little or no leeway.

Due to the small area involved, this procedure must not be used simultaneously by multiple aircraft
at similar altitudes or by multiple vessels.

Accurate navigation is required, the first leg is usually oriented directly into the wind to minimize
navigational errors. All course alterations are 90 degrees.

It is difficult for fixed-wing aircraft to fly legs close to datum if S is less than 2Nm

83
A suitable marker (For example a smoke float or radio beacon) may be dropped at the datum posi-
tion and used as a reference or navigational aid marking the centre of the patten.

- Sector Search (VS)

It is most effective when the position of the search object is accurately known and the search
area is small.

Used to search a circular area centred on a datum point.

Due to the small area involved, this procedure must not be used simultaneously by multiple
vessels or aircrafts at the same time.

An aircraft and a vessel may be used together to perform independent sector searches of the
same area.

For vessels, the search pattern radius is usually between 2 Nm and 5nm and each turn is ap-
proximately 120 degreed normally to starboard.

84
- Track Line Search (TS)

Normally used when an aircraft or vessel disappears without a trace along a known route.

Often used as the initial search effort due to ease of planning and implementation.

Consists of a rapid and reasonable thorough search along the intended route of the distressed
craft

Search may be along one side of the track line and return in the opposite direction on the other
side.

Search may be along the intended track and once on each side, then search facility continuous
on its way and does not return.

Aircrafts are usually used in the kind of search due to their speed.

- Parallel Track Search (PS)

This is used to search a large area when survivor location is uncertain.

Most effective over water or flat terrain

Usually used when a large search area must be divided into sub-areas for assignment to individ-
ual search facilities on scene at the same time.

The commence of the search point is in one corner of the sub-area, one-half track space inside
the rectangle from each of the two sides forming the corner.

Search legs are parallel to each other and to the long sides of the sub-area

Multiple vessels in this case may be used.

85
 UPCOMING AMENDMENTS

- MARPOL AMENDMENTS

As from 1st January 2025 the Red Sea and Gulf of Aden will become a special area for MARPOL
Annex 1 and 5 (Pollution Prevention by Oil and Garbage Respectively)

- MLC AMENDMENTS
1) Repatriation – Member states shall facilitate the prompt repatriation of seafarers, including
when they are deemed abandoned within the meaning of the MLC (When the shipowner fails
to fulfil certain fundamental obligations to the seafarer relating to timely repatriation and
payment of outstanding remuneration and to the provision of basic necessities of life, ade-
quate food, accommodation and medical care)
2) Accommodation and Recreational facilities – Appropriate seafarers recreational facilities,
amenities and services, including social connectivity (Internet), as adopted to meet the spe-
cial needs of seafarers who must live and work on ships, shall be provided on board for the
benefit of the seafarers, reasonable access to ship to shore telephone communications,
where available, with any chargers for the use of these services being reasonable in amount.
3) Members should, so far as is reasonably practicable, provide seafarers on board ships in
their ports and at their associated anchorages with internet access, with charges, if any, be-
ing reasonable in amount.
4) Food and Catering – Food and drinking water supplies, having regard to the number of sea-
farers on board, their religious requirements and cultural practices as they pertain to food,
and the duration and nature of the voyage, shall be suitable in respect of quantity, nutri-
tional value, quality and variety, and shall be provided free of charge during the period of en-
gagement.
5) Medical care on board ship and ashore – Each member state shall ensure prompt disembar-
kation of seafarers in need of immediate medical care from ships in its territory and access
to medical facilities ashore for the provision of appropriate treatment. Where a seafarer has
died during a ship’s voyage, the member in whose territory the death has occurred or, where
the death has occurred on the high seas, into whose territorial waters the ship next enters,
shall facilitate the repatriation of the body or ashes by the shipowner, in accordance with
the wishes of the seafarer or their next of kin, as appropriate.
6) Medical care ashore - Each member should ensure that seafarers are not prevented from
disembarking for public health reasons and that they are able to replenish ship’s stores,
fuel, water, food and supplies.
Seafarers should be considered to be in need of immediate medical care in cases of, but not
limited to:
a) Any serious injury of disease
b) Any injury or disease which might lead to temporary or permanent disability
c) Any communicable disease which poses a risk of transmission to other members of the
crew.
d) Any injury involving broken bones, severe bleeding, broken or inflamed teeth or severe
burns.

86
 e) Severe pains which cannot be managed on board the ship, taking account of the opera-
tional pattern of the ships, the availability of suitable analgesics and the health impacts
of taking these for an extended period
f) Suicide risk
g) A telemedical advisory service recommending treatment ashore.
7) Health and safety protection and accident prevention – Each member shall ensure that all
deaths of seafarers employed, engaged or working on board ships that fly its flag are ade-
quately investigated and recorded and reported.

87
RETENSION ON BOARD OF DIFFERENT LOGBOOKS

1) Bridge Deck Logbook – After closing off the bridge deck logbook by making sure all the pages
have been signed by the Master, the bridge logbook should be retained on board for a period
not less than 3 years.

2) GMDSS Logbook - The GMDSS logbook should be kept on board for a period of at least 2
years. The Master must inspect the log and sign each day’s entry.

3) Official Logbook - After completion of the official logbook (Date of last entry and the
port/position at which the logbook was closed should be listed down) the articles must also
be closed off. The Official logbook should be sent back to the flag of the ship. Entries to be
made in the official logbook include: The first section (Front page) - the details of the ship,
name, port of registry, official number, gross tonnage, net tonnage and details of the mas-
ters . The details of which should be taken from the certificate of registry. Second section
include: record of seamen employed on the ship, births and deaths, record of musters, boat
drills, records of inspections of crew accommodations, load line, depth of loading and de-
parture and arrival at each dock, and lastly the narrative section. This section is for explana-
tory entries. In general this section should include entries related to changes of master, ac-
cidents, casualties, disciplinary matters, discharges of seafarers, details of crew left be-
hind, desertions, complaints, promotions and demotions, criminal convictions during a voy-
age, illness, appointments of safety officers, representatives and committees, meetings of
the safety committees and wage disputes.

4) Oil Record Book Part 1 – It should be kept on board for a period of 3 years after the last entry
has been made. Such entries include: Ballasting or cleaning of Oil Fuel Tanks, Discharge of
dirty ballast or cleaning water from oil fuel tanks, Collection, transfer and disposal of oil res-
idues, condition of oil filtering equipment, accidental or exceptional discharges of oil, bun-
kering of fuel or bulk lubricating oil, additional operations or general remarks.

5) Oil Record Book Part 2 – It should be kept on board for a period of 3 years after the last entry
has been made. Such entries include: Loading of oil cargo, Internal transfer of oil cargo dur-
ing voyage, Unloading of oil cargo, Crude Oil washing, Ballasting of cargo tanks, ballasting of
dedicated clean ballast tanks, cleaning of cargo tanks, discharge of dirty ballast, discharge
of clean ballast from cargo tanks, discharge of clean ballast from dedicated clean ballast
tanks, condition of the oil monitoring and control system, accidental or other exceptional
discharges of oil.

6) Garbage Record Book – Should be kept on board for a period of 2 years.

In any event, all logbooks should be left on board for a minimum of 5 years, the reason being
is that during the renewal survey of the Cargo ships safety certificate or the Passenger ship
safety certificate or in case of a high speed craft the High speed craft safety certificate,
these logbooks need to be available so that the vessel shows compliance with relevant in-
ternational regulations.

88
 INTERNATIONAL CONVENTION ON CIVIL LIABILITY
FOR BUNKER OIL POLLUTION DAMAGE (BOPIC)

This convention was adopted to ensure that adequate, prompt, and effective compensation is avail-
able to persons who suffer damage caused by spill of oil, when carried as fuel in ships.

The Convention applies to damage caused on the territory, including the territorial sea and in exclu-
sive economic zones of states.

The bunker convention provide a free-standing instrument covering pollution damage only.

Pollution Damage means: a loss or damage caused outside the ship by contamination resulting
from the escape or discharge of bunker oil from the ship, wherever such escape or discharge may
occur, provided that compensation for impairment of the environment other than loss of profit from
such impairment shall be limited to costs of reasonable measures of reinstatement actually under-
taken.

The convention is modelled on the International Convention on Civil Liability For Oil Pollution Dam-
age, a key requirement is the need for the registered owners of a vessel to maintain compulsory in-
surance cover. This would allow a claim for compensation for pollution damage to be brought di-
rectly against an insurer. The convention requires ships over 1000gt to maintain insurance or other
financial security, to cover the liability of the registered owners for pollution damage.

89
 IMO RADAR PERFORMACE STANDARDS (MSC.192)

- Difference in the performance requirements for various size/categories of ship/craft to

which SOLAS applies.

Minimum ACQUIRED radar target capacity less than 500GT = 20 targets, between 500GT and not
more than 10,000GT & HSC more than 10,000GT = 30 targets, All ships 10,000GT and more = 40 tar-
gets. Auto acquisition of targets only available in ships of 10,000GT and above.

- Radar Sensor Requirements

X-band (9.2-9.5HHz) for high discrimination, good sensitivity and tracking performance.

S-band (2.9-3.1 GHz) to ensure that target detection and tracking capabilities are maintained in var-
ying and adverse conditions of fog, rain and sea clutter.

- Radar Range & Bearing Accuracy

Range: within 30m or 1% of the range scale in use, whichever is greater.
Bearing: within 1%

- Discrimination

Range and bearing discrimination should be measured in calm conditions, on a range scale of
1.5nm or less and at between 50% and 100% of the range scale selected.

Range

The radar system should be capable of displaying two point targets on the same bearing, sepa-
rated by 40m in range, as two distinct objects.

Bearing

The radar bearing system should be capable of displaying two point targets at the same range,
separated by 2.5 degress in bearing, as two distinct objects.

Roll & Pitch

The target detection performance of the equipment should not be substantially impaired when
own ship is rolling or pitching up to +/-10 degrees.

90
 ECDIS LIMITATIONS AND MANDATORY ALARMS

- Limitations
1) Lack of Global Coverage
2) Overreliance on technology
3) Limited user knowledge
4) Cybersecurity risks
5) Alarm Fatigue

- Mandatory alarms
1) Crossing safety contours
2) Deviation from the route
3) Different geodatic datum
4) Approuch to critical points
5) Position system failure

All of the above should produce an alarm, which is the highest mode off alerting(Visual and Audible)

- Other ECDIS alarms

1) Malfunction of ECDIS
2) Default safety contour
3) Largest scale ENC available
4) Route planning across safety contour
5) System test failure

91
INSPECTION & MAINTENANCE OF MOORING EQUIP-
MENT

- Control of mooring line

The company should establish procedures to allow the identification and control of mooring
lines, tails and associated attachments when on board and to facilitate inspection and mainte-
nance of mooring lines. Such procedures should include:

1) Providing a means of recording the number, type and location of mooring lines, tails and as-
sociated attachments. Such records may be included in either the towing and mooring ar-
rangements plan or with records of inspection and maintenance.
2) Providing a means of linking specific mooring lines, tails and associated attachments to the
relevant records and a manufacturer's certificate if available.

- Inspection and maintenance of mooring lines

Inspection of mooring lines

To prevent the deterioration of mooring lines to a condition which may result in the failure of
the line during mooring operations, the periodic inspection of mooring lines and associated
equipment should be included in the onboard maintenance plan.

The requirements for inspection of individual mooring lines will be specific to the type of
mooring line used on board. In, general, on board inspection of mooring lines will be based
on manufacturer recommendations and by visual inspection of the outside of the mooring
line to identify excessive wear or damage.

- Selection of replacement mooring lines

When replacing mooring lines, compatibility with the mooring equipment and fittings on
board, as specified in the mooring arrangement plan, should be taken into account. This
should be achieved by selecting a replacement mooring line which meets the designed
specifications. In cases where this is not possible, the following properties should be taken
into consideration and the towing and mooring arrangements plan updated accordingly.

1) Breaking Strength
2) Environmental conditions to be used
3) Linear density
4) Compression fatigue
5) Stiffness

92