ORAL NOTES (CLASS 1) 1) WHAT WAS THE TYPE OF YOUR LAST VESSEL? MY LAST VESSEL WAS A PRODUCT TANKER.(MEANS AN OIL TANKER ENGAGED IN CARRYING OIL OTHER THAN CRUDE OIL)
2) WHAT WAS THE GT AND NT OF YOUR LASTVESSEL? 3) WHAT IS GT & NT?
GROSS TONNAGE(GT):THE GROSS TONNAGE OF A VESSEL CONSISTS OF ITS TOTAL MEASURED CUBIC CONTENTS EXPRESSED IN UNITS OF 100 CU.FT. OR 2,83 CU.M. NET TONNAGE(NT):THE CARRYING CAPACITY OF VESSEL AS ASCERTAINED ACCORDING TO GOVERNMENT REGULATIONS AND ARRIVED AT BY MEASURING THE CUBIC CONTENTS OF THE SPACE INTENDED FOR REVENUE EARNING. DEADWEIGHT TONNAGE: THE VESSEL’S LIFTING CAPACITY.THAT A VESSEL WILL LIFT WHEN LOADED IN SALT WATER TO HER SUMMER FREEBOARD MARKS
4) DERRICKS AND CRANES ADVANTAGES /DISADVANTAGES (GENERAL DESCRIPTION). 5) IF YOU HAVE TO USE TWO BLOCKS ONE WITH SMALL SHEEVE & ONE WITH LARGE SHEEVE ,WHICH ONE WILL YOU USE AND WHY? 6) WHAT IS ONVENTION/PROTOCOL/CODE/RESOLUTION RECOMMENDATION.GIVE DEFINITION AND EXPLAIN WITH EXAMPLE. CONVENTION:MEANS ANY INTERNATIONAL AGREEMENT COCLUDED BETWEEN TWO OR MORE STATES IN WRITTEN FORM AND EMBODIED IN A SINGLE INSTRUMENT OR IN TWO OR MORE RELATED INSTRUMENTS,GOVERENED BY INTERNATIONAL LAW. PROTOCOL:RATHER THAN CHANGE A WHOLE CONVENTION ,WHEN CHANGES HAPPEN THEY ARE USUALLY PROMULGATED IN THE FORM OF A PROTOCOL.OR A TREATY INSTRUMENT WHICH MAKES MAJOR MODIFICATIONS TO A CONVENTION HICH HAS BEEN ADOPTED BUT IS NOT YET IN FORCE.THE PROTOCOL USUALLY SPEEDS UP THE CONVENTION’S ENTRY INTO FORCE. CODES:IMO ISSUES CODES OF PRACTICE.THESE ARE ADVISORY BUT NOT BINDING.
RESOLUTION:IMPORTANT RECOMMENDATIONS OR IDEAS ARE DRAWN UP AS RESOLUTIONS.THEY MAY SERVE TO EXPLAIN AND EMPLIFY A CONVENTION.OR THE FINAL DOCUMENT RESULTING FROM THE AGREEMENT BY THE IMO ASSEMBLY OR A MAIN COMMITTEE OF SOME MATTER SUCH AS AN AMMENDMENT OR RECOMMENDATION. 7) CETIFICATES REQUIRED BY CLASS 7 SHIPS.
8) WHAT CERT. ARE REQ. UNDER SOLAS? 9) WHAT IS SAFE MANNING DOCUMENT IN SOLAS? EVERY SHIP TO WHICH CHAPTER 1 OF CONVENTION APPLIES SHALL BE PROVIDED WITH AN APPROPRIATE SAFE MANNING DOCUMENTOR EQUIVALENT ISSUED BY THE ADMINISTRATION AS EVIDENCE OF THE MINIMUM SAFE MANNING (SOLAS 1974 1989 AMMENDMENT REGULATIONV/13B) SAFE MANNING CERTIFICATE: TO CONFIRMS MINIMUM PERSON TO BE CARRIED ONBOARD A V/L TO CARRIED OUT FULL OPERATION. THE CERTIFICATE WOULD ISSUED ON THE BASIS OF MINIMUM PERSON REQUIRED ON TO OPERATE: V/L TO ALONGSIDE, V/L TO CUST OFF, PORT OPERATION INCLUDING CARGO WATCH, GANGWAY WATCH, AT SEA: A) SAFE NAVIGATION WATCH ON BRIDGE. ENGINE ROOM WATCH. b) RADIO WATCH. 5. SAFETY MAINTENANCE WORK IN E/R. 6. SAFETY MAINTENANCE WORK ON DECK. 7. SAFE HANDLE THE OPERATION IN AN EMERGENCY. 8. ENVIRONMENTAL PROTECTION. 9. CLEANNESS FOR FIRE SAFETY. VALIDITY:
10)
NIL.
WHAT IS ISM/ISPS/DOA/DOC?
WHAT IS DOA? HOW CAN YOU LOAD GRAIN WITHOUT THE DOCUMENT OF AUTHORIZATION
DOCUMENT OF AUTHORIZATION A DOCUMENT OF AUTHORIZATION SHALL BE ISSUED FOR EVERY SHIP LOADED IN ACCORDANCE WITH THE REGULATIONS OF THIS CODE EITHER BY THE ADMINISTRATION OR AN ORGANIZATION RECOGNIZED BY IT OR BY A CONTRACTING GOVERNMENT ON BEHALF OF THE ADMINISTRATION. IT SHALL BE ACCEPTED AS EVIDENCE THAT THE SHIP IS CAPABLE OF COMPLYING WITH THE REQUIREMENTS OF
THESE REGULATIONS.
THE DOCUMENT SHALL ACCOMPANY OR BE INCORPORATED INTO THE GRAIN LOADING MANUAL PROVIDED TO ENABLE THE MASTER TO MEET THE REQUIREMENTS OF A 7 (STABILITY REQUIREMENT). THE MANUAL SHALL MEET THE REQUIREMENTS OF A 6.3 (INFORMATION REGARDING SHIP STABILITY AND GRAIN LOADING).
SUCH A DOCUMENT, GRAIN LOADING STABILITY DATA AND ASSOCIATED PLANS MAY BE DRAWN UP IN THE OFFICIAL LANGUAGE OR LANGUAGES OF THE ISSUING COUNTRY. IF THE LANGUAGE USED IS NEITHER ENGLISH NOR FRENCH, THE TEXT SHALL INCLUDE A TRANSLATION INTO ONE OF THESE LANGUAGES.
A COPY OF SUCH A DOCUMENT, GRAIN LOADING STABILITY DATA AND ASSOCIATED PLANS SHALL BE PLACED ON BOARD IN ORDER THAT THE MASTER, IF SO REQUIRED, SHALL PRODUCE THEM FOR THE INSPECTION OF THE CONTRACTING GOVERNMENT OF THE COUNTRY OF THE PORT OF LOADING.
A SHIP WITHOUT SUCH A DOCUMENT OF AUTHORIZATION SHALL NOT LOAD GRAIN UNTIL THE MASTER DEMONSTRATES TO THE SATISFACTION OF THE ADMINISTRATION, OR OF THE CONTRACTING GOVERNMENT OF THE PORT OF LOADING ACTING ON BEHALF OF THE ADMINISTRATION, THAT, IN ITS LOADED CONDITION FOR THE INTENDED VOYAGE, THE SHIP COMPLIES WITH THE REQUIREMENTS OF THIS CODE. SEE ALSO A 8.3 (STABILITY REQUIREMENTS FOR EXISTING SHIPS) AND A 9 (LOADING GRAIN WITHOUT DOA).
SOURCE: IMO GRAIN CODEPART-A, SEC-3.
LOADING GRAIN WITHOUT DOA
9.1. A SHIP NOT HAVING ON BOARD A DOCUMENT OF AUTHORIZATION ISSUED IN ACCORDANCE WITH A 3 OF THIS CODE MAY BE PERMITTED TO LOAD BULK GRAIN PROVIDED THAT: .1. THE TOTAL WEIGHT OF THE BULK GRAIN SHALL NOT EXCEED ONE THIRD OF THE DEADWEIGHT OF THE SHIP; .2. ALL FILLED COMPARTMENTS, TRIMMED, SHALL BE FITTED WITH CENTRELINE DIVISIONS EXTENDING, FOR THE FULL LENGTH OF SUCH COMPARTMENTS, DOWNWARDS FROM THE UNDERSIDE OF THE DECK OR HATCH COVERS TO A DISTANCE BELOW THE DECK LINE OF AT LEAST ONE EIGHTH OF THE MAXIMUM BREADTH OF THE COMPARTMENT OR 2.4 M, WHICHEVER IS THE GREATER, EXCEPT THAT SAUCERS CONSTRUCTED IN ACCORDANCE WITH A 14 MAY BE ACCEPTED IN LIEU OF A CENTRELINE DIVISION IN AND BENEATH A HATCHWAY EXCEPT IN THE CASE OF LINSEED AND OTHER SEEDS HAVING SIMILAR PROPERTIES; .3. ALL HATCHES TO FILLED COMPARTMENTS, TRIMMED, SHALL BE CLOSED AND COVERS SECURED IN PLACE; .4. ALL FREE GRAIN SURFACES IN PARTLY FILLED CARGO SPACE SHALL BE TRIMMED LEVEL AND SECURED IN ACCORDANCE WITH A 16, A 17 OR A 18; .5. THROUGHOUT THE VOYAGE THE METACENTRIC HEIGHT AFTER CORRECTION FOR THE FREE SURFACE EFFECTS OF LIQUIDS IN TANKS SHALL BE 0.3 M OR THAT GIVEN BY THE FOLLOWING FORMULA, WHICHEVER IS THE GREATER:
11) WHAT CONVENTION DEALS WITH SHIP OWNER /SEA FARER? ILO CONVENTION147(MERCHANT SHIPPING MINIMUM STANDARD CONVENTION 1976.)SAFE MANNING STANDARDS, HOURS OF WORK,SEA FARER’S COMPETENCYAND SOCIAL SECURITY,EMPLOYMENT STANDARDS COVERING MININMUM AGE,MEDICAL CARE AND EXAMINATION,ACCIDENT PREVENTION, CREW ACCOMODATION, REPATRIATION, TRAINING. 12) WHICH CERTIFICATE IS ISSUED BY MMD?
13) WHICH CERTIFICATE IS ISSUED BY CLASSIFICATION SOCIETY? INTERNATIONAL TONNAGE CERTIFICATE, INTERNATIONAL LOAD LINE CERTIFICATE,INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE,CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE,DOC WITH PECIAL SPCIAL REQUIREMENTS FOR SHIPS CARYING DANGEROUS GOODS,DOC AND SMC UNDER ISM
14)
WHAT IS CLASSIFICATION SOCIETY?
15) HOW TO DROP ANCHOR ,WHERE TO
DROPANCHOR,WHAT PRECAUTIONS TO TAKE, WHAT DEPTH TO LET GO ,AT WHAT DEPTH TO VEER ANCHOR? 16) SLIP WIRE/HOW TO SEND/PURPOSE/PROCEDURE WHILE MOORING AND UNMOORING(ONLY ROPS NOT ANCHOR CABLE) 17) WHAT CLASSIFICATION SOCITIES APPROVED BY GOVT. OF PAKISTAN? 18) SCOPE OF CABLE/HOW TO DETERMINE/WHAT IS REQ. SCOPE IN SHALLOW WATER /DEEP WATER? SCOPE IS RATIO OF LENGTH OF CABLE TO THE DEPTH OF WATER. SCOPE IS LESS IN DEEP WATER AND MORE IN SHLLOW WATER
19) BERTHING UNBERTHINGWITH VERY STRONG OFFSHORE WIND WITHOUT TUG AND PILOT. 20) WHAT IS DEVIASCOPE / HEELING ERROR AND CAUSES? HEELING ERROR: 21) YOU ARE A POWER DRIVEN VESSEL IN WHAT SITUATION YOU ARE A STANDBY VESSEL AND IN WHAT RESPECT AND RULE 22)
RULE 13 & 15
RULE 19 SALIENT FEATURES?
23) WHY NOT TO ALTER COURSE TO PORT FOR A
VESSEL FWD OF BEAM,WHAT IS THE REASON BEHIND IT?
24)
WHAT IS DOCUMENT OF AUTHORISATION?
25)
WHAT IS THE FUNCTION OF PSC?
26)
WHAT CONVENTIONS DEAL WITH SHIPS/
27) YOU ARE A POWER DRIVEN VESSEL , IN WHAT SITUATION YOU ARE A GIVE WAY VESSEL? 28) IMDG CODE, WHAT IS A PLACARD?WHAT DO YOU
MEAN BY LIMITED QUANTITIES? 29) WHAT IS GENERAL AVERAGE AND PARTICULAR AVERAGE? LOSS OR DAMAGE WHICH HAS NOT RESULTED FROM WANT OF DUE DILIGENCE ON THE PART OF ASSURE OWNERS OR MANAGERS AND MAY FURTHER BE DEFINED AS PA LOSS IA PARTIAL LOSS PROXIMATELY CAUSED BY PERIL INSURED AGAINST AND WHICH IS NOT A GENERAL AVERAGE LOSS. OR IT CAN BE DEFINED AS ACCIDENTAL PARTIAL LOSS OF INSURED PROPERTY. THE PRINCIPLE OF GENERAL AVERAGE MAY BE SAID TO BE : ‘THAT WHICH HAS BEEN SACRIFICED FOR THE BENEFIT OF ALL SHALL BE MADE GOOD BY THE CONTRIBUTION OF ALL” EG: FIRE IN A HOLD ,THE CARGO DAMAGED BY FIRE IS PARTICULAR AVERAGE. THE CARGO DAMAGED BY WATER USED TO FIGHT THE FIRE IS GA. 30) WHAT IS RUNNING MOOR?
31)
APROACHING A FOG BANK, ACTION?
32)
SOLAS CHAPTER 5 DANGER MESSAGE?
33) ANTI EXPOSURE SUIT AND IMMERSION SUIT, DIFFERENCE? IMMERSION SUIT: IS A PROTECTIVE SUIT WHICH REDUCES THE BODY HEAT LOSS OF A PERSON WEARING IT IN COLD WATER. THERMAL PROTECTIVE AID: THERMAL PROTECTIVE AID IS A BAG OR SUIT MADE OF WATER PROOF MATERIAL WITH LOW THERMAL CONDUCTIVITY.
34) UNDER WHAT CONVENTION A SAFETY CERTIFICATE IS ISSUED? 35) UNDER STCW WHAT REGULATION STATES ABOUT QUALIFICATION OF MASTERS, CO AND RATINGS? 36) HOW TO KNOW WHICH CERTIFICATES HAVE A CERTAIN VALIDITY PERIOD? 37) GIVE EXAMPLES OF PERMANENT CERTIFICATES AS PER STCW?
38) WHAT IS COVERED BY A CERTIFICATE OF REGISTRY? OFFICIAL NUMBER; TO DO IF THE SHIP IS LOST OR IMO NUMBER; REGISTERED SHIP, OR IF THE RADIO CALL SIGN; STOLEN, DESTROYED OR DEFACED NAME OF THE SHIP; THE EFFECT THAT THE CERTIFICATE IS PORT OF CHOICE;
INSTRUCTIONS AS TO WHAT
TYPE OF SHIP; METHOD OF PROPULSION; ENGINE MAKE AND MODEL; OF THE SHIP (SHARE-OWNERS’ TOTAL ENGINE POWER IN KW’S; ADDRESSES AND NUMBER OF SHARES LENGTH; BREADTH;
ADDRESS OF THE RSS; ON THE REVERSE: OWNERSHIP DETAILS
CEASES TO BE A BRITISHCERTIFICATE IS LOST, WARNING NOTE TO NOT PROOF OF OWNERSHIP;
NAMES AND OWNED BY EACH.
DEPTH; REGISTER TONNAGE; GROSS TONNAGE; NET TONNAGE; YEAR OF BUILD; DATE AND TIME OF ISSUE OF CERTIFICATE; DATE OF EXPIRY OF THE CERTIFICATE;
39)
WHAT IS UNCLOS?
THE UNITED NATION CONVENTION ON THE LAWAS OF SEA,A TREATY DOCUMENT WHICH ATTEMPTS TO CODIFY THE INTERNATIONAL LAW OF THE SEA.IT CAME INTO FORCE INTERNATIONALLY ON 16 NOV 1994. UNCLOS SETS THE MAX. WIDTH OF THE TERRITORIAL SEA AT 12 NM WITH A CONTAGIOUS ZONA AT 24 NM FROM THE BASE LINE.IT DEFINES INNOCENT PASSAGES THROUGH TERRITORIAL SEA AND DEFINES TRNSIT PASSAGE THROUGH INTERNATIONAL STRAITS.IT ESTABLISHES EEZ EXTENDING 200 NM FROM BASE LINE.
40) WHAT DO YOU KNOW ABOUT DANGEROUS CARGO ENDORSEMENT?HOW IT CAN BE CANCELLED OR REVALIDATED? 41) WHAT CONVENTION REGARDING POLLUTION PAKISTAN HAS RATIFIED? 42) CAN A CONVENTION BE AMMENDED WITHOUT PROTOCOL? 43)
HOW A CODE IS ENFORCED?
44) IS IT ALWAYS MENDATORY TO ENFORCE CODE, IF NOT IN WHAT CONDITION? 45)
ISPS?
46) IF A CONVENTION HAS COME INTO FORCE AND OUR FLAG STATE HAS NOT RATIFIED IT ,ARE OUR SHIPS REQUIRED TO COMPLY SUCH CONVENTION?
47)
IF YES , WHY?
48)
WHAT IS WHITE LIST?
49) WHAT IS DIFFERENCE BETWEEN ISM AND ISO? ISM APPLIES TO SAFETY AT SEA AND POLLUTION PREVENTION,WHEREAS ISO QUALITY ASSURANCE OF SERVICES. ISM APPLIES TO SHIP MANAGEMENT AND SHIPBOARD OPERATIONS WHEREAS ISO APPLIES TO THE CONTRACTUAL RELATIONSHIP BETWEEN A SUPPLIER AND HIS CUSTOMER THE PURPOSE OF ISM IS TO DEMONSTRATE THE COMPLIANCE WITH SAFETY AND POLLUTION PREVENTION REQUIREMENT WHEREAS ISO IS TO SHOW COMPLIANCE WITH THE CUSTOMER’S QUALITY REQUIREMENT. ISM IS IMPLEMENTED THROUGH THE COMPANY SAFETY MANAGEMENT SYSTEM WHERE ISO IS IMPLEMENTED THROUGH COMPANY QUALITY MANAGEMENT SYSTEM ISM INVOLVES A SHORE BASED AUDIT OF THE COMPANY AND ISSUE A DOCUMENT OF COMPLIANCE, WHEREAS ISO INVOLVES A COMPANY AUDIT AND A CERTIFICATE OF QUALITY SYSTEM APPROVAL ISSUED. (INTERNATIONAL ORGANIZATION FOR STANDARDIZATION) 50)
WHAT IS EXEMPTION AND WHAT IS EXCEPTION?
51) WHAT IS PIVOT POINT AND WHERE SITUATED? THE POINT ABOUT WHICH VESSEL’S HULL APPEARS TO POVOT HILE TURNING BY ACTION OF THE RUDDER AND MAKING HEAD WAY. LOCATION:DEPENDING UPON SPEED AND HULL FORM ,FROM ONE SIXTH TO ONE FOUTH VESSEL’S LENGTH FROM HER STERN OR THIS IS THE POINT ABOUT WHICH THE SHIP TURNS WHEN THE RUDDER IS PUT OVER IE THE POINT WHERE THE BOW APPEARS TO BE SWINGING INWARDS AT THE SAME RATE AS THE STURN SWINGS OUTWARDS.THE POSITION OF THE PIVOT POINT IS NOT CONSTANT BECAUSE IT DEPENDS UPON THE WATER PRESSURE ACTING UPON THE UNDERWATER HULL. WHEN GOING FULL AHEAD THROUGH THE WATER IT IS ONE –THIRD OF THE SHIPS LENGTH FROM FORWARD AND WHEN GOING FULL ASTERN IT IS ABOUT ONE QUARTER THE SHIPS LENGTH FROM AFT.WHEN TURNING ALREADY AT REST THE PIVOTING IS ABOUT AMIDSHIPS.THE TURNING CIRCLE IS THE PATH TRACED OUT BY THE PIVOTING POINT.FULLY LOADED WIH THE WHEEL HARDOVER AND ENGINES ON FULL AHEAD THE DIAMETER
OF THE TURNING CIRCLE IS ABOUT 4 TIMES THE SHIP’S LENGTH.FACTORSS SUCH AS RUDDER TYPE ,SPEED TRANSVERSE THRUST AND WEAHER CONDITIONS WILL AFFECT THE DIAMETER OF THE TURNING CIRCLE.
52)
WHAT IS STOWAGE FACTOR?
53)
SOLAS APPLIES TO WHAT SHIPS?
54) IOPP ISSUED TO WHAT SHIPS AND UNDER WHAT CONVETION/ UNDER WHAT ANNEX? 55) WHAT CERTIFICATE IS ISSUED UNDER ANNEX 2 OF IOPP? 56)
WHAT IS ISPS?
57)
WHAT CERTIFICATE IS ISSUED UNDER ISPS?
58) WHAT CERIFICATE S ISSUED TO PORT FACILITY UNDER ISPS? 59) WHAT IS THE PURPOSE OF ISM AND APPIES TO WHAT VESSELS? ISM APPLIES TO ALL PASSENGER SHIPS OF STATES WHICH ARE PARTY TO SOLAS WHEN ON INTERNATIONAL VOYAGES AND ALL CARGO SHIPS OF 500 GT OR OVER AND MOBILE DRILLING UNITS OF 500 GT OR OVER OF STATES WHICH ARE PART TO SOLAS WHEN ON INTERNATIONAL VOYAGES
60) WHAT IS BASE LINE,TERRITORIAL WATERS AND INTERNATIONAL WATERS? BASELINE NORMAL BASELINE:
EXCEPT WHERE OTHERWISE PROVIDED IN THIS CONVENTION, THE NORMAL BASELINE FOR MEASURING THE BREADTH OF THE TERRITORIAL SEA IS THE LOW-WATER LINE ALONG THE COAST AS MARKED ON LARGESCALE CHARTS OFFICIALLY RECOGNIZED BY THE COASTAL STATE. (UNCLOS, ARTICLE5)
REEFS: IN THE CASE OF ISLANDS SITUATED ON ATOLLS OR OF ISLANDS HAVING FRINGING REEFS, THE BASELINE FOR MEASURING THE BREADTH OF THE TERRITORIAL SEA IS THE SEAWARD LOW-WATER LINE OF THE REEF, AS SHOWN BY THE APPROPRIATE SYMBOL ON CHARTS OFFICIALLY RECOGNIZED BY THE COASTAL STATE. (UNCLOS, ARTICLE6)
STRAIGHT BASELINES: IN LOCALITIES WHERE THE COASTLINE IS DEEPLY INDENTED AND CUT INTO, OR IF THERE IS A FRINGE OF ISLANDS ALONG THE COAST IN ITS IMMEDIATE VICINITY, THE METHOD OF STRAIGHT BASELINES JOINING APPROPRIATE POINTS MAY BE EMPLOYED IN DRAWING THE BASELINE FROM WHICH THE BREADTH OF THE TERRITORIAL SEA IS MEASURED. WHERE BECAUSE OF THE PRESENCE OF A DELTA AND OTHER NATURAL CONDITIONS THE COASTLINE IS HIGHLY UNSTABLE, THE APPROPRIATE POINTS MAY BE SELECTED ALONG THE FURTHEST SEAWARD EXTENT OF THE LOW-WATER LINE AND, NOTWITHSTANDING SUBSEQUENT REGRESSION OF THE LOW-WATER LINE, THE STRAIGHT BASELINES SHALL REMAIN EFFECTIVE UNTIL CHANGED BY THE COASTAL STATE IN ACCORDANCE WITH THIS CONVENTION. (UNCLOS, ARTICLE7) MOUTHS OF RIVERS: IF A RIVER FLOWS DIRECTLY INTO THE SEA, THE BASELINE SHALL BE A STRAIGHT LINE ACROSS THE MOUTH OF THE RIVER BETWEEN POINTS ON THE LOW-WATER LINE OF ITS BANKS. (UNCLOS, ARTICLE9)
ARCHIPELAGIC BASELINES
AN ARCHIPELAGIC STATE MAY DRAW STRAIGHT ARCHIPELAGIC BASELINES JOINING THE OUTERMOST POINTS OF THE OUTERMOST ISLANDS AND DRYING REEFS OF THE ARCHIPELAGO PROVIDED THAT WITHIN SUCH BASELINES ARE INCLUDED THE MAIN ISLANDS AND AN AREA IN WHICH THE RATIO OF THE AREA OF THE WATER TO THE AREA OF THE LAND, INCLUDING ATOLLS, IS BETWEEN 1 TO 1 AND 9 TO 1. THE BASELINES DRAWN IN ACCORDANCE WITH THIS ARTICLE SHALL BE SHOWN ON CHARTS OF A SCALE OR SCALES ADEQUATE FOR ASCERTAINING THEIR POSITION. ALTERNATIVELY, LISTS OF GEOGRAPHICAL COORDINATES OF POINTS, SPECIFYING THE GEODETIC DATUM, MAY BE SUBSTITUTED. (UNCLOS, ARTICLE47)
TERRITORIAL WATERS THE SOVEREIGNTY OF A COASTAL STATE EXTENDS, BEYOND ITS LAND TERRITORY AND INTERNAL WATERS AND, IN THE CASE OF AN ARCHIPELAGIC STATE, ITS ARCHIPELAGIC WATERS, TO AN ADJACENT BELT OF SEA, DESCRIBED AS THE TERRITORIAL SEA. THIS SOVEREIGNTY EXTENDS TO THE AIR SPACE OVER THE TERRITORIAL SEA AS WELL AS TO ITS BED AND SUBSOIL. THE SOVEREIGNTY OVER THE TERRITORIAL SEA IS EXERCISED SUBJECT TO THIS CONVENTION AND TO OTHER RULES OF INTERNATIONAL LAW. EVERY STATE HAS THE RIGHT TO ESTABLISH THE BREADTH OF ITS TERRITORIAL SEA UP TO A LIMIT NOT EXCEEDING 12 NAUTICAL MILES, MEASURED FROM BASELINES DETERMINED IN ACCORDANCE WITH UNCLOS. A LIST OF KNOWN CLAIMS OF TERRITORIAL SEAS PUBLISHED IN ANNUAL NOTICES TO MARINERS NO-12. SOURCE: UNCLOS ARTICLE-2 & 3
HIGH SEA ALL PARTS OF THE SEA THAT ARE NOT INCLUDED IN THE EXCLUSIVE ECONOMIC ZONE, IN THE TERRITORIAL SEA OR IN THE INTERNAL WATERS OF A STATE, OR IN THE ARCHIPELAGIC WATERS OF AN ARCHIPELAGIC STATE. THE HIGH SEAS ARE OPEN TO ALL STATES, WHETHER COASTAL OR LAND-LOCKED. FREEDOM OF THE HIGH SEAS: FREEDOM OF NAVIGATION; FREEDOM OF OVERFLIGHT; FREEDOM TO LAY SUBMARINE CABLES AND PIPELINES, SUBJECT TO PART VI OF UNCLOS. FREEDOM TO CONSTRUCT ARTIFICIAL ISLANDS AND OTHER INSTALLATIONS PERMITTED UNDER INTERNATIONAL LAW, SUBJECT TO PART VI OF UNCLOS; FREEDOM OF FISHING, SUBJECT TO THE CONDITIONS LAID DOWN IN
SECTION 2 OF UNCLOS; FREEDOM OF SCIENTIFIC RESEARCH, SUBJECT TO PARTS VI AND XIII OF UNCLOS. NO STATE MAY VALIDLY PURPORT TO SUBJECT ANY PART OF THE HIGH SEAS TO ITS SOVEREIGNTY
61)
SEXTANT PRINCILE?
THE ANGLE BETWEEN THE FIRST AND LAST DIRECTION OF RAY IS TWICE THE ANGLE BETWEEN THE MIRRORS.
62) UNDER WHAT CONVENTION THE EXAMS OF MASTERS AND MATES CARRIED OUT?
ORAL NOTES (CLASS 2) WHAT IS YOUR LAST VESSEL’S GT? WHAT IS GT AND NT? YOUR SHIP HEADING NORTH ,A SHIP ON TWO POINTS PORT BOW SHOWING STERN LIGHT HOW IS HEADING? IF THE ABOVE MENTIONED VESSEL HEADING BETWEEN W~NE NOW IF THE BEARING OF THE MENTIONED VESSEL BEARING CONSTANT HOW IS SHE HEADING IN THIS CONDITION? FOR WHAT VESSELS YOU ARE STAND ON? FOR WHAT VESSELS YOU ARE GIVE WAY? WHAT IS SLIP ROPE, WHY USED?
WHAT CERTIFICATES ARE ISSUED BY CLASSIFICATION SOCIETY ON BEHALF OF GOVT. OF PAKISTAN? WHAT IS CONVENTION ,CODES,WHEN CONVENTION BECOMES MENDATORY? HEAVY WEATHER EXPECTED ,WHAT PRECAUTIONS? PRESS UP ALL TANKS POSSIBLE TO REDUCE FREE SURFACE EFFECT, RIG LIFE LINES ON EXPOSED DECKS, EXTRA LASHINGS ON DECK CARGO,ENGINE SPARES AND ANCHORS,CEMENT SPURLING PIPE IF NOT ALREADY DONE,SCREW DOWN E/R SKY LIGHTS. MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER 1. VERIFY VESSELS POSITION AND CONSIDER RE ROUTEING 2. UPDATE WEATHER REPORT AND PLOT STORM MOVEMENT 3. STABILITY:- AVOID SLACK TANKS AND ELIMINATE FREE SURFACE 4. RIG LIFE LINES FWD AND AFT 5. WARN ALL DEPARTMENTS OF HEAVY WEATHER 6. CLOSE UP DECK VENTS, REMOVE COWLS 7. CHECK CARGO LASHING:- HEAVY LIFTS, DECK CARGO, HAZARDOUS CARGO 8. CHECK DECK SECURING, ANCHORS, LIFE-BOATS, WATER-TIGHT DOORS 9. SECURE ALL DERRICKS AND CRANES 10. BATTEN DOWN ALL DEAD LIGHTS (STEERING FLAT) 11. CLEAR ALL DECK OF SURPLUS GEAR 12. SLACKEN OF SIGNAL AND WHISTLE HALYARDS 13. REMOVE ALL AWNINGS 14. DRAIN SWIMMING POOLS 15. ESTABLISH HEAVY WEATHER WORK ROUTINE 16. CHECK SECURING ON ACCOMMODATION LADDER 17. SECURE BRIDGE AGAINST HEAVY ROLLING/PITCHING 18. REDUCE SPEED IN AMPLE TIME TO AVOID POUNDING 19. ORGANISE MEAL RELIEF’S AND WATCHES 20. UPDATE POSITION AND PASS TO SHORE STATION (AMVER) 21. FREE BOARD DECK SEAL CHECK - HATCHES AND TANK LIDS 22. REDUCE MANPOWER ON DECK WORK 23. FINAL CHECKS ON LSA GEARS - BRIDGE ROCKETS ETC. 24. NOTE ALL PREPARATION IN THE LOG BOOK 25. OBTAIN WEATHER PREDICTIONS AND UPDATE REPORTS 26. ENGAGE MANUAL STEERING IN AMPLE TIME 27. REVISE ETA IF APPROPRIATE 28. ADJUST BALLAST TANKS TO PROVIDE OPTIMUM TRIM
HEAVY WETHER PASSED,WHAT IS MOST IMPORTANT THING YOU WILL CHECK AFTER THE HEAVY WEATHER? HOW IS THE ANCHOR CABLE DISCONNECTED? A VESSEL AHEAD OF YOU DRAGS ANCHOR,WHAT WILL BE YOUR ACTION? IF MAIN ENGINES ARE AVAILABLE:SOUND GENERAL ALARM, TRY ALL WAYS TO ATTRACK ATTENTION OF OTHER VESSEL,TEND WINDLSS ,FENDERS,W/T DOORS,IF SUFFICIENT TIME AND SPACE ,HEAVE UP AND STEAM CLEAR OR HEAVE PARTLY UP AND DRAG ANCHOR CLEAR IF MAIN ENGINES ARE NOT AVAILABLE: REMEMBER IF THER IS A TIDE OR CURRENT RUNNING IT WILL PROBABLY BE POSSIBLE TO SHEAR VESSEL WITH RUDDER OUT OF PATH OF DRAGGING VESSEL AND IF IN COMMUNICATION WITH OTHER VESSEL, ASK HER TO SHEER OPPOSITE WAY.IF NO CURRENT NO POWER IMMEDIATELY AVAILABLE ON STEERING GEAR:SLACK DOWN CABLE TO GAIN TIME AND PREPARE TO SLIP FROM BITTER END (CABLE BUOYED) AND GET READY TO USE OTHER ANCHOR. (SHEER: WHEN APPLIED TO A VESSEL AT ANCHOR,SHEER IS AN ANGULAR MOVEMENT OF THE VESSEL ABOUT THE HAWSE PIPE POINT,IT CAN BE DELIBERATLY CAUSED BY APPLIED HELM TO PORT OR STBD)
WHAT IS STOWAGE FACTOR AND DENSITY? DENSITY:THIS USUALLY DEFINED AS MASS PER UNIT VOLUME. STOWAGE FACTOR:THE VOLUME OCCUPIED BY UNIT WEIGHT.
HOW YOU WILL KNOWAFTER DROPPING ANCHOR THAT THE VESSEL HAS BROUGHT UP? CABLE TIGHTENS THEN SLACKENS (TWICE) (ANCHO IS AWEIGH: CABLE LEADS VETICALLY AND THEN USUALLY SWINGS) ADDITIONALLY A VESSEL IS SAID TO BE BROUGHT UP WHEN HER WAY HAS STOPPED AND SHE IS RIDING O HER ANCHOR,WITH THE ANCHOR HOLDING.THE OFFICER INCHARGE OF THE ANCHOR PARTY WILL KNOW WHEN THE VESSEL IS BROUGHT UP BY THE CABLE RISING UP FROM THE SURFACE TOWARDS THE HAWSE PIPE WHEN THE BRAKE IS HOLDING IT.THE VESSEL SHOULD THEN MOVE TOWARDS THE ANCHOR CAUSING THE CABLE TO DROP BACK.
HOW TO LOAD DANGEROUS GOODS? WHAT DOCUMENTS REQUIRE TO CARRY DANGEROUS GOODS?
DOCUMENTS REQUIRE TO CARRY DANGEROUS GOODS
DOCUMENT OF COMPLIANCE (SOLAS CH-2/II, REGULATION-19, PARAGRAPH-4). DG NOTE/ SHIPPER'S DECLARATION OF DG GOODS WHICH WILL INCLUDE: (SOLAS CH-VII, REGULATION-4). PROPER SHIPPING NAME UN NO CLASS AND DIVISION PACKAGING GROUP NO AND KIND OF PACKAGES QUANTITY DATE OF PREPARATION OF DECLARATION NAME, RANK, COMPANY AND ADDRESS OF SIGNATORY. DG MANIFEST (SOLAS CH-VII, REGULATION-4). DETAILED STOWAGE PLAN.(SOLAS CH-VII, REGULATION-4).
WHAT PRECAUTIONS YOU WILL TAKE BEFORE LOADING A HEAVY LIFT,IN BOTH CASES BY SHIPS DERRICK AND BY SHORE CRANE? PRECAUTION WHEN LOADING A HEAVY LIFT 1. ENSURE STABILITY OF VESSEL IS ADEQUATE AND MAXIMUM HEEL IS ACCEPTABLE. (ELIMINATE FREE SURFACE) (LARGE GM SMALL 2. 3.
4. 5.
HEEL)(MONITOR PRACTICALLY DURING OPERATION VIA INCLINOMETER) RIG EXTRA MAST STAYS AS NECESSARY. CAREFULLY CHECK CONDITION OF DERRICK AND GEAR BEFORE USE. (ENSURE FREE ROTATION OF SHEAVES. OIL AND GREASE AS NECESSARY. ENSURE SWL OF ALL GEAR ADEQUATE AND HAVE VALID TEST CERTIFICATES) RIG FENDERS AS NECESSARY ENSURE ALL MOORINGS TAUT AND HAVE MEN STANDBY TO TEND AS NECESSARY
6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.
PUT WINCHES IN DOUBLE GEAR (FOR SLOW OPERATION) CLEAR AREA OF THE DECK WHERE THE WEIGHT IS TO BE LANDED OF ALL OBSTRUCTIONS AND LAY HEAVY DUNNAGE TO SPREAD LOAD. CHECK SHIP’S DATA TO ENSURE DECK IS STRONG ENOUGH TO SUPPORT LOAD. (DECK LOAD CAPACITY PLAN) CLEAR ARE OF ALL BUT ESSENTIAL PERSONNEL ENSURE WINCH DRIVERS COMPETENT AND FULLY AWARE OF WHO IS TO GIVE DIRECTIONS. SECURE STEADYING LINES TO CORNERS OF LOADS REMOVE RAILS IF POSSIBLE CAST OFF ANY BARGES ALONGSIDE INFORM ALL RELEVANT PERSONNEL BEFORE LIFT BEGINS RAISE GANGWAY BEFORE LIFT COMMENCES USE LIFTING POINTS - OTHERWISE SLING IT, USING DUNNAGE FOR SHARP CORNERS SET TIGHT STEAM GUYS BEFORE LIFTING WHEN ALL READY TAKE WEIGHT SLOWLY THEN STOP AND INSPECT ALL AROUND BEFORE LIFTING FURTHER.
VESSEL LAID-UP JOIN AS C/O HAVE TO USE LIFTING GEAR PROCEDURE 1. CONSULT RIGGING PLAN 2. OR MANUFACTURES INSTRUCTION 3. RIG DERRICK ACCORDINGLY 4. BRING IN A SURVEYOR. LATERAL DRAG (LOADING A HEAVY LIFT ON TO A TRUCK) SIMULTANEOUSLY COME BACK ON THE TOPPING LIFTS AND LIFTING PURCHASE TO KEEP THE PLUMBLINE INTACT.
HEAVY LIFT
REQUIRED INFORMATION I WILL TRY TO COLLECT INFORMATION ABOUT THE HEAVY LIFT, SUCH AS: WHAT TYPE OF CARGO. THE WEIGHT OF CARGO. DIMENSIONS AND SIZE OF THE CARGO. CARGO WILL BE LOADED BY SHIP/SHORE'S LIFTING GEAR. WHEN THE CARGO IS ARRIVING. DESTINATION OF CARGO. WHERE THE CARGO WILL BE LOADED AS PER SHIPPER'S INSTRUCTION. INCLUDE THE HEAVY LIFT IN CARGO PLAN, CONSIDERING ALL THE ASPECTS OF CARGO PLANNING..
RIGGING OF HEAVY LIFT ALL GEARS ASSOCIATED WITH LIFTING SUCH AS RUNNERS, GUY PENDANTS, TACKLES, BLOCKS ETC, TO BE EXAMINED CAREFULLY. LIFTING GEARS AND ASSOCIATED EQUIPMENTS TO BE GREASED AND RENEWED AS NECESSARY. ALL OTHER RIGGINGS CLEARED. RIG WIRES, BLOCKS ETC AS PER RIGGING PLAN. RIG PREVENTERS AND BACKSTAYS AS PER THE PLAN. TOPPING LIFT IN GOOD CONDITION AND SECURELY SHACKLED (MOUSED). WINCHES SHOULD BE IN DOUBLE GEAR. DERRICK UNCLAMPED FROM MAST. SET TIGHT PREVENTER GUYS. RIG EXTRA STAYS IF REQUIRED ONCE CLAMP REMOVED, TAKE WEIGHT ON MESSENGER AND SLOWLY LOWER THE DERRICK.
PRIOR LIFTING CHECK VESSEL’S STABILITY. MAXIMUM POSSIBLE LOSS OF GM IN THE OPERATION TO BE CALCULATED. MAXIMUM POSSIBLE LIST AND TRIM DURING OPERATION TO BE CALCULATED. FREE SURFACE EFFECTS TO BE CONSIDERED. ALL TANKS SHOULD BE PRESSED UP OR EMPTY TO AVOID FREE SURFACE EFFECT. VESSEL TO BE EVEN KEEL AND UPRIGHT AS FAR AS PRACTICABLE. RIG FENDERS. CAST OFF ANY BARGE. TEST THE SWL OF THE LIFTING GEAR AND ASSOCIATED EQUIPMENTS, IT MUST BE BELOW THE WEIGHT TO BE LIFTED. CHECK LOAD DENSITY OF THE HATCH/DECK AREA THE LOAD BEING LOADED. LOAD DENSITY MUST NOT EXCEED THE VALUE GIVEN IN STABILITY BOOKLET. DISTRIBUTE LOAD ON DECK USING DUNNAGE. RAILS REMOVED. BARGES CAST OFF. UNNECESSARY PERSONNEL REMOVED. LASHING ARRANGEMENT IS SUFFICIENT. EXTRA LASHING POINTS MAY BE WELDED.
WHEN LIFTING INFORM E/ROOM AND GALLEY.
INFORM ALL RELEVANT PERSONNEL. ENSURE FORE AND AFT MOORINGS ARE TAUT AND TENDED. USE STEADYING LINES (SWING PREVENTERS). COMPETENT WINCHMAN. COMMUNICATION SIGNALS UNDERSTOOD. STANDARD SIGNALS AS PER COSWP TO BE USED. ONLY ONE COMPETENT PERSON TO SIGNAL THE WHOLE OPERATION. WHOLE OPERATION TO BE SUPERVISED BY A RESPONSIBLE OFFICER. RAISE GANGWAY. THE DERRICK TO BE PLUMBED OVER THE WEIGHT. TAKE WEIGHT SLOWLY. LIFT THE LOAD SLOWLY, SWING IN THE CORRECT POSITION AND LOAD ON THE APPROPRIATE POSITION. CONTROL SWING BY STEADYING STAYS. CONSIDER EMERGENCY ACTION IF VESSEL DEVELOPS HEAVY LIST (MORE THAN CALCULATED) DURING THE OPERATION. TAKE PROPER LASHING, CONSIDERING HEAVY WEATHER ON THE VOYAGE.
BEST PLACE TO LOAD BEST PLACE IS WHERE EXTRA STRENGTHENING IS PROVIDED BY: LONGITUDINALS, PLATE FLOORS. SOLID FLOORS OR TRANSEVERSES. EXAMPLES: ALONG LONGITUDINAL CENTER GIRDER, LOWER HOLD ABAFT MACHINERY SPACE. LOAD DENSITY NOT TO BE EXCEEDED. IN THE HATCH, IN PREFERENCE TO ON DECK BECAUSE OF LARGER GM.
WHAT PRECAUTIONS WILL YOU TAKE BEFORE ENTRY INTO DRYDOCK? WHAT DO YOU KNOW ABOUT SAR? GENERAL: • FOR SURFACE AND AIR FACILITIES TO SEARCH PATTERNS AND PROCEDURES MUST BE PRE-PLANNED SO SHIPS AND AIRCRAFT CAN CO-OPERATE IN CO-ORDINATED OPERATIONS WITH THE MINIMUM RISK AND DELAY. • STANDARD SEARCH PATTERNS HAVE BEEN ESTABLISHED TO MEET VARYING CIRCUMSTANCES. RESPONSIBILITIES OF OSC
• THE OSC SHOULD OBTAIN A SEARCH ACTION PLAN FROM THE SMC VIA THE RCC OR RSC AS SOON AS POSSIBLE. NORMALLY, SEARCH PLANNING IS PERFORMED USING TRAINED PERSONNEL, ADVANCED SEARCH PLANNING TECHNIQUES, AND INFORMATION ABOUT THE INCIDENT OR DISTRESSED CRAFT NOT NORMALLY AVAILABLE TO THE OSC. HOWEVER, THE OSC MAY STILL NEED TO PLAN A SEARCH UNDER SOME CIRCUMSTANCES. SEARCH OPERATIONS SHOULD COMMENCE AS SOON AS FACILITIES ARE AVAILABLE AT THE SCENE. IF A SEARCH PLAN HAS NOT BEEN PROVIDED BY THE SMC, THE OSC SHOULD DO THE PLANNING UNTIL AN SMC ASSUMES THE SEARCH PLANING FUNCTION. SIMPLIFIED TECHNIQUES ARE PRESENTED BELOW. • MODIFY SEARCH PLANS BASED ON CHANGES IN THE ON-SCENE SITUATION, SUCH AS: ARRIVAL OF ADDITIONAL ASSISTING FACILITIES RECEIPT OF ADDITIONAL INFORMATION CHANGES IN WEATHER, VISIBILITY, LIGHTING CONDITIONS ETC. • IN CASE OF LANGUAGE DIFFICULTIES, THE INTERNATIONAL CODE OF SIGNALS AND STANDARD MARINE NAVIGATIONAL VOCABULARY SHOULD BE USED. • ON ASSUMING THE DUTY, THE OSC SHOULD INFORM THE APPROPRIATE CRS OR ATS UNIT AND KEEP IT INFORMED OF DEVELOPMENTS AT REGULAR INTERVALS. • THE OSC SHOULD KEEP THE SMC INFORMED AT REGULAR INTERVALS AND WHENEVER THE SITUATION HAS CHANGED. ♣ PLANNING THE SEARCH DATUM • IT WILL BE NECESSARY TO ESTABLISH A DATUM, OR GEOGRAPHIC REFERENCE, FOR THE AREA TO BE SEARCHED. THE FOLLOWING FACTORS SHOULD BE CONSIDERED: REPORTED POSITION AND TIME OF THE SAR INCIDENT ANY SUPPLEMENTARY INFORMATION SUCH AS DF BEARING OR SIGHTINGS TIME INTERVAL BETWEEN THE INCIDENT AND THE ARRIVAL OF SAR FACILITIES ESTIMATED SURFACE MOVEMENTS OF THE DISTRESS CRAFT OR SURVIVAL CRAFT, DEPENDING ON DRIFT ( THE TWO FIGURES FOLLOWING THIS DISCUSSION ARE USED IN CALCULATING DRIFT.) THE DATUM POSITION FOR THE SEARCH IS FOUND AS FOLLOWS: - DRIFT HAS TWO COMPONENTS: LEEWAY AND TOTAL WATER CURRENT - LEEWAY DIRECTION IS DOWNWIND - LEEWAY SPEED DEPENDS ON WIND SPEED - THE OBSERVED WIND SPEED WHEN APPROACHING THE SCENE MAY BE USED FOR ESTIMATING LEEWAY SPEED OF LIFERAFTS BY USING THE GRAPH FOLLOWING THIS DISCUSSION ( PERSONS IN THE WATER (PIW)
HAVE NO LEEWAY WHILE LIFERAFT STABILITY AND SPEED VARY WITH OR WITHOUT DROGUE OR BALLAST.) - TOTAL WATER CURRENT MAY BE ESTIMATED BY COMPUTING SET AND DRIFT WHEN APPROACHING THE SCENE - DRIFT DIRECTION AND SPEED IS THE VECTOR SUM OF LEEWAY AND TOTAL WATER CURRENT DRIFT DISTANCE IS DRIFT SPEED MULTIPLIED BY THE TIME INTERVAL BETWEEN THE INCIDENT TIME, OR TIME OF THE LAST COMPUTED DATUM, AND THE COMMENCED SEARCH TIME DATUM POSITION IS FOUND BY MOVING FROM THE INCIDENT POSITION, OR LAST COMPUTED DATUM POSITION, THE DRIFT DISTANCE IN THE DRIFT DIRECTION AND PLOTTING THE RESULTING POSITION ON A SUITABLE CHART. TOTAL
WATER
CURRENT (KTS) LEEWAY (KTS) DRIFT (KTS)
COMPUTING DRIFT SPEED AND DIRECTION FROM TOTAL WATER CURRENT AND LEEWAY.
DATUM 1 DRIFT DISTANCE (NM) DATUM 2 DETERMINING A NEW DATUM ( DRIFT DISTANCE = DRIFT SPEED X DRIFT TIME) • PLOT THE SEARCH AREA: DRAW A CIRCLE CENTRED ON DATUM WITH RADIUS R. USING TANGENTS TO THE CIRCLE, FROM A SQUARE AS SHOWN BELOW IF SEVERAL FACILITIES WILL BE SEARCHING AT THE SAME TIME, DIVIDED THE SQUARE INTO SUB-AREAS OF THE APPROPRIATE SIZE AND ASSIGN SEARCH FACILITIES ACCORDINGLY. MOST PROBABLE AREA
R DATUM USE R =10 MILES FOR INITIAL AREA
SEARCH PATTERNS EXPANDING SQUIRE SEARCH (SS) • 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 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 IS USUALLY ORIENTED DIRECTLY INTO THE WIND TO MINIMIZE NAVIGATIONAL ERRORS. • IT IS DIFFICULT FOR FIXED-WING AIRCRAFT TO FLY LEGS CLOSE TO DATUM IF S IS LESS THAN 2 NM. 4S 2S 3S
S S 3S
2S
4S
5S EXPANDING SQUIRE SEARCH (SS) SECTOR SEARCH (VS) • MOST EFFECTIVE WHEN THE POSITION OF THE SEARCH OBJECT IS ACCURATELY KNOWN AND THE SEARCH AREA IS SMALL. • USED TO SEARCH A CIRCULAR AREA CENTRED ON A DATUM POINT.
• DUE TO SMALL AREA INVOLVED, THIS PROCEDURE MUST NOT BE USED SIMULTANEOUSLY BY MULTIPLE AIRCRAFT AT A SIMILAR ALTITUDES OR BY MULTIPLE VESSELS. • AN AIRCRAFT AND A VESSEL MAY BE USED TOGETHER TO PERFORM INDEPENDENT SECTOR SEARCHES OF THE SAME AREA. • A SUITABLE MARKER ( FOR EXAMPLE, A SMOKE FLOAT OR A RADIO BEACON ) MAY BE DROPPED AT THE DATUM POSITION AND USED AS A REFERENCE OR NAVIGATIONAL AID MARKING THE CENTRE OF THE PATTERN. • FOR AIRCRAFT, THE SEARCH PATTERN RADIUS IS USUALLY BETWEEN 5 NM AND 20 NM. • FOR VESSEL, THE SEARCH PATTERN RADIUS IS USUALLY BETWEEN 2 NM AND 5 NM, AND EACH TURN IS 120º, NORMALLY TURNED TO STARBOARD.
FURTHER ACTION ON COMPLETION OF INITIAL PHASE • THE OSC WILL NORMALLY CONSIDER THE INITIAL PHASE TO HAVE BEEN COMPLETED WHEN, IN THE ABSENCE OF FURTHER INFORMATION, SEARCHING SHIPS HAVE COMPETED ONE SEARCH OF THE MOST PROBABLE AREA. • IF AT THAT STAGE NOTHING HAS BEEN LOCATED, IT WILL BE NECESSARY FOR THE OSC TO CONSIDER THE MOST EFFECTIVE METHOD OF CONTINUING THE SEARCH. • FAILURE TO LOCATE THE SEARCH OBJECT MAY BE DUE TO ONE OR MORE OF THE FOLLOWING CAUSING: Ž ERRORS IN POSITION OWING TO NAVIGATIONAL INACCURACIES OR INACCURACY IN THE DISTRESS COMMUNICATIONS REPORTING THE POSITION. THIS IS ESPECIALLY LIKELY TO APPLY IF THE POSITION OF DATUM WAS BASED ON AN ESTIMATED POSITION USING INCOMPLETE INFORMATION Ž AN ERROR IN DRIFT ESTIMATION Ž FAILURE TO THE SEARCH OBJECT DURING THE SEARCH ALTHOUGH IT WAS IN THE SEARCH AREA. THIS IS MOST LIKELY TO OCCUR IF THE SEARCH OBJECT IS A SMALL CRAFT, OR SURVIVORS IN THE WATER Ž THE CRAFT HAVING SUNK WITHOUT A TRACE. OTHER THAN THE CASE OF A SMALL SHIP OR CRAFT IN ROUGH WEATHER, EXPERIENCE HAS SHOWN THAT THERE ARE USUALLY SOME TRACE, EVEN IF ONLY DEBRIS OR OIL PATCHES.
NAVIGATIONAL INACCURACIES OF SEARCHING SHIPS • THIS IS MOST LIKELY TO APPLY WHEN NAVIGATIONAL FIXES CANNOT BE OBTAINED. IN THIS SITUATION, THE OSC MAY: Ž RE-SEARCH THE SAME AREA, ALLOWING FOR ADDED DRIFT DURING THE TIME ELAPSED SINCE CALCULATING LAST DATUM;
Ž EXPAND THE MOST PROBABLE AREA, AFTER ALLOWING FOR ADDED DRIFT, AND SEARCH THE EXPANDED AREA; OR Ž EXPAND THE AREA MORE IN ONE DIRECTION THAN ANOTHER, DEPENDING ON CIRCUMSTANCE AND INFORMATION AVAILABLE. • DETERMINE A NEW PROBABLE AREA BASED UPON ANY ADDITIONAL INFORMATION RECEIVED. • WHERE INFORMATION IS RECEIVED TO INDICATE THAT THE ORIGINAL DATUM WAS GROSSLY INACCURATE, DETERMINING AN ENTIRELY NEW PROBABLE AREA WOULD BE ADVISABLE. • A SMALL SEARCH OBJECT, WHICH IS EASILY MISSED IN THE DAY TIME, MAY BECOME VISIBLE AT NIGHT TIME IF IT SHOWS LIGHTS, FLARES, OR OTHER PYROTECHNICS. • THE OSC SHOULD, THEREFORE, CONSIDER USING SURFACE CRAFT AT NIGHT TO RE-SEARCH AREAS COVERED BY DAY. • IT IS GOOD PRACTICE WHEN SEARCHING FOR SURVIVORS IN SMALL CRAFT, IN SURVIVAL CRAFT, OR IN THE WATER, TO STOP THE ENGINES OCCASIONALLY AT NIGHT AND IN RESTRICTED VISIBILITY BY DAY TO LISTEN FOR CRIES FOR HELP.
EVIDENCE OF DISTRESSED CRAFT FOUND • IN SOME CASE, THE SEARCH MAY PROVIDE EVIDENCE OF THE DISTRESSED CRAFT WITHOUT SURVIVORS BEING FOUND. • THIS EVIDENCE MAY PROVIDE INFORMATION FOR A RECALCULATION OF DATUM AND REVISION OF THE SEARCH AREA. • A LOW-LYING, HALF-SUNKEN LOADED SHIP OR AIRCRAFT MAY DRIFT MORE SLOWLY THAN A FLOATING SURVIVAL CRAFT, EVEN IF A DROGUE IS USED. • A DERELICT MAY DRIFT AT A CONSIDERABLE ANGLE OFF THE PREVAILING WIND DIRECTION. • WHEN WRECKAGE IS LOCATED IT USUALLY CONSISTS OF DEBRIS, POSSIBLY WITH AN OIL SLICK. • SHOULD THIS HAVE COME FROM THE DISTRESSED CRAFT, SURVIVAL CRAFT WILL USUALLY BE FOUND DOWNWIND FROM THE DEBRIS. Q: WHERE WILL YOU GET THE INFORMATION REGARDING SEARCH PATTERN. A:
IN IAMSAR.
SEARCH PATTERNS SEARCH PATTERN WILL DEPEND ON THE FOLLOWINGS:
• SIZE OF AREA TO BE SEARCHED. • TYPE OF DISTRESSED CRAFT. • SIZE OF DISTRESSED CRAFT. • METEOROLOGICAL VISIBILITY. • CLOUD CEILING. • TYPE OF SEA CONDITIONS. • TIME OF DAY. • ARRIVAL TIME OF DATUM. NORMALLY THREE BASIC SEARCH PATTERNS ARE USED. NAMELY: • PARALLEL SWEEP SEARCH • EXPANDING SQUARE SEARCH • SECTOR SEARCH PARALLEL SWEEP SEARCH (PS): • USED TO SEARCH A LARGE AREA WHEN SURVIVOR'S LOCATION IS UNCERTAIN. • MAY BE USED WITH SINGLE OR MULTIPLE VESSELS. • COMMENCE SEARCH POINT (CSP) IS ONE OF THE CORNERS OF THE SEARCH AREA. • CSP MAY BE A CORNER OF A SUB AREA IF A LARGE AREA IS TO SEARCH. • IT IS ½ TRACK SPACE INSIDE THE RECTANGLE FROM EACH OF THE TWO SIDES FORMING THE RECTANGLE. • ORIENTATION IS GENERALLY IN THE ESTIMATED DIRECTION OF DRIFT OF THE SEARCH OBJECT.
PARALLEL SWEEP SEARCH BY ONE SHIP:
PARALLEL SWEEP SEARCH BY TWO SHIPS:
EXPANDING SQUARE SEARCH (SS): • MOST EFFECTIVE WHEN LOCATION OF OBJECT IS KNOWN TO BE WITHIN CLOSE LIMIT • CSP (COMMENCE SEARCH POINT) IS ALWAYS DATUM. • FIRST LEG USUALLY ORIENTED INTO THE WIND. • SUITABLE FOR USE BY A SINGLE VESSEL OR BOAT • USED WHEN SEARCHING FOR PERSONS IN WATER. • SEARCH OBJECT WITH NO LEEWAY.
SECTOR SEARCH (VS): • • • • • • • • •
MOST EFFECTIVE WHEN LOCATION OF SEARCH OBJECT IS ACCURATELY KNOWN. SEARCH AREA TO BE SMALL. USED TO SEARCH A CIRCULAR AREA. CENTER IS DATUM POSITION. DATUM MAY BE MARKED BY DROPPING A SUITABLE MARKER, SUCH AS A LIFE BUOY SEARCH RADIUS IS NORMALLY 2 - 5 N. MILES FOR VESSELS. EACH TURN IS 120°, NORMALLY TO STARBOARD. SECOND SEARCH LEG IS 30º OFF FROM THE FIRST LEG. CSP (COMMENCE SEARCH POINT) IS ONE SIDE OF THE CIRCULAR SEARCH AREA.
3.11.
CAN YOU RELAY A DISTRESS MESSAGE?
VIEW ANS
BERTHING AGAINST TIDE IN A RIVER?
HAVE ANCHORS CLEAR AND HEAVING LINES ,FENDERS AND MOORING ROPES READYSTEAM SLOWLY UP WITH JUST ENOUGH WAY ON TO STEM THE TIDE AND CARRY YOU OVER THE GROUND. (THE SHIP IS TO BE STEERED ALONGSIDE SO THE APPROACH PATH OF THE BOW WANTS TO BE DIRECT FOR THE BOW POSITION,THIS DOES NOT MEAN HOWEVER THAT THE SHIP’S HEAD WANTS TO BE POINTED DIRECT AT THE BOW POSITION OF THE BERTH).THE APPROACH TO THE BERTH SHOULD BE MADE WITH THE TIDE FINE ON THE BOW(ABOUT ½ POINT) SO THAT THE APPROACH PATH WOULD BE ABOUT 2 POITS. WHEN BOW IS ABOUT HALF A BEAM WIDTH OFF THE BERTH,REDUCE REVS JUST TO STEM THE TIDE AND HAVE FENDERS READY. GET THE HEAD LINES ASHORE AND TIGHT AS SOON AS POSSIBLE AND THEN STOP ENGINES AND LET THE TIDE BRING HER ALONGSIDE.SEND THE BACK SPRING AWAY FROM AFT FIRST TO SUPPORT THE HEAD ROPE.THEN MAKE WELL FAST FORE AND AFT.
EXPLAIN RUNNING MOOR?
WHAT ARE CLASSIFICATION SOCIETIES?
AN INTERNATIONAL CLASSIFICATION SOCIETY HAS BEEN DEFINED AS AN INDEPENDENT,NON GOVERNMENTAL,NON PROFIT DISTRIBUTING ORGANIZATION,WHICH DEVELOPS AND UPDATES ADEQUATE PUBLISHED RULES,REGULATIONS AND STANDARDS FOR THE SAFE DESIGN CONSTRUCTION AND PERIODICAL MAINTENANCE OF SHIPS WHICH ARE CAPABLE OF TRADING INTERNATIONALLY,AND IMPLEMENTS THESE ON A WORLDWIDE BASIS USING ITS OWN EXCLUSIVE STAFF.
WHAT ARE THE FUNCTIONS OF ICS MEMBERS? THROUGH WHICH CONVENTION AND WHEN WAS THE PORT STATE CNTROL ENFORCED? SOLAS,LOAD LINE , MARPOL, COLREG, STCW, ILO, CARGO AND OTHER OPERATION IN ACCORDANCE WITH IMO GUIDE LINES, COMPLIANCE WITH FIRE AND ABONDON SHIP DRILL OF CREW MEMBERS,UP TO DATE MUSTER LIST, ABILITY TO COMMUNICATE WITH EACH OTHER.
WHAT IS ISM DOCUMENTS REQUIREMENTS? INTERNATIONAL SAFETY MANAGEMENT CODE. A: DEFINITION: ISM MEANS THE INTERNATIONAL SAFETY MANAGEMENT CODE FOR THE SAFE OPERATION OF SHIPS AND POLLUTION PREVENTION. OBJECTIVE: 1) TO ENSURE SAFETY AT SEA, PREVENTION OF HUMAN INJURY OR LOSS OF LIFE AND AVOIDANCE OF DAMAGE TO THE ENVIRONMENT. 2) PROVIDE FOR SAFE PRACTICES IN SHIP OPERATION AND SAFE WORKING ENVIRONMENT. 3) ESTABLISH SAFEGUARDS AGAINST ALL IDENTIFIED RISKS. ELEMENTS: 1) POLICY: COMPANY HAVE TO DEVELOP A POLICY FOR SAFETY AND ENVIRONMENT PROTECTION POLICY. 2) PROCEDURE: COMPANY TO ESTABLISH PROCEDURE TO ENSURE SAFE OPERATION OF SHIPS AND PROTECTION. 3) DESIGNATED PERSON: PERSON ASHORE HAVING DIRECT ACCESS TO THE HIGHEST LEVEL OF MANAGEMENT. 4) MASTER RESPONSIBILITY AND AUTHORITY: • IMPLEMENTING THE SAFETY AND ENVIRONMENTAL PROTECTION POLICY OF THE COMPANY. • MOTIVATING THE CREW IN THE OBSERVATION OF THAT POLICY. • ISSUING APPROPRIATE ORDER AND INSTRUCTION IN A CLEAR AND SIMPLE MANNER. • VERIFYING SPECIFIC REQUIREMENTS ARE OBSERVED AND
• RECEIVING THE SMS AND REPORTING ITS DEFICIENCIES TO THE SHORE BASED MANAGEMENT. 5) RESOURCE AND PERSONNEL: • COMPANY SHOULD ENSURE MASTER PROPERLY QUALIFIED AND FULLY CONVERSANT WITH COMPANY’S SMS. • COMPANY SHOULD ENSURE EACH SHIP IS MANNED WITH QUALIFIED, CERTIFICATED AND MEDICALLY FIT SEAFARERS AND GIVEN PROPER FAMILIARISATION WITH THEIR DUTIES. 6) SHIPBOARD OPERATIONS: COMPANY SHOULD ESTABLISHED PROCEDURES FOR THE PREPARATION OF PLANS AND INSTRUCTIONS FOR KEY SHIPBOARD OPERATIONS CONCERNING THE SAFETY OF THE SHIP AND PREVENTION OF POLLUTION. 7) EMERGENCY PREPAREDNESS: COMPANY SHOULD ESTABLISHED PROCEDURES TO IDENTIFY, DESCRIBE AND RESPOND TO POTENTIAL EMERGENCY SHIPBOARD SITUATIONS, AND PROGRAMMES FOR DRILLS AND EXERCISES. 8) NON-CONFORMITIES & REPORTINGS: WHEN ANY WORK GOES OUT OF PLAN. COMPANY SHOULD ESTABLISH PROCEDURES FOR THE IMPLEMENTATION OF CORRECTIVE ACTION. 9) MAINTENANCE OF THE SHIP AND EQUIPMENT: COMPANY SHOULD ENSURE INSPECTION HELD, ANY NON-CONFORMITY IS REPORTED, APPROPRIATE CORRECTIVE ACTION TAKEN AND ALL ACTIVITIES RECORDED. 10) DOCUMENTATION’S: COMPANY SHOULD ESTABLISH AND MAINTAIN PROCEDURES TO CONTROL ALL DOCUMENTS AND DATA WHICH ARE RELEVANT TO SMS. 11) INTERNAL AUDIT: COMPANY SHOULD CARRYOUT INTERNAL AUDIT TO VERIFY ALL POLICY IMPLEMENTED. 12) EXTERNAL AUDIT: TO VERIFY COMPANY AND SHIP ARE WORKING AS PER SMS. 13) CERTIFICATION: SAFETY MANAGEMENT CERTIFICATE TO BE GIVEN TO A SHIP AFTER AUDIT.
FOR CLASS 7 (T) IN ADDITION TO THE ABOVE: • INERT GAS SYSTEM: REQUIRED IF TANKER OVER 20,000T AND CARRYING VOLATILE OIL; ALSO REQUIRED IF ENGAGED IN CRUDE OIL WASHING. • FIXED DECK FOAM SYSTEM: TO PROVIDE 50MM FOAM ON DECK IN NO THAN 15MINS. (150MM IN MACHINERY SPACES / BOILER ROOMS) • PUMP ROOM:
FIXED FIRE EXTINGUISHING SYSTEM OPERABLE FROM OUTSIDE COMPARTMENT. • FIREMAN’S OUTFITS: AT LEAST 4. ONE AIR HOSE TYPE, REMAINDER SELF CONTAINED.
WHAT ARE MASTER’S OBLIGAIONS UNDER ISM? •
THE COMPANY SHOULD CLEARLY DEFINE AND DOCUMENT THE MASTER’S RESPONSIBILITY WITH REGARDS TO IMPLEMENTING THE COMPANIES SAFETY AND ENVIRONMENTAL-PROTECTION POLICY, AND THE SMS SHOULD INCLUDE A CLEAR STATEMENT EMPHASIZING THE MASTER’S AUTHORITY. • ANY SYSTEM OF CHECKS USED BY THE COMPANY SHOULD ALLOW FOR AND TAKE ACCOUNT OF THE MASTER’S OVERRIDING AUTHORITY TO TAKE WHATEVER ACTION HE CONSIDERS TO BE IN THE BEST INTERESTS OF PERSONS ON BOARD, THE YACHT AND THE MARINE ENVIRONMENT. MASTER'S RESPONSIBILITY AND AUTHORITIES ARE DEFINED IN THE FOLLOWING ASPECTS: • IMPLEMENTING THE SAFETY AND ENVIRONMENTAL PROTECTION POLICY OF THE COMPANY. • MOTIVATING THE CREWS IN THE OBSERVATION OF THE POLICY. • ISSUING APPROPRIATE ORDERS AND INSTRUCTION IN CLEAR AND SIMPLE MANNER. • VERIFYING THE SPECIFIED REQUIREMENTS ARE BEING OBSERVED. REVIEWING THE SMS AND REPORTING ITS DEFICIENCIES TO THE SHORE BASED MANAGEMENT.
WHAT AUTHORTY ISSUES SHIP CERTIFICATES? WHAT IS THE FUNCTION OF MMD IN PAKISTAN? WHAT CERTIFICATES ARE REQUIRED FOR LOADING DANGEROUS GOODS? EXPLAIN ALL COLUMNS IN IMDG BOOK 2? DRY DOCK PREPARATIONS, ONE MONTH BEFORE DOCK? • •
BEFORE DOCKING MAKE A REPAIR LIST. CONTACT WITH DRY DOCK AUTHORITIES
AGREED DRAUGHT AND TRIM. (UPRIGHT WITH SMALL TRIM) SUPPLY SHIPS PLAN, INCLUDING SHELL EXPANSION PLAN SHOWING POSITION OF APPENDAGES, INLET, DISCHARGE, ECHO SOUNDERS, PROJECTING LOGS, BILGE KEELS, PROPELLERS, ETC., CARGO PLAN IF ANY CARGO ON BOARD, ANY AVAILABLE PLANS FROM PREVIOUS DRY DOCK WHICH MIGHT BE USEFUL. CONFIRM WHETHER THE DOCK IS GRAVING OR FLOATING DOCK, WHETHER SIDE SHORES OR BILGE BLOCK WILL BE USED. CONFIRM THE FACILITIES ARE SUPPLIED - TOILETS, FIRE MAIN, TELEPHONE ETC. RIG FENDERS AS NECESSARY. • CALCULATE STABILITY CONDITION (PARTICULARLY FOR CRITICAL INSTANT). MINIMISE FREE SURFACE AND SECURE MOVEABLE WEIGHTS. P= (COT X MCTC) / LCF, {P = REDUCTION OF TMD X TPC} VIRTUAL LOSS OF GM = ( P X KM ) / W COT= ( W X D ) / MCTC. • IF POSSIBLE EMPTY FORE AND AFT PEAK TANKS ( UNSUPPORTED WEIGHTS INCREASE HOGGING STRESS) • LOWER DERRICKS AND CRANES AND ENSURE HATCHES CLOSED. AFTER DOCKING • SECURE TWO MEANS OF ACCESS/ESCAPE ( EG. GANGWAY PORT FORWARD AND STARBOARD AFT) • TAKES SOUNDING OF ALL SPACES AND RECORD RESULT. • ESTABLISH SHORE CONNECTION FOR TELEPHONE, FIRE LINE, DOMESTIC WATER, ELECTRIC POWER. SECURE EARTH RETURN LINE. • CLARIFY RESPONSIBILITIES BETWEEN SHIP AND SHORE (EG. WATCHMAN, FIRE PATROLS) • ARRANGE SANITATION/TOILETS/WASTE DISPOSAL. CLOSE/PLUG SCUPPERS, OVERBOARD DISCHARGE, ETC. • SAFETY STORE (CHIEF MATE OFFICE) ANY BOTTOM PLUG REMOVED. BEFORE FLOODING DOCK • TAKE SOUNDING OF ALL SPACES AND COMPARE WITH SOUNDINGS ON ENTRY ( IF ANY DIFFERENCE, RE-WORK STABILITY CONDITION FOR CRITICAL INSTANT). • CHECK ALL PLUGS BACK IN PLACE.
• ENSURE ALL STAGING REMOVED. DISCONNECT ALL UTILITIES. REMOVE GANGWAYS. Q: WHAT IS CRITICAL INSTANT? A: AS THE WATER IS PUMPED OUT THE VESSEL’S TRIM WILL REDUCE UNTIL THE SHIP LANDS FORE AND AFT ON THE BLOCKS. THE INSTANT BEFORE THIS HAPPENS IS KNOWN AS THE CRITICAL INSTANT. Q: WHAT PRECAUTION YOU WOULD TAKE WHILE DOCKING WITH CARGO? A: 1. LEAVE SOME WATER IN THE DOCK SO THAT THE VESSEL IS STILL DISPLACING WATER, THEREBY REDUCING THE UPTHRUST FROM THE BLOCKS. 2. INCREASE THE NUMBER OF LINES OF BLOCKS SUPPORTING THE VESSEL SO AS TO SPREAD THE LOAD. ( N.B. BLOCKS SHOULD ALWAYS BE LAID IN LINE WITH LONGITUDINAL BOTTOM GIDERS). Q: WHAT IS DECLIVITY? A: THE DECLIVITY OF THE DRYDOCK IS THE SLOP OF THE BOTTOM OF THE DOCK TOWARDS THE ENTRANCE ( THIS ASSIST IN THE DRAINAGE OF THE DOCK).
WHAT IS CRITICAL PERIOD? THE INTERVAL OF TIME BETWEEN THE VESSEL TOUCHING THE BLOCKS AFT AND LANDING FORE AND AFT IS KNOWN AS THE CRITICAL PERIOD SINCE THE VESSEL IS LOSING STABILITY THROUGHOUT THIS PERIOD.
6 MONTHS PRIOR TO DOCKING
1. REMIND YOUR CPOS THAT DOCKING WILL BE A GOOD OPPORTUNITY TO OVERHAUL OR REPLACE THE SKIN VALVES IN YOUR DIVISION’S COMPARTMENTS.
2. ORDER ANY REPLACEMENTS FOR SKIN VALVES, BE SURE TO GET REQUISITION NUMBERS FROM SUPPLY.
3. ROUTE A MEMO TO THE MPA, AUX-O, ASWO, AND WEPS SO THAT THEY CAN DO THE SAME, BUT MAKE IT CLEAR
THAT THEY WILL BE RESPONSIBLE FOR OBTAINING AND REPLACING THEIR OWN SKIN VALVES.
4. ENSURE ALL JOBS REQUIRED TO BE DONE TO YOUR SYSTEMS AND GEAR ARE IN THE SHIP’S CSMP FILE SO THAT THEY WILL BE PICKED UP IN THE CONTRACT. DOCKING PLANNING CONFERENCE THE DCA IS RESPONSIBLE TO ENSURE THE FOLLOWING SERVICES ARE WRITTEN INTO THE CONTRACT: 60 HZ, 450 VAC 250 VDC CHT CONNECTIONS LP AIR FIREMAIN SEA WATER SERVICE FOR DIESEL OR A/C PLANT DOCKING ARRANGEMENTS ALL DETAILS ARE WORKED OUT IN ADVANCE BY THE DOCKING MASTER, SUPSHIPS REPRESENTATIVE, AND THE COMMANDING OFFICER. ALTHOUGH THE FOLLOWING DETAILS MAY NOT NECESSARILY BE YOUR RESPONSIBILITY, THEY ARE CONSIDERATIONS FOR DOCKING: 1. TIME AND DATE OF DOCKING 2. TUGS AND PILOT TO BE USED 3. WHETHER BOW OR STERN ENTER THE DOCK FIRST 4. PROPER CONDITIONS OF LIST AND TRIM 5. HANDLING OF LINES 6. RECORD OF TANK SOUNDINGS BEFORE THE SHIP IS DRYDOCKED 7. GANGWAYS TO BE USED 8. UTILITIES TO BE FURNISHED TO THE SHIP, SUCH AS ELECTRIC POWER, STEAM, AND WATER
9. SANITARY SERVICES TO BE PROVIDED 10. GARBAGE AND REFUSE DISPOSAL FACILITIES NEEDED 11. DRYDOCK SAFETY PRECAUTIONS 12. PUMPING PLANS OR OTHER INSTRUCTIONS OR OPERATING DIRECTIVES FOR BALLASTING/DEBALLASTING FLOATING DRYDOCK WITH OR WITHOUT SHIP IN BASIN.
DOCKING INFORMATION THE COMMANDING OFFICER SHALL FURNISH THE DOCKING MASTER OR SUPSHIPS REPRESENTATIVE WITH THE FOLLOWING INFORMATION: 1. PLACE AND DATE OF LAST DOCKING 2. LAST DOCKING POSITION 3. DATE AND FILE NUMBER OF LAST DOCKING REPORT 4. NUMBER OF DAYS UNDERWAY SINCE LAST DOCKING 5. GENERAL ITINERARY OF SHIP MOVEMENTS (IF NOT CLASSIFIED) 6. PAINT HISTORY FOR LAST COMPLETE PAINTING 7. HISTORY OF TOUCH-UP PAINTING 8. SHIP WEIGHT DISTRIBUTION (INCLUDING TANK SOUNDING REPORT) 9. OFFLOAD SUPPLIES AND HAZARDOUS STORES 10. LOCK SCREWS IN DRYDOCK POSITION 11. HAVE 0° LIST AND NO EXCESSIVE TRIM AS PER NSTM 997 PRIOR TO DOCKING 1. ENSURE DRY DOCKING BILL IS COMPLETED. (DETAILS IN OPNAVIST 3120.32A SORM PG. 6-65)
A. PROVIDE LAST PLAN TO DOCKING OFFICER B. SHIP HAS NO LIST C. SHIP HAS LESS THAN 1% TRIM D. RETRACT ALL MOVEABLE HULL APPENDAGES E. MINIMIZE FREE SURFACE EFFECT - ALL TANKS FULL OR EMPTY F. DELIVER LIST OF ALL HULL FITTINGS BELOW THE WATERLINE TO THE DOCKING OFFICER. 2. HULL BOARD WILL MEETS PRIOR TO BOTH DOCKING AND UNDOCKING A. HULL BOARD MEMBERS - CHENG / 1ST LT / DCA / OPS / ASWO B. REVIEW DOCKING PLAN, HULL HISTORY, AND HULL PENETRATIONS DRAWINGS DOCKING 1. RESPONSIBILITY FOR THE SHIP SHIFTS FROM THE COMMANDING OFFICER TO THE DOCKING OFFICER WHEN THE FIRST PART OF THE SHIP CROSSES THE PLANE OF THE DRYDOCK SILL. 2. ONCE THE SHIP IS POSITIONED IN DRYDOCK, DEWATERING OF THE DOCK BEGINS. AS THE SHIP JUST TOUCHES DOWN ON THE BLOCKS, PUMPING IS STOPPED. DIVERS WILL VERIFY THAT THE SHIP IS PROPERLY RESTING ON THE BLOCKS, AND THAT THE BLOCKS ARE IN THE CORRECT LOCATION. UPON VERIFICATION, DEWATERING WILL CONTINUE. 3. WHEN THE DOCK IS PUMPED DRY, MEMBERS OF THE HULL BOARD CONDUCT AN INSPECTION WITH THE DOCKING OFFICER. A. ENSURE SHIP IS POSITIONED PROPERLY IN THE DOCK B. ENSURE ALL SHORES IN PLACE C. NOTE CONDITION OF PROPELLERS, RUDDERS, OVERBOARDS, INTAKES, AND OTHER PROJECTIONS
D. NOTE CONDITION OF ZINCS/CATHODIC PROTECTION ANODES E. NOTE DETAILS OF ANY KNOWN OR OBSERVED DAMAGE 4. NSTM 997 SECTION 2.11 REQUIRES THE DOCKING MASTER TO ENSURE ADEQUATE SHORING AND SIDE BLOCKING IS INSTALLED TO RESIST EARTHQUAKE OR HURRICANE FORCES. WHILE IN DRYDOCK 1. DCA WILL MAINTAIN DRY WEIGHT LOG, A LOG OF ALL WEIGHT SHIFTS, ADDITIONS, AND REMOVALS IN EXCESS OF 500 LBS. 2. ENSURE ALL REMOVED SKIN VALVES ARE REPLACED WITH BLANK FLANGES AND THAT NO LIQUIDS ARE DISCHARGED TO THE DOCK WITHOUT CONSENT OF THE DOCKING OFFICER. UNDOCKING 1. PRIOR TO UNDOCKING, THE HULL BOARD WILL: A. INSPECT COMPARTMENTS AND TANKS BELOW THE WATERLINE TO VERIFY TIGHTNESS. B. ENSURE ALL VALVES BELOW THE WATERLINE ARE SECURED. C. THOROUGHLY INSPECT HULL AND PROJECTIONS. D. INSPECT DRYDOCK FOR CHEMICALS OR DEBRIS WHICH MIGHT POLLUTE THE ENVIRONMENT, CLOG INTAKES, OR CAUSE OTHER DAMAGE AS THE SHIP IS REFLOATED. 2. THE FOLLOWING SPACES ARE CONTINUOUSLY CHECKED FOR FLOODING AS THE SHIP IS REFLOATED: A. SPACES IN CONTACT WITH THE KEEL AND SIDE BLOCKS B. TANKS AND VOIDS C. ANY SPACE WITH EXTERNAL HULL FITTINGS
PREPARATION FOR DRY DOCKING ARRANGE A MEETING WITH THE HEADS OF DEPARTMENTS. INFORM THEM ABOUT THE DRY DOCKING PLAN. INFORM THEM ABOUT: THE DRY DOCK, PARTICULARS OF DRY DOCK, IF ANY, EXPECTED DATE OF DRY DOCK ETC. INSTRUCT THE CHIEF ENGINEER / CHIEF OFFICER TO PREPARE A COMPREHENSIVE DRY DOCKING AND REPAIR LIST. ARRANGE ANOTHER MEETING WITH THE HEAD OF THE DEPARTMENTS TO GO THROUGH THE REPAIR LIST RESPECTIVELY. DETERMINE WHICH REPAIRS CAN BE DONE ONBOARD BY SHIP’S PERSONNEL. CHECK THERE IS NO OVERLAPPING OF REPAIRS BETWEEN VARIOUS DEPARTMENTS. RECOMPILE REPAIR LIST OF BOTH DEPARTMENTS. PREPARE AN OFFICIAL REPAIR LIST, INCLUDE PROPER PHOTOCOPIES OF PLANS OR DIAGRAMS OF PARTS TO REPAIR. SEND THE REPAIR LIST TO OFFICE. ALSO SEND THE LIST OF REPAIRS TO BE DONE BY SHIP’S PERSONNEL. ENSURE ALL PLANS ARE ONBOARD. APPROVED LIST FROM HEAD OFFICE WILL BE SEND BACK TO THE SHIP. HEADS OF DEPARTMENTS TO HAVE COPY OF REPAIR LISTS. HEADS OF DEPARTMENTS TO BRIEF CREW MEMBERS REGARDING DRY DOCK REPAIRS. SAFETY COMMITTEE ALSO TO BE INVOLVED REGARDING DRY DOCK REPAIRS. THE SURVEYS DUE AND TO BE DONE IN DRY DOCK. REQUIRED PREPARATION FOR SURVEYS. ANY MODIFICATION TO BE CARRIED OUT. ORDER THE NECESSARY STORES, MATERIALS FOR REPAIR JOBS BY SHIP'S CREW. ASK TO COMPANY FOR EXTRA OFFICER IF DEEM NECESSARY. ASSIGN DUTIES FOR OFFICERS AND BRIEF THEM ABOUT SAFETY AND SECURITY OF THE VESSEL AND MAINTAINING EFFICIENT WATCH AT ALL TIMES. FOR CHIEF OFFICER, OVERALL SUPERVISION OF DECK WORK LIST, SAFETY AND ORGANIZATION OF CREW FOR DRY DOCK AND SURVEY. FOR 2ND OFFICER, SUPERVISION OF HULL CLEANING AND PAINTING AND TO KEEP WATCH UNDER C/O'S INSTRUCTION. FOR 3RD OFFICER, IN CHARGE FOR SAFETY WHILE IN DRY DOCK AND TO KEEP WATCH UNDER C/O'S INSTRUCTION. DESIGNATE PERSONNEL FOR FIRE PATROL AND GANGWAY WATCH. DESIGNATE PERSONNEL FOR FILLING FW AND DISPOSAL OF GARBAGE.
INSTRUCT C/O TO BRIEF THE CREWS ON GENERAL SAFETY REQUIREMENT, DOCK AND REGULATIONS TO BE FOLLOWED AND PROCEDURES TO BE TAKEN IN CASE OF EMERGENCY / ACCIDENT. STABILITY OF THE SHIP TO BE CALCULATED BEFORE ENTERING. FOLLOWING THINGS TO BE CONSIDERED: THE GM OF THE SHIP, MAXIMUM LOSS OF GM DURING CRITICAL PERIOD. VESSEL TO BE STABLE THROUGHOUT THE PROCESS. TRIM OF THE SHIP SHOULD BE ADEQUATE. VESSEL SHOULD BE UPRIGHT. AMOUNT OF BALLAST, FW, FO, CARGO ONBOARD AND THEIR DISTRIBUTION. CRANES TO BE STOWED TO AVOID OBSTRUCTION TO DRY DOCK CRANES. HIGH ANTENNAS TO BE LOWERED. LIFEBUOYS TO BE REMOVED FROM DECK TO AVOID OVER PAINTING. OFF-HIRE TIME AND POSITION TO BE ASCERTAINED AND LOGGED (IF TIME CHARTERED).
8.2.
HOW WOULD YOU PREPARE A SHIP FOR DRY DOCK BEFORE 3 MONTHS? VIEW ANS
PREPARATION OF A VESSEL FOR DRY DOCKING (BEFORE THREE MONTHS) ARRANGE A MEETING WITH THE HEADS OF DEPARTMENTS. INFORM THEM ABOUT THE DRY DOCKING PLAN. INFORM THEM ABOUT: THE DRY DOCK, PARTICULARS OF DRY DOCK, IF ANY, EXPECTED DATE OF DRY DOCK ETC. INSTRUCT THE CHIEF ENGINEER / CHIEF OFFICER TO PREPARE A COMPREHENSIVE DRY DOCKING AND REPAIR LIST. ARRANGE ANOTHER MEETING WITH THE HEAD OF THE DEPARTMENTS TO GO THROUGH THE REPAIR LIST RESPECTIVELY: DETERMINE WHICH REPAIRS CAN BE DONE ONBOARD BY SHIP’S PERSONNEL. CHECK THERE IS NO OVERLAPPING OF REPAIRS BETWEEN VARIOUS DEPARTMENTS. RECOMPILE REPAIR LIST OF BOTH DEPARTMENTS. PREPARE AN OFFICIAL REPAIR LIST, INCLUDE PROPER PHOTOCOPIES OF PLANS OR DIAGRAMS OF PARTS TO REPAIR. SEND THE REPAIR LIST TO OFFICE. ALSO SEND THE LIST OF REPAIRS TO BE DONE BY SHIP’S PERSONNEL. ENSURE ALL PLANS ARE ONBOARD. APPROVED LIST FROM HEAD OFFICE WILL BE SEND BACK TO THE SHIP. HEADS OF DEPARTMENTS TO HAVE COPY OF REPAIR LISTS. SEND DOCKING PLAN TO DRY DOCK FOR PREPARATION OF DOCK.
HEADS OF DEPARTMENTS TO BRIEF CREWMEMBERS REGARDING DRY DOCK REPAIRS. SAFETY COMMITTEE ALSO TO BE INVOLVED REGARDING DRY DOCK REPAIRS. THE SURVEYS DUE AND TO BE DONE IN DRY DOCK. REQUIRED PREPARATION FOR SURVEYS. ANY MODIFICATION TO BE CARRIED OUT. ORDER THE NECESSARY STORES, MATERIALS FOR REPAIR JOBS BY SHIP'S CREW. ASK TO COMPANY FOR EXTRA OFFICER IF DEEM NECESSARY. ASSIGN DUTIES FOR OFFICERS AND BRIEF THEM ABOUT SAFETY AND SECURITY OF THE VESSEL AND MAINTAINING EFFICIENT WATCH AT ALL TIMES. FOR CHIEF OFFICER, OVERALL SUPERVISION OF DECK WORK LIST, SAFETY AND ORGANIZATION OF CREW FOR DRY DOCK AND SURVEY. FOR 2ND OFFICER, SUPERVISION OF HULL CLEANING AND PAINTING AND TO KEEP WATCH UNDER C/O'S INSTRUCTION. FOR 3RD OFFICER, IN CHARGE FOR SAFETY WHILE IN DRY DOCK AND TO KEEP WATCH UNDER C/O'S INSTRUCTION. DESIGNATE PERSONNEL FOR FIRE PATROL AND GANGWAY WATCH. DESIGNATE PERSONNEL FOR FILLING FW AND DISPOSAL OF GARBAGE. INSTRUCT C/O TO BRIEF THE CREWS ON GENERAL SAFETY REQUIREMENT, DOCK AND REGULATIONS TO BE FOLLOWED AND PROCEDURES TO BE TAKEN IN CASE OF EMERGENCY / ACCIDENT. 8.3.
WHAT SURVEYS CAN BE DONE AT DRY DOCK?
VIEW ANS
SURVEYS IN DRY DOCK
DOCKING SURVEY INTERVAL NOT EXCEEDING 2½ YEARS. SURVEYOR NORMALLY EXAMINES FOLLOWING ASPECTS: CONDITION OF UNDERWATER HULL INTEGRITY OF HULL OPENINGS CONDITIONS OF RUDDERS AND STABILIZERS. ANCHORS AND CHAINS ADDITIONAL SURVEYS WHEN VESSEL IS GROUNDED, COLLIDED, DAMAGED DUE TO FIRE OR ANY ACCIDENT. MAJOR REPAIRS OR MODIFICATIONS DONE. ISSUE OF ENDORSEMENTS OR EXEMPTION CERTIFICATES.
OTHER STATUTORY SURVEYS IF REQUIRED: ANNUAL SURVEY PERIODICAL SURVEY INTERMEDIATE SURVEY. RENEWAL SURVEY.
8.6.
WHAT IS CRITICAL INSTANT? WHY IS IT INSTANT? VIEW ANS
MOMENT/CRITICAL CALLED CRITICAL
CRITICAL INSTANT CRITICAL MOMENT: IT IS THE MOMENT JUST BEFORE THE VESSEL TAKES BLOCKS OVERALL. THE UPTHRUST OF BILGE BLOCK ACTS ON THE STERN FRAME. THE UPTHRUST IS MAXIMUM AT THIS MOMENT. IT CAN BE CALCULATED BY FOLLOWING FORMULA: PMAX = MCTC X T / L MCTC = MOMENT TO CHANGE TRIM BY 1 CM. T = TRIM IN CM. L = DISTANCE OF CF FROM AP. IT IS CALLED CRITICAL INSTANT BECAUSE MAXIMUM LOSS OF GM OCCURS AT THIS INSTANT. IF GM BECOMES NEGATIVE, THE SHIP MAY CAPSIZE OR SLIP FROM BLOCK.
8.7.
WHAT IS CRITICAL PERIOD?
VIEW ANS
CRITICAL PERIOD: THE PERIOD SINCE THE KEEL FIRST TOUCHES THE BLOCK UNTIL THE VESSEL TAKES BLOCKS OVERALL. AN UPTHRUST IS CAUSED BY THE BLOCKS, DENOTED BY "P". P AT ANY INSTANT CAN BE CALCULATED BY THE FOLLOWING FORMULA: P = TPC X CHANGE IN MEAN DRAFT IN CM. P IS MAXIMUM AT THE INSTANT BEFORE VESSEL TAKES BLOCKS OVERALL. IT CAN BE CALCULATED AS:
P = MCTC X T / L { T = TRIM IN CM, L = DIST OF CF FROM AP} DUE TO THE UPTHRUST, THE VESSEL REDUCES ITS GM. THE G MOVES UP, THEREBY GM IS REDUCED M MOVES DOWN TO M', THEREBY GM IS REDUCED. SHIFT OF G (CENTER OF GRAVITY) OR M (TRANSVERSE METACENTER) MAY BE CALCULATED AS: GG' = (P X KG)/(W - P) MM' = (P X KM)/W THE DANGER IS, DUE TO SUBSEQUENT LOSS OF GM, THE VESSEL MAY LOSE POSITIVE STABILITY AND MAY CAPSIZE. MAXIMUM LOSS OF GM TO BE CALCULATED BEFOREHAND. IT IS DANGEROUS IF NEGATIVE GM OCCURS IN DRY DOCK. (REASONS). IF NEGATIVE GM OCCURS IN DRY DOCK: THE VESSEL WILL LOSE POSITIVE STABILITY. SHE MAY CAPSIZE. SHE MAY SLIP OFF FROM THE BLOCKS.
WHAT INFO. DO YOU REQUIRE FROM DD AUTHORITIES? STATE RULE 19 IN YOUR OWN WORDS? WHAT SHOULD BE THE SEPARATION OF LIGHTS AND SHAPES? BERTHING PORT SIDE TO FOLLOWING TIDE? BERTHING VERY STRONG OFFSHORE WIND? VESSEL AIMED AT THE STEN END OF THE BERTH HEADLINE ASHORE TO CHECK SWING. ASTERN POWER TO BRING VESSEL IN VESSEL PARALLEL TO QUAY STERN LINE ASHORE. ANGLE OF LOLL ,WHAT ARE THE PROCEDURES TO CORRECT THE SITUATION?
IT IS THE ANGLE TO WHICH A SHIP WITH NEGATIVE INITIAL METACENTRIC HEIGHT WILL LIE AT REST IN STILL WATER
WHAT IS SUBMARINE CABLE? WHAT IS SUBMARINE BUOY? WHAT ARE THE CERTIFICATES REQUIRED UNDER SOLAS? SAFETY CONSTRUCTION CERTIFICATE. (SOLAS) SAFETY EQUIPMENT CERTIFICATE. (SOLAS) PASSENGER SHIP SAFETY CERTIFICATE. (SOLAS) SAFETY RADIO CERTIFICATE. (SOLAS) SAFE MANNING DOCUMENTS. (SOLAS) ISM / SMS / DOC / SMC. (SOLAS) IMDG CODE. (SOLAS) EXEMPTION CERTIFICATE (SOLAS)
WHAT IS GENERAL ARRANGEMENT PLAN? FIRE IN GALLEY ,ACTION? TANKER COW OPERATION? PUMPROOM ENTRY PRCEDURE? REQUIREMENT FOR ENTRY INTO PUMPROOM • A PERMANENTLY RIGGED RESCUE LINE AND HARNESS SHOULD BE AT THE TOP OF ALL CARGO AND TRANSFER PUMPROOMS (PART OF LIFE SAVING APPLIANCE) (SHOULD NOT BE USED FOR ANY OTHER PURPOSE). • NO FIXED EQUIPMENT FITTED IN THE PUMPROOM SHOULD BE OPERATED IF THE GAS LEL IS IN EXCESS OF 40%. • GAS GENERATION CAUSED BY OIL IN BILGE’S MAY BE REDUCED/MINIMISED BY SPREADING A LAYER OF FOAM OVER THE PUMPROOM BILGE’S. • PERMISSION HAS BEEN OBTAINED FROM A SENIOR OFFICER. • VENTILATION SHOULD BE PROVIDED FOR AT LEAST 15 MINUTES AND REMAINS IN USE THROUGHOUT THE PERIOD OF ENTRY. • MEANS OF COMMUNICATION MUST BE ESTABLISHED. • LIFELINE AND HARNESS IS READY FOR IMMEDIATE USE.
•
A COMPETENT PERSON IS STANDBY ON TOP OF THE PUMPROOM TO CALL FOR ASSISTANCE. ADVICE THE OFFICER OF ENTRY AND EXIT. OBTAIN EXPLOSIMETER READING FROM THE BOTTOM PLATFORM THAT IT IS FREE OF TOXIC VAPOURS ALONG WITH REGULAR CHECKS (INCASE OF MAINTENANCE WORKS) AT LEAST ONE COMPRESSED B.A SET IS READY FOR IMMEDIATE USE ON TOP. (IN CASE OF MAINTENANCE WORKS) ADDITIONAL B.A SET IS READY FOR USE CLOSE AT WORK. (INCASE OF MAINTENANCE WORKS) HAVE RESUSCITATION EQUIPMENT READY FOR IMMEDIATE USE CLOSE AT WORK. (INCASE OF MAINTENANCE WORKS). CHIEF OFFICER SHOULD PERSONALLY SUPERVISE INCASE OF AN EMERGENCY. THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO APPROXIMATELY 17% THE ATMOSPHERE IS UNSAFE.
• • • • • •
SAMPLE OF AN ENTRY PERMIT FORM HAS THE PERMISSION BEEN OBTAINED FROM THE CHIEF OFFICER? 1. IS THE TANK CLEAN? IS THE TANK PRESSURISED? 2. HAS THE TANK BEEN INERT, THEN GAS-FREED? DOES THE TANK ATMOSPHERE CONTAIN AT LEAST 21% OXYGEN? 3. IS THE HYDRAULIC CARGO SYSTEM SHUT DOWN? IS THE TANK ISOLATED FROM THE INERT GAS MAIN? 4. HAVE NOTICES BEEN PLACED AT TANK HATCHES? HAVE NOTICES BEEN PLACED AT THE INERT GAS ISOLATING VALVES? 5. HAVE NOTICES BEEN PLACED ON THE CARGO CONTROL? IS FRESH AIR BEING SUPPLIED TO THE TANK? 6. IS ONE MAN STATIONED AT THE CARGO TANK HATCH? 7. IS BREATHING APPARATUS AND A LIFELINE AVAILABLE?
EAST CARDINAL MARK COMPLETE DESCRIPTION? PASS THIS MARK ON THE EASTERN SIDE BLACK BASE, YELLOW STRIP IN THE MIDDLE, BLACK TOP TWO CONES ON THE TOP WITH THEIR BASES TOGETHER IE APPEXES AWAY
EAST CARDINAL MARK:
COLOR
CONES POINT OUTWARDS BLACK ABOVE AND BELOW YELLOW.
LIGHT
THREE FLASHES IN A GROUP.
TOPMARK
LOADING AND UNLOADING OPERATION OF TANKER WERE YOU INVOLVED DO YOU HAVE UNDERSTANDING OF CALCULATIONS? TYPE OF FIXED MACHINES USED IN COW ,DEFINE FULL WASH , TOP WASH, BOTTOM WASH, TIME TAKEN BY A MACHINE TO COMPLETE A CYCLE? WHAT IS THE DIFFERENCE BETWEEN DEEP WATER AND SHALLOW WATER SCOPE? VSSEL ENGAGED IN FISHING ON PORT BOW RISK OF COLLISION EXISTS,ACTION? BERTHING IN CALM WEATHER , WHICH SIDE WILL YOU BERTH? BERTHING PROCEDURE ,TIDE AHEAD, HOW WIL YOU APPROACH? PIVITONG POINT , EFFECT OF TRIM? WHAT IS STANDING MOOR? Standing moor, ordinary moor, dropping moor, straight moor: Vessel required to moor with bridge along the dotted line. Stream ahead. Port anchor-5 shackles, stbd anchor-4 shackles. Procedure: Head to stream or wind. When both are present, head to one has stronger effect.
With sufficient headway, take vessel to position 1. Position-1 is roughly 5 shackles plus half ship's length beyond line AB. Let go port anchor. The vessel drifts downstream, render port cable to nine shackles, the sum of two lengths. She is brought up on her cable. Then the starboard anchor is let go at position-2. Vessel then moves to the position by rendering or veering the starboard cable and heaving in four shackles on the riding cable. Engines may be used to reduce stress on the windlass.
Running moor, flying moor: Vessel required to moor with bridge along the dotted line. Stream ahead. Port anchor-5 shackles, starboard anchor-4 shackles.
Procedure: Head to stream or wind.
When both are present, head to one has stronger effect. Let go starboard anchor on run, when vessel is 4 shackles and half of ship's length (1). The cable is rendered as the vessel moves upstream. The cable is not allowed to be tighten, as bow will cant to starboard. The cable is rendered or veered 9 shackles and vessel moves to position-2. In position-2, port anchor is let go. The vessel moves stern. Five shackles weighed on lee (starboard) cable and five shackles veered on riding cable. The vessel is then brought up on her riding cable at position-3.
Advantages of mooring: Vessel occupies little swinging room. Vessel turns almost to her length about stem. Scopes can be pre-adjusted for the prevailing strength of wind or stream. Scope of each cable is estimated in the same way as single anchor. Disadvantages: Lee anchor has no value to ship if headwind increases or vessel drags. Risk of getting a foul hawse.
Preference: I will prefer standing moor. Because:
Safer More control on the ship. The anchor is let go after vessel stopped. There is no possibility of damage due to anchoring at headway.
5.5. What special instruction you give to OOW when the ship is at anchor in running/ standing moor? View ans Special precautions: Maintain a constant watch to prevent foul hawse. Determine foul arc and clear arc. Vessel should always swing to clear arc on each tidal change. Use engine to give vessel correct sheer. Keep eye on the weather. Know the times of tide change
DIFFERENCE BETWEEN RUNNING AND STANDING MOOR?
WHAT IS ISO? WHAT ITEMS WOULD YOU CHECK FOR CARGO SHIP SAFETY EQUIP MENT SURVEY? PREPARATION FOR A CARGO SHIP SAFETY EQUIPMENT SURVEY 1. INSPECT ALL THE LIFEBOAT STORES AND EQUIPMENT. OVERHAUL AND RENEW AS NECESSARY 2. INSPECT THE LIFEBOATS PAY PARTICULAR ATTENTION TO BUOYANCY MATERIAL AND CHECK THAT THE BOTTOM BOARDS AND THWARTS ARE NOT CRACKED. REPAINT THE SHIP’S NAME AND PORT OF REGISTRY 3. THOROUGHLY OVER HAUL DAVITS, WINCHES AND BLOCKS AND GREASE ALL MOVING PARTS. RENEW OR ‘END FOR END’ THE FALLS 4. WHEN THE BOATS ARE IN WATER RUN ANY LIFEBOAT ENGINES BOTH AHEAD AND ASTERN 5. CHECK THAT THE INFLATABLE LIFERAFTS HAVE BEEN SERVICED WITHIN THE LAST 12 MONTHS 6. INSPECT THE SURVIVAL CRAFT PORTABLE RADIO EQUIPMENT
7.
OVER HAUL THE LIFEBUOYS ESPECIALLY THE SELF IGNIGHTING LIGHTS AND CHECK THAT THEY ARE CORRECTLY LOCATED 8. EXAMINE THE LIFE JACKETS AND CHECK THEY ARE CORRECTLY DISTRIBUTED 9. CHECK EXPIRY DATES OF PYROTECHNICS 10. TEST THE EMERGENCY LIGHTING SYSTEM 11. CHECK FIRE CONTROL PLANS ARE POSTED AND STILL LEGIBLE 12. TEST THE FIRE/SMOKE DETECTION SYSTEM 13. TEST AND TRY OUT THE FIRE PUMP INCLUDING THE EMERGENCY FIRE PUMP 14. CHECK FIRE HOSES, NOZZLES AND APPLICATORS ARE IN GOOD CONDITIONS 15. TEST AND OVERHAUL THE FIXED FIREFIGHTING SYSTEM 16. OVERHAUL PORTABLE AND NON PORTABLE FIRE EXTINGUISHERS 17. CONFIRM THAT ALL REMOTE CONTROLS ARE OPERABLE 18. OVERHAUL ANY APPLICABLE CLOSING ARRANGEMENT FOR VENTILATORS, SKYLITS, DOORS, FUNNEL SPACES AND TUNNELS 19. OVERHAUL THE FIREMAN’S OUTFIT AND RECHARGE THE COMPRESSED AIR B.A 20. INSPECT THE PILOT LADDERS, PILOT HOISTS IF CARRIED 21. NAVIGATIONAL EQUIPMENT IS ALSO SURVEYED ***(CARRY OUT CHECKS AS PER THE RECORD OF INSPECTION FORM ON THE BACK OF THE SEQ CERTIFICATE)***
PREPARATION FOR SAFETY EQUIPMENT SURVEY REFER TO FORM-E, ATTACHED TO CERTIFICATE WHICH REFLECTS ITEMS OF THAT CERTIFICATE APPROPRIATE FOR THE SHIP. ITEMS WILL INCLUDE LSA, FFA, PILOT HOIST, BRIDGE EQUIPMENTS AND NAVIGATION LIGHTS.
PREPARATION OF LIFE SAVING EQUIPMENTS: MUSTER LIST UPDATED AND POSTED IN CONSPICUOUS POSITION. LIFE JACKET DONNING INSTRUCTIONS DISPLAYED IN CONSPICUOUS PLACES. EMERGENCY STATIONS DIRECTED BY ARROWS. LIFE BOAT AND ASSOCIATED EQUIPMENTS ARE MAINTAINED AND IN GOOD CONDITION. LIFE BOAT ENGINE TESTED. FO FLASH POINT NOT MORE THAN 43°C. L/B ENGINE POWER SUPPLY (BATTERY CHARGING) IS MAINTAINED. LIFE BOAT DAVIT, EMBARKATION ARRANGEMENTS, LAUNCHING ARRANGEMENTS, BRAKES ARE IN GOOD CONDITION. LIFE BOAT FALL IN GOOD CONDITION. RENEWED OR CHANGED END FOR END IF REQUIRED.
LIFEBOAT MARKINGS, REFLECTING TAPES IN GOOD CONDITION. LIFE RAFT SERVICED ANNUALLY. MARKED AS PER SOLAS. LAUNCHING INSTRUCTIONS OF ALL SURVIVAL CRAFTS ARE DISPLAYED NEAR THE CRAFT. NO. OF LIFEBUOYS ARE AS PER SOLAS. THEIR MARKINGS, SYMBOLS, LIFE LINES, SMOKE SIGNALS ARE IN FOOD CONDITION. BRIDGE PYROTECHNICS ARE ADEQUATE, IN GOOD CONDITION AS PER SOLAS. EMERGENCY LIGHTS AND GENERAL ALARM ARE IN GOOD CONDITION.
PREPARATION OF FIRE FIGHTING EQUIPMENTS FIRE CONTROL PLANS DISPLAYED IN CONSPICUOUS PLACES. COPIES OF FIRE PLANS ARE AVAILABLE IN FIRE WALLET. FIRE DETECTION SYSTEM IN GOOD CONDITION. MAIN AND EMERGENCY FIRE PUMPS IN GOOD CONDITION. FIRE HOSES, NOZZLES, FIRE HOSE BOXES IN GOOD CONDITION AND STOWED PROPERLY. INTERNATIONAL SHIP SHORE CONNECTION IN PROPER PLACE. LOCATION IS MARKED PROPERLY. FIXED FIRE EXTINGUISHING SYSTEM IN GOOD CONDITION. PORTABLE FIRE EXTINGUISHERS IN GOOD CONDITIONED, PROPERLY MAINTAINED, MARKED AND USES APPROPRIATE COLOR AS PER SOLAS. FIRE MAIN SYSTEM, ISOLATING VALVES, HYDRANTS IN GOOD AND OPERATIONAL CONDITION. LOCATION OF FIREMEN'S OUTFIT MARKED. ALL ASSOCIATED EQUIPMENTS AR ADEQUATE AS PER SOLAS AND IN GOOD CONDITION. NUMBER OF FIREMEN'S OUTFIT, BA SETS, AIR BOTTLES ARE ADEQUATE AS PER SOLAS.
OTHER ITEMS: NAVIGATION LIGHTS, SHAPES, SOUND SIGNALING APPLIANCES IN GOOD CONDITION. MAGNETIC COMPASS IN GOOD CONDITION AND DEVIATION CURVE, COMPASS ERROR BOOK ARE PROPERLY MAINTAINED. RADAR, ARPA, ECHO SOUNDER, GYRO COMPASS, POSITION FIXING EQUIPMENTS, LOG, RATE OF TURN INDICATOR IN GOOD CONDITION. ADEQUATE AND UP TO DATE CHARTS AND PUBLICATIONS ARE ONBOARD. PILOT LADDER OR MECHANICAL HOIST IN GOOD CONDITION
DEFINE STERN LIGHT?
STERN LIGHT MEANS A WHITE LIGHT PLACED AS NEARLY AS PRACTICABLE AT THE STERN SHOWING AN UNBROKEN ARC OF HORIZON OF 135 DEGREES AND SO FIXED AS O SHOW THE LIGHT 67.5 DEGREES FROM THE RIGHT AFT ON EACH SIDE OF THE VESSEL.
WHAT IS GENERAL AVERAGE?
THE PRINCIPLE OF GENERAL AVERAGE MAY BE SAID TO BE : ‘THAT WHICH HAS BEEN SACRIFICED FOR THE BENEFIT OF ALL SHALL BE MADE GOOD BY THE CONTRIBUTION OF ALL” EG: FIRE IN A HOLD ,THE CARGO DAMAGED BY FIRE IS PARTICULAR AVERAGE. THE CARGO DAMAGED BY WATER USED TO FIGHT THE FIRE IS GA.
IF ANOTHER VESSEL DRAGS ANCHOR AND COMING ON TO YOU AT HALF SHIP’S LENGTH YOUR ACTION? IF YOUR ANCHOR CABLE IS STUCK WHILE LOWERING THE ANCHOR,ANCHOR NOT GOING DOWN , YOUR ACTION? SHAKE CABLE
DRY DOCKING PLANS? WHAT DO YOU KNOW ABOUT IMDG?
THE INTERNATIONAL MARITIME DANGEROUS GOODS CODE IS PUBLISHED BY THE IMO IN FIVE VOLUMES. THE CODE LAYS DOWN CERTAIN BASIC
PRINCIPLES CONCERNING THE TRANSPORTATION OF DANGEROUS GOODS
WHAT IS DIFFERENCE BETWEEN LABLES/PLACARDS WHERE YOU USE THEM WHAT ARE SUBSIDERY RISKS? IF AN ACCIDENT HAPPENS WHAT PLAN WILL YOU CONSIDER?
WHAT IS WHITE LIST( AS PER IMO & STCW)? A LIST OF COUNTRIES FOUND TO BE CONDUTING THEIR MARITIME TRAINING AND CERTIFICATION IN ACCORDANCE WITH THE REQUIREMENTS OF STCW 95 THE WHITE LIST IDENTIFIES THE COUNTRIES THAT HAVE DEMONSTRATED A PLAN OF FULL COMPLIANCE WITH THE STCW CONVENTION AND CODE AS REVISED IN 1995. THE WHITE LIST WAS DEVELOPED BY AN UNBIASED PANEL OF "COMPETENT PERSONS" AT THE IMO. THE CRITERIA USED TO DEVELOP THE LIST INCLUDED WHAT SYSTEM OF CERTIFICATION (LICENSING) EACH ADMINISTRATION WOULD HAVE, THE PROCESS OF REVALIDATION FOR CERTIFICATES, TRAINING CENTER OVERSIGHT, PORT STATE CONTROL, AND FLAG STATE CONTROL. Q. WHAT HAPPENS IF A COUNTRY IS NOT ON THE "WHITE LIST"? A. SINCE THERE IS A WHITE LIST, IT WOULD STAND TO REASON THAT ANY COUNTRY NOT ON THE WHITE LIST COULD BE CONSIDERED "BLACK LISTED". THIS IS NOT THE CASE. THERE IS NO ACTUAL BLACK LIST ALTHOUGH VERY OFTEN THAT IS HOW NON-COMPLIANT COUNTRIES ARE DESCRIBED. PORT STATE CONTROL AND FLAG STATE CONTROL BOTH PLAY A ROLE IN HANDLING A NON-WHITE LISTED COUNTRY. FOR INSTANCE, IF A VESSEL IS FLAGGED BY A NON-WHITE LIST COUNTRY, WHEN IT DESIRES TO ENTER A WHITE LIST PORT, IT CAN BE DENIED ENTRY, DETAINED OR INSPECTED VIGOROUSLY. ON THE OTHER HAND, IF A MARINER HAS A CERTIFICATE OF COMPETENCY (LICENSE) FROM A NON-WHITE LIST COUNTRY, THEY WILL MOST LIKELY BE DENIED A CERTIFICATE OF EQUIVALENCY, THEY WILL BE REJECTED AS A VIABLE MANNING SOLUTION FOR WHITE LIST FLAGGED VESSELS, AND THEIR SEA TIME AND TRAINING MAY EITHER BE HIGHLY SCRUTINIZED OR NOT ACCEPTED AT ALL TOWARDS A COC FROM A WHITE LIST COUNTRY.
VOYAGE CHARTER, TIME CHARTER, DEMISE CHARTER? VOYAGE CHARTER:IT IS A CONTRACT FOR CARRIAGE BYA NAMED VESSEL OF A STATED QUANTITY OF CARGO BETWEEN NAMED PORTS.THE SHIP OWNER BEING RESPONSIBLE FOR THE OPERATION OF THE VESSEL. TIME CHARTER:IT IS A CONTRACT FOR THE HIRE OF A NAMED VESSEL FOR A SPECIFIED PERIOD OF TIME.THE CHARTERER HAS NO POSSESION OR CONTROL OF THE SHIP AND WILL PAY FOR THE BUNKERS AND PORT CHARGES IN ADDITION TO THE CHARTER HIRE. BAREBOAT OR DEMISE CHARTER:IT IS CONTRACT FOR THE LEASE OF THE VESSEL FOR AN AGREED PERIOD OF TIME DURING WHICH CHARTER ACQUIRES MANY OF THE RIGHTS OF THE SHIP OWNER, IT MEANS THE CHARTER WILL BE RESPONSIBLE FOR THE OPERATION OF THE VESSEL.
TERRITORIAL WATERS? 12 NM FROM THE BASE LINE
WHAT IS EEZ? A ZONE WITHIN WHICH THE COASTAL STATE HAS THE RIGHT AND DUTIES IN RELATION TO THE NATURAL RESOURCES,FREEDOM OF NAVIGATION IS THE SAME AS ON HIGH SEAS,BUT IN THE INTEREST OF SAFETY NEAR OFFSHORE INSTALLATIONS,COASTAL STATES MAY RESTRICT NAVIGATION IN THE EEZ. EEZ EXTENDS TO A MAXIMUM OF 200 NM FROM THE BASE LINE. PORT STATE , FLAG STATE FUNCTIONS? PORT STATE CONTROL:ENFORCEMENT OF INTERNATIONAL REGULATIONS BY THE ADMINISTRATION OF A PORT STATE VISTED BY A SHIP FLYING ANY FLAG OTHER THAN THAT OF THE PORT STATE. FLAG STATE CONTROL:ENFORCEMENT OF INTERNATIONAL REGULATIONS BY THE ADMINISTRATION OF THE FLAG STATE IE THE GOVERNMENT OF THE COUNTRY WHOSE FLAG THE VESSEL FLIES.BECAUSE SOME FLAG STATES ARE UNWILLING OR UNABLE TO ENFORCE INTERNATIONAL REGULATIONS,FLAG STATE CONTROL IS NOT ALWAYS APPLIED AS IT SHOULD BE ,HENCE THE REASON THE INTRODUCTION OF PORT STATE CONTROL. EXCEPTIONS , EXEMPTIONS WITH EXAMPLE? CAPITAL COST, RUNNING COST, VOYAGE COST? CAPITAL COSTS ARE FIXED COSTS ASSOCIATED WITH THE SHIP’S PURCHASE.INCLUDE PRE DELIVERY EXPENSES,LOAN RE PAYMENTS,INTEREST , LEASING CHARGES, INITIAL REGISTRATION FEES, TAXES(SOMETIMES) AND ANY BAREBOAT CHARTERHIRE PAYABLE.CAPITAL COSTS ARE THE OWNER’S REPONSIBILITY.
RUNNING COSTS:COSTS OF KEEPING A SHIP IN SEAWORTHY OR SERVICE ABLE CONDITION, INCLUDING DRYDOCKING AND SURVEY COSTS,REPAIR AND MAINTENANCE COSTS,HULL AND MACHINERY INSURANCE PREMIMUMS,CREW COSTS, PROVISIONS ,STORES,WATER AND LUBE OIL COSTS. VOYAGE COSTS:COSTS ASSOCIATED WITH THE SHIP’S EMPLOYMENT,IE BUNKER COSTS,CANAL DUES AND PORT CHARGES(INCLUDING PILOTAGE ,TOWAGE,BETH CHARGES,AGENCY FEES,LINE’S MEN’S CHARGES AND CARGO OR PASSENGER HANDLING CHARGES.
WHAT IS BALE CAPACITY? WHAT IS DIFFERENCE BETWEEN STOWAGE FACTOR /DENSITY? HOW ANCHOR SHAKLE IS CHANGED IN DRY DOCK? WHY NOT TO ALTER COURSE TO PORT FOR VESSEL FWD OF BEAM IN CLEAR VISIBILITY?
WHAT IS FUNCTION OF DRY DOCK PLAN? PLANS REQUIRED IN DRY DOCK FOR DOCK MASTER: DOCKING PLAN. CARGO STOWAGE PLAN (IF DOCKING WITH CARGO). REPORTS FROM LAST DRY DOCK. FOLLOWING PLANS TO BE KEPT READY:
FIRE PLAN. MIDSHIP SECTION PLAN. GENERAL ARRANGEMENT PLAN. CAPACITY PLAN
CONTENTS OF A DOCKING PLAN:
POSITION OF BULKHEADS POSITION OF MAIN STRUCTURAL MEMBERS. RISE OF FLOOR (IF ANY). POSITION OF PLUGS.
WHAT IS SAFE SPEED?AND HOW ESTABLISHED? A SAFE SPEED FOR VESSEL IS ONE SUCH THAT SHE CAN TAKE PROPER AND EFFECTIVE ACTION TO AVOID COLLISSION AND BE STOPPED WITIN A DISTANCE APPROPRIATE TO THE PREVAILING CIRCUMSTANCES AND CONDITIONS.
WHAT IS DIFFERENCE B/W HYGROMETER AND HYDROMETER? HYGROMETER:ALSO CALLED PSYCHROMETER IS AN INSTRUMENT FOR OBTAINING THE RELATIVE HUMIDITY /AND OR DEW POINT TEMPERATURE OF AIR. HYDROMETER:THIS INSTRUMENT IS USED TO MEASURE THE DENSITY OF WATER.
WHAT IS DIFFERENCE BETWEEN WET AND DRY BULB? WET BULB THERMOMETER HAS A THIN SINGLE LAYER OF MUSLIN OR COTTON TIED AROUND THE BULB BY A FEW STRANDS OF COTTON WICK.THE EXTRA WICK OF COTTON IS IMMERSED IN A POT OF DISTILLED WATER. BOTH WET AND DRY THERMOMETERS ARE ENCLOSED IN A SPECIALLY VENTILATED BOX CALLED THE STEVENSON SCREE.
WHY DO WE HAVE HYDROMETER ONBOARD? SOAS TOMEASURE THE DENSITY OF WATER
EFFECT OF DENSITY ON DISPLACEMENT IN FRESH WATER AND SALT WATER?
SOLAS APPLIES TO WHAT SHIPS? BROADLY, SHIPS FLYING FLAGS OF PARTY STATES WHEN ON INTERNATIONAL VOYAGES,
WHO ISSUES DOC? FLAG STATE ADMINISTRATION OR AUTHORISED CLASSIFICATION SOCIETY ON THEIR BEHALF.
D-RAT CERTIFICATE ISSUED BY WHOM? DE-RATTING CERTIFICATE: ISSUED BY PORT HEALTH AUTHORITY OF A DESIGNATED AND APPROVED PORT. THE VESSEL IS FUMIGATED AND DE-RATTED.
POISONOUS BAITS USED FOR DE-RATTING. VALIDITY – 6 MONTHS. DE-RATTING EXEMPTION CERTIFICATE: ISSUED BY PORT HEALTH AUTHORITY OF A DESIGNATED AND APPROVED PORT. THE VESSEL IS INSPECTED AND FOUND FREE OF RATS. VALIDITY – 6 MONTHS.
GMDSS REQUIREMENT ON WHAT SHIPS? ALL SHIPS COVERED BY CHAPTER IV OF SOLAS IE ALL CARGO SHIPS OF 300 GT AND ABOVE AND ALL PASSENGER SHIPS(ANY TONNAGE) WHEN ON INTERNATIONAL VOYAGES. GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) IS DEVELOPED BY THE IMO AND INCLUDED IN THE SOLAS CONVENTION. THE BASIC CONCEPT OF GMDSS IS TO RAPIDLY ALERT SEARCH AND RESCUE AUTHORITIES ASHORE AND TO THE SHIPPING IN THE IMMEDIATE VICINITY OF A VESSEL IN DISTRESS SO AS TO CO-ORDINATE SEARCH AND RESCUE OPERATION WITH THE MINIMUM OF DELAY. THE SYSTEM ALSO PROVIDES FOR URGENCY AND SAFETY COMMUNICATIONS, AND THE DISSEMINATION OF MARINE
SAFETY
INFORMATION
INCLUDING
NAVIGATIONAL
WARNINGS AND WEATHER MESSAGES. ALL SHIPS TO COMPLY WITH GMDSS REQUIREMENTS BY 1ST FEBRUARY, 1999.
ON WHAT SHIPS IS ETA REQUIRED? WHAT DOES A PASSENGER SAFETY CERTIFICATE CONTAIN? COLREG APPLY TO WHAT SHIPS? ALL VESSELS (OF PARTY STATES) UPON THE HIGH SEAS AND IN ALL WATERS CONNECTED THEREWITH NAVIGABLE BY SEAGOING VESSELS. ROR :RULE 1 (APPLICATION)
FORWARD MAST LIGHT ,ITS HEIGHT AND ARC OF VISIBILITY? MASTHEAD LIGHT IS A WHITE LIGHT PLACED OVER THE FORE AND AFT CENTER LINE OF THE VESSEL SHOWING AN UNBROKEN LIGHT OVER AN ARC OF HORIZON OF 225 DEGREES AND SO FIXED AS TO SHOW THE LIGHT FROM RIGHT AHEAD TO 22.5 DEGREES ABAFT THE BEAM ON EITHER SIDE OF THE VESSEL. THE FORWARD MASTHEAD LIGHT OR WHERE ONLY ONE LIGHT HAS BEEN CARRIED THEN THAT LIGHT,AT A HEIGHT ABOVE THE HULL OF NOT LESS THAN 6 METERS,AND IF THE BREADTH OF VESSEL EXCEEDS 6 METERS THEN AT A HEIGHT ABOVE THE HULL NOT LESS THAN SUCH BREADTH,SO HOWEVER THE LIGHT NEED NOT BE PLACED AT GREATER HEIGHT ABOVE THE HULL THAN 12 METERS.
SAFE MANNING DOCUMENT IS REQUIRED UNDER WHAT CONVENTION? WHAT IS THE PURPOSE OF ILO? THE INTERNATIONAL LABOUR ORGANIZATION, A SPECIFIED AGENCY OF THE UNITED NATIONS DEALING WITH EMPLOYMENT AND WORKER’S WELFARE MATTERS.ITS MEMBERS ARE 170 STATES WHICH ARE REPRESENTED AT CONFERENCE BY TWO GOVERNMENT DELEGATES,A WORKER DELEGATE AND AN EMPLOYER DELEGATE.ITS MAIN AIM IS TO RAISE STANDARD FOR WORKERS(OF ALL KIND) INTERNATIONALLY. ITS HEAQUARTERS ARE AT GENEVA, SWITZERLAND.
WHAT STATUTORY CERTIFICATES MMD ISSUES? CERTIFICATE OF REGISTRY,MINIMUM SAFE MANNING DOCUMENT, PASSENGER SHIP SAFETY CERTIFICATE, CARGO SHIP SAFETY EQUPMENT CERTIFICATE,CARGO SHIP SAFETY RADIO CERTIFICATE,EXEMPTION CERTIFICATE,DOC ISSUED TO EVERY COMPANY WHICH COMPLIES TO ISM,SAFETY MANAGEMENT CERTIFICATE ISSUED TO SHIPS COMPLYING ISM,CERTIFICATES OF SURVEY,
WHAT IS VOYAGE COST? VOYAGE COSTS:COSTS ASSOCIATED WITH THE SHIP’S EMPLOYMENT,IE BUNKER COSTS,CANAL DUES AND PORT CHARGES(INCLUDING PILOTAGE ,TOWAGE,BETH CHARGES,AGENCY FEES,LINE’S MEN’S CHARGES AND CARGO OR PASSENGER HANDLING CHARGES.
A VESSEL ENGAGED IN TRAWLING ON PORT SIDE SHOWING RED LIGHT, YOUR ACTION?
A VESSEL ENGAGED IN TRAWLING AHEAD OF YOU,WHAT IS YOUR ACTION? IF YOU ALTER COURSE TO PORT FOR THE ABOVE MENTIONED VESSEL ,HOW MUCH WILL YOU ALTER AND ACCORDING TO WHAT RULE? CAN WE MEASURE RELATIVE HUMIDITY IF RAINING? DERRICK OF SWL 60 T , HOW MUCH WEIGHT IT CAN LIFT? WHAT IS CHAIN REGISTER,CONTENTS? CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES. CHAIN REGISTER, (FORM 99) IT IS A BOOK WHICH REGISTERS LOAD BEARING MACHINERY, CHAINS AND WIRE ROPES. COVER: 1. NAME OF THE SHIP PORT OF REGISTRY. OWNERS NAME AND ADDRESS. PAGE I : CONTAINS INSTRUCTIONS REGARDING EXAMINATIONS AND ANNEALING. PART I : ENTRIES CONCERNING FOUR YEARLY EXAMINATIONS AND ANNUAL EXAMINATIONS. PART II : CONTAINS ENTRIES CONCERNING THROUGH ANNUAL EXAMINATIONS OF CRANES, WINCHES AND HOISTS. ACCESSORY GEAR OTHER THAN DERRICKS IS ALSO INCLUDED. PART III : FOR ENTRIES CONCERNING THE THROUGH ANNUAL EXAMINATION OF GEAR EXEMPTED FROM ANNEALING. PART IV : FOR ENTRIES CONCERNING THE ANNEALING OF GEAR. THE LAST PAGE CONTAINS SOME RECOMMENDED FACTORS OF SAFETY. EG. CHAIN/WIRE = 5 ROPE = 6 DERRICK = 9 TEST CERTIFICATES ARE ATTACHED TO THE REGISTER BY MEANS OF GUMMED STRIPS PROVIDED ON THE INSIDE OF THE COVER. THE REGISTER IS DESIGNED BY THE DOCKYARD FOR 8 YEARS AND MUST BE RETAINED ON BOARD FOR A PERIOD OF FOUR MORE YEARS AFTER THE NEW ONE COMES INTO FORCE. IT IS CERTIFIED BY THE CLASSIFICATION SOCIETY.
CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES. CHAIN REGISTER, (FORM 99) IT IS A BOOK WHICH REGISTERS LOAD BEARING MACHINERY, CHAINS AND WIRE ROPES. COVER: 1. NAME OF THE SHIP 2. PORT OF REGISTRY. 3. OWNERS NAME AND ADDRESS. PAGE I : CONTAINS INSTRUCTIONS REGARDING EXAMINATIONS AND ANNEALING. PART I : ENTRIES CONCERNING FOUR YEARLY EXAMINATIONS AND ANNUAL EXAMINATIONS. PART II : CONTAINS ENTRIES CONCERNING THROUGH ANNUAL EXAMINATIONS OF CRANES, WINCHES AND HOISTS. ACCESSORY GEAR OTHER THAN DERRICKS IS ALSO INCLUDED. PART III : FOR ENTRIES CONCERNING THE THROUGH ANNUAL EXAMINATION OF GEAR EXEMPTED FROM ANNEALING. PART IV : FOR ENTRIES CONCERNING THE ANNEALING OF GEAR. THE LAST PAGE CONTAINS SOME RECOMMENDED FACTORS OF SAFETY. EG. CHAIN/WIRE = 5 ROPE = 6 DERRICK = 9 • •
TEST CERTIFICATES ARE ATTACHED TO THE REGISTER BY MEANS OF GUMMED STRIPS PROVIDED ON THE INSIDE OF THE COVER. THE REGISTER IS DESIGNED BY THE DOCKYARD FOR 8 YEARS AND MUST BE RETAINED ON BOARD FOR A PERIOD OF FOUR MORE YEARS AFTER THE NEW ONE COMES INTO FORCE. • IT IS CERTIFIED BY THE CLASSIFICATION SOCIETY.
HOW MANY LEVELS OF STCW? SUPPORT , OPERATIONAL, MANAGEMENT
VLIDITY OF DE-RAT EXEMPTION CERTIFICATE? WHICH AUTORITY ISSUES IT TO WHICH SHIPS IT IS APPLICABLE? 6 MONTHS VALIDITY AND IS ISSUED BY PORT HEALTH. DE-RATTING CERTIFICATE: ISSUED BY PORT HEALTH AUTHORITY OF A DESIGNATED AND APPROVED PORT. THE VESSEL IS FUMIGATED AND DE-RATTED.
POISONOUS BAITS USED FOR DE-RATTING. VALIDITY – 6 MONTHS. DE-RATTING EXEMPTION CERTIFICATE: ISSUED BY PORT HEALTH AUTHORITY OF A DESIGNATED AND APPROVED PORT. THE VESSEL IS INSPECTED AND FOUND FREE OF RATS. VALIDITY – 6 MONTHS.
HOW MANY CERTIFICATES ISSUED UNDER ISPS? ISSC(INTERNATIONAL SHIP SECURITY CERTIFICATE) PFSC(PORT FACILITY SECURITY CERTIFICATE)
WHO ISSUES ISPS CERTIFICATES? HOW MANY LEVELS OF SECURITY? THERE ARE THREE LEVELS OF ISPS LEVEL 1: ALL TIME PROTECTIVE SECURITY(NORMAL SECURITY) LEVEL 2: ADDITIONAL SECURITY IN LIGHT OF HIGHTENED SECURITY CONCERNS. LEVEL 3: HIGHER SECURITY CONCERNS FEARING IMMININENT SECURITY RISKS,WETHER TARGETS IDENTIFIED OR NOT.
HOW YOU COME TO KNOW THAT CERTAIN PORT IS ISPS COMPLYING PORT? WHAT IS METACENTRIC HEIGHT? IN WHICH CHATER WILL THE DEMMURAGE/DISPATCH / LAYDAYS BE CALCULATED?
WHAT IS IACS? INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCITIES REPRESENTS THE WORLD’S MAJOR CLASSIFICATION SOCIETIES . OVER 90% OF THE WORLD’S MERCHANT FLEET TONNAGE IS COVERED BY IACS MEMBERS TO ENSURE UNIFORM APPLICATION OF HIGH STANDARDS.IACS MEMBER SOCIETIES ARE STRICTLY BOUND BY ISO BASED QUALITY ASSURANCE STANDARDS.
IS CLASSIFICATION MANDATORY OR VOLUNTARY?
CLASSIFICATION IS NOT A SOLAS REQUIREMENT, BUT IN MANY CASES A CONTRACTUAL REQUIREMENT OF: HULL AND MACHINERY UNDERWRITERS CARGO UNDERWRITERS P&I CLUBS
NAME ANY FIVE(5) CLASSIFICATION AUTHORITIES AND COUNTRIES FROM WHICH THEY BELONG? AN INTERNATIONAL CLASSIFICATION SOCIETY HAS BEEN DEFINED AS AN INDEPENDENT,NON GOVERNMENTAL,NON PROFIT DISTRIBUTING ORGANIZATION,WHICH DEVELOPS AND UPDATES ADEQUATE PUBLISHED RULES,REGULATIONS AND STANDARDS FOR THE SAFE DESIGN CONSTRUCTION AND PERIODICAL MAINTENANCE OF SHIPS WHICH ARE CAPABLE OF TRADING INTERNATIONALLY,AND IMPLEMENTS THESE ON A WORLDWIDE BASIS USING ITS OWN EXCLUSIVE STAFF. AMERICAN BUREAU OF SHIPPING(ABS) USA BUREAU VARITAS(BV) FRANCE DET NORSKE VARITAS(DNV) NORWAY GERMANISCHER LLOYLD(GL) GERMANY LLOYLD REGISTERED SHIPPING(LR) ENGLAND
WHAT IS MARITIME LIEN? MARITIME LIEN IS A CLAIM ON A SHIP, HER CARGO OR BOTH AS WELL AS ON THE FREIGHT SHE WILL EARN IN RESPECT OF A SEVICE DONE TO OR INJURY CAUSED BY ANY OF THEM. MARITIME LIEN IS AGAINST THE PROPERTY INVOLVED AND THE PERSON EG: LIEN OF SEAMAN ON SHIP FOR HIS WAGES.
WHAT IS CARRIER? A CARRIER IS THE ONE WHO AGREES TO CARRY ON A BUSINESS BASIS,GOODS OR PERSONS FROM ONE PLACE TO ANOTHER.
COMMON CARRIER: ONE WHO OFFERS TO TRANSPORT MERCHANDISE FOR HIRE AND MUST ACCEPT SHIPMENTS FROM ANYONE WHO WISHES TO USE HIS/HER SERVICES. COMMON CARRIERS MUST ABIDE BY DIFFERENT RULES AND LAWS THAN PRIVATE OR CONTRACT CARRIERS WHO TRANSPORT ONLY THE GOODS OF THOSE WITH WHOM THEY HAVE MADE AGREEMENTS.
WHAT IS GROSS TONNAGE?WHAT COMES IN YOUR MIND IF ONE VESSEL’S GT IS 10000 AND ANOTHER VESSEL’S GT IS 15000?
WHAT DO YOU KNOW ABOUT OVERTAKING? RULE 13:A VESSEL SHALL BE DEEMED TO BE OVERTAKING WHEN COMING UP WITH ANOTHER VESSEL FROM A DIRECTION MORE THAN 22.5 DEGREE ABAFT HER BEAM ,THAT IS IN SUCH A POSITION WITH REFERANCE TO THE VESSEL SHE IS OVERTAKING,THAT AT NIGHT SHE WOULD BE ABLE TO SEE ONLY THE STERN LIGHT OF THAT VESSEL BUT NEITHER OF HER SIDE LIGHTS.
AT ANCHOR VESSEL ASTERN OF YOU FRANTICALLY SIGNALLING THAT YOU ARE DRAGGING DOWN ON HER, WHAT ACTION? GO AHEAD HEAVE UP ANCHOR AND SELECT NEW SAFER ANCHORAGE. IF NO MAIN ENGINES, SHEAR OFF AND LET GO OTHER ANCHOR, PAY OUT BOTH CABLE AS MUCH AS YOU DARE,THEN HOLD ON, HAVE LOTS OF FENDERS READY AFT,IF POSSBLE INFORM OTHER VESSEL OF YOUR ACTION.
WHAT IS RELATIVE HUMIDITY? IT IS THE PERCENTAGE RATIO OF THE ACTUAL WATER VAPOUR CONTAINED IN A GIVEN SAMPLE OF AIR,THE MAXIMUM QUANTITY OF WATER VAPOUR THAT SAMPLE CAN HOLD AT THAT TEMPERATURE RELATIVE HUMIDITY 100
=
PRESENT QUANTITY OF WATER VAPOUR X
MAX POSSIBLE AT THAT TEMPERATURE
WHAT IS BROKEN STOWAGE? UNFILLED SPACE BETWEEN PACKAGES. THIS TENDS TO BE GREATEST WHEN LARGE CASES ARE STOWED IN THE END HOLDS,WHERE THE SHAPE OF THE VESSEL FINES OFF. WHAT IS CONDITION OF CLASS CERTIFICATE? WHEN IS IT ISSUED
CONDITION OF CLASS CERTIFICATE PROVISIONAL CERTIFICATE INTERIM CERTIFICATE
ISSUED TO A CLASSED VESSEL.
ISSUED BY CLASSIFICATION SOCIETY SURVEYOR. ENABLES THE VESSEL TO PROCEED TO VOYAGE WHEN AS PER SURVEYOR: THE VESSEL IS FIT. IN EFFICIENT CONDITION. CERTIFICATES WILL EMBODY SURVEYOR’S RECOMMENDATION FOR CONTINUANCE OF CLASS. SUBJECTED TO THE CONFIRMATION OF THE COMMITTEE.
ISSUED IN THE EVENT OF: SEAWORTHINESS OF THE VESSEL IN QUESTION DUE TO: COLLISION GROUNDING ANY MARITIME ACCIDENT BY WHICH VESSEL SUSTAINED DAMAGE TO HULL/ MACHINERY. REPAIR DONE AS REQUIRED. IF SURVEYOR THINKS THAT THE SHIP IS ONLY SAFE TO PROCEED TO NEXT PORT FOR A CHEAPER OR MORE THOROUGH REPAIR, AN ENDORSEMENT TO BE MADE ON INTERIM CERTIFICATE AS: “THE VESSEL IS SAFE FOR INTENDED PASSAGE UNTIL THE NEXT PORT FOR FURTHER REPAIR AND EXAMINATION.”
