Master Section 4

MEANS OF ACCESS


In every ship of 30 meters or more registered length- there is carried on board on board the ship a GANGWAY which is appropriate to the deck layout, size, shape and maximum freeboard of the ship.

In every ship of 120 meters or more registered length- there is carried on board on board the ship a ACCOMMODATION LADDER which is appropriate to the deck layout, size, shape and maximum freeboard of the ship.

CHECKS FOR SAFE MEANS OF ACCESS

  1. Accommodations ladder is capable of being operated safety in horizontal position and does exceed an angle of 55 with the steps horizontal. (Except where specifically designed for greater angles).
  2. In case of Gangway is capable of being operated safely in horizontal position and does not exceed an angle of 30 with the steps horizontal. (Except where specifically designed for greater angles).
  3. The access equipment which is used is properly rigged, secured and safe to use.
  4. Access equipment and immediate access thereto are adequately illuminated.
  5. Equipment used is of good contraction, sound material, free from defects and properly maintained.
  6. Safety nets in place and properly secured.
  7. Life buoy with self activating light and also a separate safety line attached to a quoit or some similar device is provided ready for use the point of access aboard the ship.
  8. The bottom platform is horizontal to the key and the roller is free to move.
  9. All the sheaves and running parts of the gangway are rust free and properly greased.
  10. Gangway and other access equipment should not be rigged on ship’s rails unless the rail has been reinforced for that purpose

PLANNED MAINTENANCE SCHEDULE

FACTORS DETERMINING PMS

  1. The plan must be adaptable to various weather conditions.
  2. The plan must be flexible so that changes of orders or cargoes do not upset it unduly
  3. The length of voyages, routs and trades that the vessel is involved in must b considered.
  4. The maintenance of safety equipment and emergency team training should be integrated with the overall maintenance plan.
  5. The plan should be constructed so that the appropriate equipment is bought up to optimum condition for statutory and classifications surveys.
  6. Dry-docking and repair period should be integrated with the plan.
  7. Manufacture advice should be complied with and all manufactures maintenance logs should be completed.
  8. The plan should be include the availability of appropriate equipment for breakdown maintenance due to unforeseen circumstances.
  9. Provisions should be made for spare part replacements due to wear and tear maintenance. There should also be a method for ordering spares as soon as replacement items are used.
  10. The plan must be carefully thought out, well controlled, and an efficient recording system must be kept up to date.

PLANNED MAINTENANCE SCHEDULE

(a)short term maintenance

weekly inspection and greasing ( when possible)

  • winches and windlasses
  • oil baths, if any, in winches and windlasses
  • wheels on steel hatch covers
  • door hinges on must houses
  • ventilation system flaps and ventilators
  • cleats on external watertight doors
  • anchor securing arrangements
  • booby hatches to cargo holds
  • sounding and air pipes
  • fairleads, rollers
  • derrick heels

fortnightly inspection and greasing

  • accommodation ladder and gangway
  • lifeboat falls and blocks
  • davit pivot points
  • fire hydrants and monitors
  • fire hose box hinges
  • quick release gear on bridge wing life buoys
  • all life buoys
  • life raft securing arrangements
  • securing bolts on international shore connection
  • steel hatch cross joints and acting cleats
  • hatch contractor panel fuses, electric cables and connections, motor heaters
  • all external butterfly nuts
  • all external electric cables and deck lighting arrangements

monthly inspection and greasing where necessary

  • life boat falls for broken strands
  • co2 cylinders in gang release system
  • fire detection system
  • breathing apparatus and associated equipment
  • ladders on masts and ventilation posts
  • radar mast rigging
  • fire gauze
  • freeing ports
  • scuppers
  • hatchway non return valves
  • ship side guard rails

(b) long term maintenance

three monthly inspection and/or overhaul

  • all cargo gear
  • navigation light connections
  • hold ventilation system

six monthly inspection and/or overhaul

  • cargo winches
  • strip all mooring rollers
  • fresh water tanks
  • all running gear, strip blocks and derricks
  • cofferdams and void spaces
  • forepeak and after peak
  • remove ventilator cowls and grease the test dampers flaps and locking screws
  • hold equipment such as spar ceiling limber boards, double bottoms, manholes, wells bilge,s strum boxes

vearly

  • derust and repaint derricks
  • end for end lifeboat falls
  • watertight seal on hatchways
  • loosen spare anchor securing bolts, lubricate all anchor parts and re-secure
  • rotational cleaning and painting of store rooms, alleyways, cabins and mess rooms
  • strip the windlass and aft mooring winch
  • standing rigging

(c) operational maintenance

  • anchor cable marking
  • check mooring ropes and wires before and after use
  • all gantline before being used on stages
  • pilot ladder and hoists, gangways, accommodation ladder and associated equipment before and after use
  • check anchor and cables stowed properly
  • test fire fighting appliance before entering port
  • test manual and emergency steering arrangements before entering coastal waters
  • cargo securing arrangements
  • all cargo gears and hatch closing arrangements before and after use
  • check hydraulic oil in any system
  • fumigate and spray holds as neces

CARGO HANDLING GEAR

TESTING OF LIFTING PLANT

Lifting gear should be tested by a ‘competent person’

  1. After installation
  2. After any major repairs
  3. Every 5 years

Lifting appliance are usually given a static test using a proof load or dynamometer (static test)

Proof load always exceeds the SWL (safe working load) by a given percentage or weight.

Code Of Safe Working Practices states that ‘a mass in excess of SWL should not be lifted unless”:

  1. A test is required
  2. The weight of the load is known and is the appropriate proof load
  3. The lift is a straight lift by a single appliance
  4. The lift is  supervised by the competent person who would normally supervise a test and carry out a through examination
  5. The competent person specifies in writing that the lift is appropriate in weight and other respects to act as a test of the plant, and agrees to the detailed plan for the lift
  6. No person is exposed to danger

Lifting plant must be ‘thoroughly examined’ by a competent person (Chief Officer)

  1. After testing
  2. At least once every 12 months

A ‘through examination’ means a detailed examination by a competent person, supplemented by stripping the gear down for inspection if this is judged necessary

CERTIFICATES AND REPORTS

A’REGISTER OF SHIP’S LIFTING APPLIANCE AND CARGO HANDLING GEAR’ should be kept on board for inspection.

This register should contain:

  1. The certificates of test together with reports of through examination.
  2. Items of loose gear such as blocks, schakles, bridles, etc., should be identifiable by a number stamped on the item and recorded on the certificate.
  3. Where a lifting appliance is tested, the SWL and proof load are recorded together with the identify and status of the ‘competent person’.
  4. Details of regular inspections of loose gear by a suitable person should also be recorded as well as details of defects found and repairs effected.
CONDEM A WIRE – IN ANY 8 DIAMETER WHEN 10% OF THE WIRES ARE BROKEN
FOR STANDING RIGGING – STEEL WIRE ROPE (6*6 WPS)
FOR RUNNING RIGGING – FLEXIBLE STEEL WIRE ROPE (6*12/18/24 WPS)
EXTRA FLRXIBLE STEEL WIRE ROPE (6*36 WPS)
{EXTRA FLEXIBLE STEEL WIRE ROPE HAS A FIBRE CORE FOR LUBRICATION AND FLEXIBILITY}
[WPS – WIRES PER STRANDS]

BREAKING STRESS(BS)=20 D/500         SWL=BS/6
UNION PURCHASE SWL=1/3 SWL OF SINGLE DERRICK
SAFE  ANGLE BETWEEN RUNNERS=90 (120 OCCASIONAL LIFTING)

RIGGING PLANS

  1. Position and size of deck eye plates
  2. Position of inboard and outboard booms
  3. Maximum head room (i.e. permissible height of cargo hook above hatch coaming)
  4. Maximum angle between runners
  5. Position, size and SWL of blocks
  6. Length size and SWL of runners, topping lifts, guys and preventers
  7. SWL of shackles
  8. Position of derricks producing maximum forces
  9. Optimum position for guys and preventers to resist such maximum forces
  10. Combined diagram showing forces for a load of 1 tonne or the SWL
  11. Guidance on the maintenance of the derrick rig.

OVERHAULING THE DERRICK HEEL GOOSE NECK

If possible this operation should be carried out when the vessel is at anchor.

Before starting the job a temporary secure crutch for the derrick heel should be made so that the derrick is  not left suspended on the lifting tackle.

  1. Securely lash the derrick head in its crutch
  2. Remove and overhaul the derrick heel block
  3. Secure a purchase of appropriate SWL to a suitable position on the mast or Samson post and the derrick. A direct lift can often be obtained over the derrick heel by unshipping the derrick topping lift block and securing the purchase by a strap to the heel of the derrick
  4. Lubricate and remove the vertical and horizontal pivot bolt nuts
  5. Heave tight on the lifting purchase and take the weight of the derrick.
  6. Lubricate, free and remove the pivot bolts. (A gentle tapping with the hammer may be necessary to dislodge the bolts)
  7. Unship the derrick heel and secure it in the temporary crutch
  8. Clean all surfaces thoroughly and check all parts for signs of wear or cracks.

Particular attention should be paid to the bolts.

  1. Thoroughly lubricate all areas and re-assemble the goose neck are to its operational condition.

PRECAUTION WHEN LOADING A HEAVY LIFT

  1. Ensure stability of vessel is adequate and maximum heel is acceptable. (Eliminate free surface)(GM small Heel)(monitor practically during operation via inclinometer)
  2. Rig extra mast stays as necessary.
  3. 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)
  4. Rig fenders as necessary
  5. Ensure all moorings taut and have men standby to ted as necessary
  6. Put winches in double gear (for slow operation)
  7. Clear area of the deck where the weight is to be landed of all obstructions and lay heavy dunnage to spread load.
  8. Check ship’s data to ensure deck is strong enough to support load. (Dec load capacity plan)
  9. Clear are of all but essential personnel
  10. Ensure winch drivers competent and fully aware of is to give directions.
  11. Secure steadying lines to corners of loads
  12. Remove rails if possible
  13. Cast off any barges alongside
  14. Inform all relevant personnel before lift begins
  15. Raise gangway before lift commences
  16. Use lifting points – otherwise sling it, using dunnage for sharp corners
  17. Set tight steam guys before lifting
  18. 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. 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.

DRY DOCKING

CHIEF OFFICER DUTIES

  1. All hatches and  beams stowed (to give continuity of strength)
  2. Derrick and cranes own (to counteract roll)
  3. Eliminate free surface
  4. Adequate stability check (adequate GM to counteract the rise in ‘G’ due to ‘p’ force)
  5. Consultation of draft and trim (on advise of  the dry dock managers)
  6. Sound round all tanks
  7. Security lock-up spaces
  8. Lock-up toilets
  9. Rig fenders
  10. Dry-dock plan and shell expansion plans for shore positions
  11. Obtain facilities:- water, power, bonding, access and garbage disposal
  12. Sound round on the blocks
  13. Prepare a repair list (to allow cast/time estimates. Allows officer to monitor and protect owners interest

****DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels, stabilizers and condensers.

****SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel upward, remove shores/keel blocks in way of damaged areas.   

REPAIR AND DRY-DOCK LISTS

(a) standard items

  1. Hull cleaning, surface preparation, painting
  2. Inspection and overhaul of anchors and cable, including raging and marking
  3. Inspection cleaning and painting of cable lockers
  4. Pugs to be take from all bottom and peak tanks (the plugs to be labeled and retained by the chief officer and replaced before the dock is flooded)
  5. All sea valves and sea chests to be inspected overhauled and painted
  6. Inspection and overhaul and load test of all lifting appliances
  7. all tanks holds compartments and their closed appliance to be inspected and overhauled
  8. inspection overhaul and load test of all lifting appliances
  9. all anodes to be inspected the location and weight or size to be ascertained
  10. Survey of ship’s bottom (known as sighting the bottom) to be conducted.

(b) repair items

  1. Renewal of piping
  2. Cargo-handling equipment
  3. Hatch-closing arrangements
  4. Bulked leaks
  5. Hull structure damage
  6. Replacement of ships side rails
  7. Instrumentation and control equipment refurbishing
  8. Electric cables
  9. Heavy weather damage
  10. Overhaul of fire fighting and life saving appliance

(c) modification items

  1. Fire fighting system such as foam or carbon dioxide
  2. Fire detection system
  3. New piping and structural arrangements (e.g. Segregated ballast system)
  4. Inert gas systems
  5. Life-saving appliances arrangements
  6. Conversion or restructuring order to comply with any mandatory equipment requirements

LOG BOOK ENTRIES

entering

  1. Time stern clears gates (gates closed)
  2. Pumping commenced
  3. Lines ashore forward and aft
  4. Time of touching the blocks
  5. Time all SEWN on blocks
  6. Time gangway walk able
  7. Vessel certified gas free
  8. Dock draining completed
  9. Note details of special shore/blocks
  10. Utilities connected

coming out

  1. Time flooding commenced(to be after time of signing the “Authority to Flood” certificate)

DRY-DOCK PERIOD:- NORMALLY DOCKED EVERY 2 YEARS

DOCKING WITH CARGO ON BOARD:- CARGO PLAN REQUIRED, ADDITIONAL

SHORES/BLOCKS PLACED UNDER UNSUPPORTED CARGO HOLDS

INSPECTING THE FOREPEAK TANKS ON NEW BUILDING OR BEFORE LEAVING THE DRY DOCK

‘Dangerous Space’ procedures should be observed

  1. Check that no rungs are missing from any ladders
  2. Inspect any protective coating and ensure that areas which are difficult to reach have been adequately covered
  3. Inspect any protective coating and ensure that areas which are difficult to reach have been adequately covered
  4. If sacrificial anodes have been fitted check the position of anodes agree with the plans and that the anodes are secure
  5. Ensure that the sounding pipe is correctly located and that the striker plate has been fitted (have a sounding rod lowered through the pipe and view it touches the striker plate)
  6. Check that the drain is correctly located and in the position indicated on the plan
  7. Check that the air pipes and filling pipes have been fitted with appropriate plugs
  8. Make sure that all loose equipment and shipyard rubbish has been removed
  9. The pumping arrangement should be given a through inspection
  10. The chief officer should be present with the surveyor at the ‘Tank Test’. (extension pieces are fitted to the filling pipes and the tank slowly fitted until a head of 8 feet or 2.45 m above the top of tank is obtained. Bulkheads cofferdams watertight seals on the manhole cover and all areas adjacent to the forepeak should be checked for leaks. The water in the tank then should be dropped to the operational level.)

DANGEROUS GOODS

No dangerous good shall be loaded unless shipper has provided a dangerous good declaration

The declarations must be give

1)      the correct technical name of the goods
2)      the identity of the goods
3)      the UN number if applicable
4)      the class in which the goods belong

In addition the shipper must supply the following written information where appropriate:

1)      the number and type of packages
2)      the gross weight of the consignment
3)      the net weight of the explosive content of class 1 goods
4)      the flash point if 61 C or below.

If goods are packed into a container or vehicle the vessel must be given a packing certificate for the container or vehicle.

A stowage plan must be made which gives information noted above and also the location of where the goods are stowed.

CLASSES OF IMDG

CLASS 1     Explosives

CLASS 2     Gases compressed, liquefied or dissolved under pressure.

2.1   Flammable gases

2.2   Non flammable gases, being compresses, liquefied or dissolved but neither flammable nor poisonous

2.3   Poisonous gases

CLASS  3    Flammable liquids

3.1   Low flash point

3.2   Intermediate flash point

3.3   High flash point

CLASS 4.1 Flammable solid

CLASS 4.2 Substances liable to spontaneous combustion

CLASS 4.3 Substances which in contact with water emit flammable gases

CLASS 5.1 Oxidising substances

CLASS 5.2 Organic peroxides

CLASS 6.1 Poisonous (toxic)

CLASS 6.2  Infections substance

CLASS 7     radioactive substances

CLASS 8     Corrosive

CLASS 9     Miscellaneous dangerous substance which presto a danger not covered by other classes

Goods must be packed in accordance with the IMDG code.

MARKING

The following requirement shall be complied with

  1. The package must be clearly marked with the correct technical name of the goods and as indication must be given as to the dangers which could arise during the transportation of the goods
  2. The marking must comply with IMGD code
  3. If the outer material of the package will survive three months immersion the marking must be durable
  4. If the outer material will not survive three months any inner receptacles which will survive tree months must be durably marked
  5. If the goods are carried in a container or similar unit, then must have distinctive labels on the exterior which comply with IMDG code class label system

CARRIAGE OF DANGEROUS GOODS ON BOARD A PASSENGER VESSEL

No explosive can be transported on a ship carrying more then 12 passengers except:

  1. Safety explosives
  2. Any explosives the net weight of which is 10 kg or under
  3. Distress signals up to a total weight of 1000 kg
  4. Fireworks which are unlikely to explode violently.

No dangerous goods should be allowed on board any vessel carrying more than 25 passengers

IMDG CODE

The international Maritime Dangerous Goods Code is published by the IMO I five volumes. The code lays down certain basic principles concerning the transportation of dangerous goods

EMERGENCY PROCEDURES FOR SHIP CARRYING DANGEROUS GOODS

This is an IMO publication which gives information concerning the safety, first aid, and emergency procedure to be followed and action to be taken in the event of an incident involving certain dangerous goods.

The Emergency Schedules (EmS) are divided into five sections

  1. Group title with the emergency schedule number
  2. Special equipment required
  3. Emergency procedures
  4. Emergency action
  5. First aid

EMERGENCY PROCEDURES FOR SHIP CARRYING DANGEROUS GOODS

  1. Reject any damaged or leaking packages
  2. Packages should be stowed in a location which ensures protection from accidental damage or heating
  3. Combustible material should be kept away from ignition sources
  4. Good must be segregated from substances liable to start or to spread fires
  5. It may be necessary to ensure accessibility of dangerous goods so that package in the vicinity of afire may be protected or moved to safety
  6. Enforce prohibited of smoking in dangerous areas
  7. Post ‘No smoking’ signs or symbols
  8. All electric fitting and cable must be in good condition and safe guarded against short circuits and sparking
  9. All ventilators must have spark arrestors of suitable wire mesh.

PREPARATION WHEN PROCEEDING TO A DISTRESS

  1. Prepare hospital to receive casualties
  2. Plot rendezvous position and possible search pattern
  3. Stand by communication officer and establish communication
  4. Pass own position and details with relevant search and operation update to RCC
  5. Prepare rescue boat and emergency crew
  6. Obtain current weather situation
  7. Highlight navigational dangers to own ship
  8. Maintain own ship at operational status
  9. Navigate on manual steering
  10. Obtain update on target information
  11. Note activities in log book
  12. Maintain internal and external communication
  13. Brief operational personnel’s. (OOW, boat coxswain)
  14. Rig ‘Guest Wrap’
  15. Plot position and prevailing currents estimate drift
  16. Post lock-outs high as area is entered
  17. Provide information to engine room advice on standby manoeuvring speed
  18. Radar operational at various ranges, long range scanning and plotting on going
  19. Advise owners agents and reschedule ETA
  20. Update RCC/MRCC

ANCHOR PLAN

  1. Position of anchoring defined
  2. Depth of water and amount of cable
  3. State of tide HW/LW, rise of tide
  4. Type of holding ground
  5. Prevailing weather and shelter
  6. Underwater obstructions
  7. Rate of current
  8. Swinging room from surface object
  9. Length of time vessel intend to stay
  10. Ship draft and UKC
  11. Use of 1 or 2 anchors
  12. Proximity of other shipping
  13. Local hazards outfalls etc,
  14. Current weather and expected
  15. Position fixing method
  16. Distance from shore by launch
  17. Types of anchors and holding power
  18. Wind direction
  19. Speed of approach
  20. Night or day signals

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. Warm all departments of heavy weather
  6. Close up check vents, remove cowls
  7. Check cargo lashing:- heavy lifts, deck cargo, hazardous cargo
  8. Check deck securing, anchors, lift0boats, water0tight doors
  9. Secure all derricks and cranes
  10. Batten down all deal 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 accommodation ladder
  17. Secure bridge against heavy rolling/pitching
  18. Reduce speed in ample time to avoid pounding
  19. Organize 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 and 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

HELICOPTER OPERATIONS

HELICOPTER WORKING (PRECAUTIONS)

  1. Do not secure any lines passed down
  2. Do not touch the winch man, stretcher hook/wire until earthed
  3. Do not fire Rockets and line throwing apparatus in the vicinity of the air craft
  4. Do not transmit on radio when engaged in winching operations
  5. Do not direct strong light towards the helicopter at night

****** (AVOID WASTING TIME AS AVIATION FUEL CAPACITY IS LIMITED) ******

HELICOPTER OPERATION (NAVIGATIONAL REQUIREMENT)

  1. Alter course towards rendezvous position
  2. Prepare deck reception
  3. Establish communication with aircraft
  4. Display correct navigational sign (RAM)
  5. Continually monitor own ships position and other traffic

ENGAGEMENTS

  1. Course altered to pilots instruction
  2. Maintain maximum maneuvering speed
  3. Clear navigational obstructions and obtain sea room
  4. Display wind indicator
  5. Engage manual steering
  6. Log all activities

HIGH LINE OPERATION

  1. Exposed rigging
  2. Rough seas
  3. Numerous persons
  4. The aircraft will establish a high hover position clear of all obstruction
  5. The weighted heaving line is passed down and trailed towards the surface vessel
  6. The hoist wire will be lowered once the deck crew have obtained hold of the having line
  7. The aircraft will then transverse back to establish visual contact (stbd side air craft-pore side vessel)
  8. Air crew man descends and deck crew party should heave in on the high line
  9. Aircraft maintains station, air crew men organizes double hoist transfer fro surface craft

PRECAUTION FOR SAFE HELICOPTER OPERATIONS

  1. Ensure that all rigging and obstructions about the helicopter landing/transfer area are cleared away
  2. Secure and stow away loose items which may become caught with the down draught from helicopter rotor blades
  3. Check and ensure communication with the deck controlling officer and between the bridge and helicopter
  4. Muster damage control/fire party close enough to the are of operations as to be available in an emergency
  5. See that the static hook handle is properly equipped
  6. Display wind sock or smoke signal
  7. Observer helicopter operations procedures
  8. If operating of night ensure adequate lighting without blinding the helicopter pilot
  9. Display proper lights and shapes throughout operations

EMERGENCIES

SUGGESTED ACTION FOLLOWING COLLISION

  1. Stop engines and obtain an assessment of the situation. (It may be prudent to maintain a few revolution on the engines to avoid the other vessel from total flooding and possible sinking when the two vessels separate)
  2. Sound the emergency signal and carry out a head count (To check complements for casualties)
  3. Shut all watertight doors and fire doors
  4. Inform the master as soon as possible
  5. Communication officer to standby and obtain weather report and position from chart
  6. Inform engine room and all departments
  7. Order bilge pumps/ballast pumps to commence pumping if  damage is below the waterline
  8. Switch on deck lights and not under command (NUC) lights and shapes
  9. Muster damage control parties and detail duties
  10. Prepare survival crafts and make ready for immediate launch if the situation demands

CHIEF OFFICERS DUTIES FOLLOWING COLLISION

  1. CHECK THE WATER TIGHT INTEGRITY OF THE SHIP
  2. MACHINERY SPACE WET OR DRY
  3. HEAD COUNT (FOR CASUALTIES)
  4. INVESTIGATE POLLUTION POSSIBILITY

MASTERS LEGAL OBLIGATION

  1. STANDBY TO RENDER ASSISTANCE
  2. EXCHANGE INFORMATION WITHMSTER/OFFICER INCHARGE OF THE OTHER VESSEL (GENERAL PARTICULARS AND PORT OF DEPARTURE AND DESTINATION)
  3. REPORT ACCIDENT TO THE MARINE ACCIDDENT INVESTIGATION BUREAU (MAIB)
  4. MAKE AND ENTRY IN THE OFFICIAL LOG BOOK

EXTERNAL COMMUNICATIONS FOLLOWING EMERGENCY

  1. Distress/Urgency signal
  2. Exchange information with other vessel
  3. MAIB
  4. Company,  Owners, Charterers
  5. AMVER
  6. Coast guard/ MRCC
  7. Agents (port of refuge)
  8. Tugs/Towing
  9. Dry Docking
  10. Weather reports

BEACHING is define as taking the ground intentionally Carried out for TWO reasons

  1. To prevent loss of the vessel when damage below the waterline
  2. When it is the intention to refloat after watertight integrity is restored

IDEAL choice for BEACHING

  1. Operation should be carried out in daylight
  2. Gentle slopping beach
  3. Free of rock preferably, sheltered with little or no current
  4. No surf action

BEACHING PROCEDURE

  1. Take on full ballast before beaching ( as this will make the operation of refloating easier)
  2. Approach bow first (unless damage is aft, then stern first) at above 90 to the tide
  3. Consider letting go the weather anchor first(this would tend to prevent the vessel slewing parallel to the beach)
  4. Should the vessel have sustained damage aft then a stern first approach would be desirable. In that case it should be made in the form of a Mediterranean moor, letting go both anchor which may be used to heave the vessel off when the time comes
  5. Antislew wire should be used in conjunction with the anchor
  6. On taking the ground take on more ballast prevent pounding by driving the vessel on
  7. Make a complete sound round all tanks together with a complete sound round the vessels hull to find out depth of water

ANTI POLLUTION MEASURES FOLLOWING EMERGENCY

  1. Plug all scuppers
  2. Repair damage / leaking areas
  3. Pump out/discharge surplus to barges or other vessels
  4. Transfer internally to other tanks
  5. Organise dispersant chemicals (prior permission to be obtained from local authorities)
  6. List/trim vessel to bring damage over water line.

RECOVERY OF A LINE BOAT IN HEAVY WEATHER

Preparation

  1. Secure a wire pendant to an accessible point on the davit arm
  2. Care to be taken and ensure that all the materials used are of sufficient strength to accept the weight of a fully laden boat
  3. The boat falls should be retrieved at deck level and the nylon stop shackled to the linkage of the floating block

Hoisting

  1. Lower the falls to the boat
  2. Attach the nylon stop to the lifting hook on the fore and aft to the boat
  3. Lift the boat off water and attach the hanging off pendant on top the nylon strop on the lifting hook
  4. This will transfer the weight off the nylon stop on the hanging off wire pendant

Transferring of weight

  1. This can be only achieved if the hanging off pendant is long enough to reach the lifting hook when the floating blocks are hard up at davit head
  2. Once this is achieved either cut the strop at hook or unshackle at the other end

Stowage

  1. Continue to walk back on the falls
  2. Connect the falls in the lifting hook
  3. Detach the wire pendant at the davit arm and secure boat
  4. When lowering the boat next time detach the wire pendant from the lifting hook.

CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MARKING WAY

  1. Once the boat falls has been released and the boat is held on the painter push the tiller toward the ships side
  2. This action effectively gives the boat a SHEER
  3. Keep the painter taut until the boat reaches a point of maximum sheer
  4. Then briefly alter the position of the tiller so that the bow cants inwards the parent vessel
  5. The result of this action will be for the painter to become temporarily slack which will permit its easy slipping
  6. Push tiller towards the ship side again and gain sea room

PREPARATION FOR A LOAD LINE SURVEY

  1. Check that all access opening at ends of enclosed structures are in good conditions. All dogs, clamps and hinges to be free and well greased. All gasket and water-tight seal should be crack free. Ensure that the doors open from both sides.
  2. Check all cargo hatches and access to holds for weather tightness
  3. Check the efficiency and securing of portable beams
  4. If portable wooden hatch covers are used check that they are in good condition
  5. If tarpaulins are used at least to should be provided for each hatch and in good condition
  6. Inspect or machinery space opening and exposed deck
  7. Check that any manhole and scuttles are capable of being made watertight
  8. Check that all ventilator openings are provided with efficiency watertight closing appliance
  9. All air pipe should be provided with satisfaction means for closing and opening
  10. Insect any cargo ports below the freeboard deck and ensure that all of them are watertight
  11. Ensure that non return valves on overboard valves are operating in a satisfactory manner
  12. Side scuttles and opening below the freeboard deck must have efficient internal watertight deadlights
  13. Check that all freeing ports are in satisfactory condition
  14. All guard-rails and bulwarks should be satisfactory condition
  15. Derust and paint the deck line, loading marks, load line and the draught marks

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 nit 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 lifeboats engines both ahead and astern
  5. Check that the inflatable life rafts have been serviced within the last 12 months
  6. Inspect the survival craft portable radio equipment
  7. Over haul the lifebuoy 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 dry out the fire pump including the emergency fire pump
  14. Checks fire hoses, nozzle 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 he 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)***

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