capt mkd.docx

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Capt. MKD 2.Vsl lost her anchor at sea,Seaworthy or not?How? Anchor is required under SEQ( statutory) certificate, and If ur anchor is lost…SEQ certificate becomes invalid and hence if ur cerficate is invalid ur ship becomes unseaworthy. 3.Marpol Annex -VI,SOx emmision criteria inside/outside SECA....... . NOx: regulation applies to engines > 130 kW and not to engines used solely for the purpose of emergencies, related to the emissions from the engines. The manufacturer would provide a technical manual for the engines specifying the settings in order to comply with the regulations. NOx emissions are controlled by Tier I, II & III ECA for NOx North American Area United States Caribbean Sea ECA SOx: Relates to the emission due to the sulphur content in the fuel Under the revised MARPOL Annex VI, the global sulphur cap is reduced initially to 3.50% effective from 1 January 2012 Then progressively to 0.50% effective from 1 January 2020.

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Capt. MKD

2.Vsl lost her anchor at sea,Seaworthy or not?How?Anchor is required under SEQ( statutory) certificate, and If ur anchor is lostSEQ certificate becomes invalid and hence if ur cerficate is invalid ur ship becomes unseaworthy. 3.Marpol Annex -VI,SOx emmision criteria inside/outside SECA........

NOx: regulation applies to engines > 130 kW and not to engines used solely for the purpose of emergencies, related to the emissions from the engines. The manufacturer would provide a technical manual for the engines specifying the settings in order to comply with the regulations. NOx emissions are controlled by Tier I, II & III ECA for NOxNorth AmericanArea

United StatesCaribbean Sea ECA

SOx: Relates to the emission due to the sulphur content in the fuel

Under the revised MARPOL Annex VI, the global sulphur cap is reduced initially to 3.50% effective from 1 January 2012 Then progressively to 0.50% effective from 1 January 2020. The limits applicable in ECAs for SOx and particulate matter were reduced to 1.00%, beginning on 1 July 2010 Being further reduced to 0.10 %, effective from 1 January 2015. As per EU directives the limits applicable are 0.10% in EU ports

Baltic Sea (SOx)

North Sea (SOx)

North Americanarea(SOx, and NOx and PM)

United StatesCaribbean Sea ECA(SOx, NOx and PM)

1. Hair line Crack on ship's hull. He asked reporting and how to prevent it from progressing 1.report location of the crack using shell expansion plan Calculate damge stability 1.Report to flag state and to company. 2.apply to class for a survey of the damage. report to P & I club , shipper and consignee, agents,charterers, operators. in case of pollution incident( harmful substances)as per protocol I, article 1: duty to report 2.Contents of Quarterly reports sent by Classification society to shipshttp://www.ilent.nl/Images/Inspection%20Programme%202008%20Supervision%20of%20the%20Classification%20Societies%20def_tcm334-318328.pdf 3. Checks on anchor cable in dry dock.Anchor cables may be ranged in jetty for greasing, testing for wear-down, changing the cable length, re-marking the cables, renewal of lead pallets, and at the same time the chain locker can be cleaned & scaled/coated if necessary

How to determine whether can be used or not? Check whether its dia is not reduced by 10 %.What will you do if one cable is not within prescribed strength, suppose spares cannot be arranged?Inform administration, dismantle the defective link and rejoin the it.get exemption or exception for the same frm administration.4. Crew indiscipline. How to handle as per MS act.As per MS act Section 196:a) Entry of offence in official log book and signed by ( master +mate +any crew)b) Furnish the entry to the offender and same to read out clearly and audibly to him He may thereupon reply to the above.c) A statement of a copy of the entry having been so furnished and entry having been so read over and the reply, if any made by the offendershall likewise be entered and signed in a manner aforesaidd) In any subsequent legal proceedings the entries be produced or proved.

5. Process for issuance of ISSC. Who prepares SSA and SSP.8 SHIP SECURITY ASSESSMENT8.1 The ship security assessment is an essential and integral part of the process of developingand updating the ship security plan.8.2 The company security officer shall ensure that the ship security assessment is carried outby persons with appropriate skills to evaluate the security of a ship, in accordance with thissection, taking into account the guidance given in part B of this Code.8.3 Subject to the provisions of section 9.2.1, a recognized security organization may carryout the ship security assessment of a specific ship.8.4 The ship security assessment shall include an on-scene security survey and, at least, thefollowing elements:.1 identification of existing security measures, procedures and operations;.2 identification and evaluation of key ship board operations that it is important toprotect;.3 identification of possible threats to the key ship board operations and thelikelihood of their occurrence, in order to establish and prioritise securitymeasures; and.4 identification of weaknesses, including human factors in the infrastructure,policies and procedures.SOLAS/CONF.5/34ANNEX 1Page 11I:\CONF\SOLAS\5\34.DOC8.5 The ship security assessment shall be documented, reviewed, accepted and retained by theCompany.9 SHIP SECURITY PLAN9.1 Each ship shall carry on board a ship security plan approved by the Administration. Theplan shall make provisions for the three security levels as defined in this Part of the Code.9.1.1 Subject to the provisions of section 9.2.1, a recognized security organization may preparethe ship security plan for a specific ship.9.2 The Administration may entrust the review and approval of ship security plans, or ofamendments to a previously approved plan, to recognized security organizations. 9.2.1 In such cases the recognized security organization, undertaking the review and approvalof a ship security plan, or its amendments, for a specific ship shall not have been involved ineither the preparation of the ship security assessment or of the ship security plan, or of theamendments, under review.9.3 The submission of a ship security plan, or of amendments to a previously approved plan,for approval shall be accompanied by the security assessment on the basis of which the plan, or the amendments, have been developed.9.4 Such a plan shall be developed, taking into account the guidance given in part B of thisCode and shall be written in the working language or languages of the ship. If the language orlanguages used is not English, French or Spanish, a translation into one of these languages shallbe included. The plan shall address, at least, the following:.1 measures designed to prevent weapons, dangerous substances and devicesintended for use against persons, ships or ports and the carriage of which is notauthorized from being taken on board the ship;.2 identification of the restricted areas and measures for the prevention ofunauthorized access to them;.3 measures for the prevention of unauthorized access to the ship; .4 procedures for responding to security threats or breaches of security, includingprovisions for maintaining critical operations of the ship or ship/port interface;.5 procedures for responding to any security instructions Contracting Governmentsmay give at security level 3;.6 procedures for evacuation in case of security threats or breaches of security;.7 duties of shipboard personnel assigned security responsibilities and of othershipboard personnel on security aspects;.8 procedures for auditing the security activities;.9 procedures for training, drills and exercises associated with the plan;SOLAS/CONF.5/34ANNEX 1Page 12I:\CONF\SOLAS\5\34.DOC.10 procedures(ISPS Code: INTERNATIONAL CODE FOR THE SECURITY OF SHIPSAND OF PORT FACILITIES)Ship security plan means a plan developed to ensure the application of measureson board the ship designed to protect persons on board, cargo, cargo transportunits, ship.s stores or the ship from the risks of a security incident.

6. Who gives condition of class and when?Condition of class issues by classification socie ties and is requirement that specific measures, repairs, survey etc. are to be carried out within a specific time limit in order to retain class. A class is suspended if the above conditions are not met.7. Contents of Survey document file. Who prepares it? What is Enhanced Survey programme(INTERNATIONAL CODE ON THE ENHANCED PROGRAMME OFINSPECTIONS DURING SURVEYS OF BULK CARRIERSAND OIL TANKERS, 2011 (2011 ESP CODE)?Contents of Survey document file: Main particulars of the ship Plan of tanks/holds with information on their coating condition and cathodic protection. Corrosion risk nomination of tanks. Design risk nomination of the structures. Tanks and areas nominated for close up inspection. Structures and sections nominated for thickness measurement List of acceptable corrosion allowance for different structures.

What is ESP?Basically, close up examinations of the welded attachments of side shell frames in selected holds and extensive thickness measurement carried out by IACS member societies.Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers (ESP) referred to in MARPOL Regulation 13G which applies to crude oil tankers of 20000 dwt and above and product carriers of 30000 dwt and above. This enhanced survey requirement has undoubtedly improved the safety performance of those ships which have now been subjected to more rigorous inspection.Substantial corrosion: corroded structure with a diminution of between 75% and 100 %of the maximum allowed for the structural component concerned .How to know your ship was requied to have enhanced surveys:-The class notation wud include the ESP notation ESP What are its salient features?1. Survey planning2. Document file onboard3. Improved procedure for thickness measurement4. Harmonization between dry-dock and renewal surveys5. Extended intermediate surveys6. Possible annual examination of tanks and spaces7. Phase out of continuous hull survey arrangemnts 1. how ISSC cert is issued to a ship: AS explained above 2. What all certificate is issued as per ISM n their validity3.1 Certification Activities3.1.1 Document of Compliance (DOC)3.1.1.1 A DOC shall be issued to a Company following an initial or renewal verification ofcompliance with the requirements of the ISM Code.3.1.1.2 The Company shall make available copies of the DOC to each office location andeach ship covered by the SMS.3.1.1.3 On completion of the audit, to facilitate the review of the auditors report prior to theissue of the full-term certificate, a DOC with validity not exceeding five (5) months may beissued by the auditor.3.1.2 Safety Management Certificate (SMC)3.1.2.1 A SMC shall be issued to a ship following an initial or renewal verification ofcompliance with the requirements of the ISM Code.3.1.2.2 A copy of the SMC shall be available at the Companys head office.3.1.2.3 The issue of a SMC is conditional upon:(i) the existence of a full term DOC (not interim), valid for that type of ship;(ii) the maintenance of compliance with the requirements of a Classification Societywhich meets the requirements of IMO Resolution A.739(18) and A.789(19), as may beamended, or with the national regulatory requirements of an Administration whichprovide an equivalent level of safety; and

(iii) the maintenance of valid statutory certificates.3.1.2.4 On completion of the audit, to facilitate the review of the auditors report prior to theissue of the full-term certificate, an SMC with validity not exceeding five (5) months may beissued by the auditor. 3.2 Interim and initial verification 3.2.1 Interim verification for the issue of an interim DOC to a Company and an interim SMCfor a ship is carried out as described in ISM Code Section 14. The interim verification forissuance of an interim DOC includes a review of the safety management systemdocumentation.3.2.2 Initial verification for the issue of a DOC to a Company consists of the following steps:(i) A satisfactory review of any changes made to the documented SMS since the interimDOC was issued;(ii) Verification of the effective functioning of the SMS, including objective evidence thatthe Companys SMS has been in operation for at least three months on board at leastone ship of each type o perated by the Company. The objective evidence shall includerecords from the internal audits performed by the Company ashore and on board.

3. Use of ground tackle n how to deploy Ground tackle can be used for refloating a shipas it gives best mechanical advantage. It can be used in two ways:1 ) active ground tackleship comes off with its own power with two anchors in tandom(2) passive ground tacle---salvage barge made fast to ship in ballast condition start deballasting in high water , thr pull-off of the wire causes the ship to come off the ground. It gives best mechanical advantage In case of swell the tug will pitch and cause strain on the wire Ground tackle can be used even in high swell.4.procedure of slipping anchor Slipping of anchor needs to be done usually when the anchor cannot be weighed.2 ways to do so: (1) slipping from the deck (2) slipping from the anchorslipping from the deck: veer cable or heave until a shackle is situated on to the howse pipe upper lif pass a 20~ 24 mm wire rope throughthe cable forward of the shackle and both end heave taut and made fast preferably on separate bits the cable is used

( i explained the procedure wt is given in danton he added that at the end of the chain we should connect a buoy to locate the position of the chain n anchor)5. plans required for drydock.... Shell expansion plan Docking plan(What information would you find on a 'Docking Plan'?Side elevation of the vessel, showing basic arrangement for centre-line blocks. Plan view showing support arrangement for docking condition. Arrangement for docking with 50% , 100% bunkers. Docking block area. Maximum load per block at locations. Cautionary remarks ie. number of liquid to be carried in the following tanks. Block Pressure calculations. Maximum amount of liquid never to be exceeded. Table of paint areas, flat bottom, bottom - bootop, Bootopping, topsides, rudder. Position of drainholes.) Fire control plan Capacity plan Piping arrangement plan LSA plan General arrangement plan

wt information u get from shell expansion plan n docking plan...6. action if a crew disobey n does not report to duty..as per MS act..7. ship's rudder is hollow or solid .........I answered hollowThen he asked what corrosion prevention method is used inside the rudder.....: Sacrificial anode system for small ships and for large ships impressed current system to avoid extra turbulence and extra weight resulting I reduced deadweight.8. wt is COC.. I explained condition of class... then he asked wt is the name of the certificate: Interim Certificateballast water management new regInternational Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM)Adoption: 13 February 2004; Entry into force: 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage

Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been identified as a major pathway for introducing species to new environments. The problem increased as trade and traffic volume expanded over the last few decades, and in particular with the introduction of steel hulls, allowing vessels to use water instead of solid materials as ballast. The effects of the introduction of new species have in many areas of the world been devastating. Quantitative data show the rate of bio-invasions is continuing to increase at an alarming rate. As the volumes of seaborne trade continue overall to increase, the problem may not yet have reached its peak.However, the Ballast Water Management Convention, adopted in 2004, aims to prevent the spread of harmful aquatic organisms from one region to another, by establishing standards and procedures for the management and control of ships' ballast water and sedimentsUnder the Convention, all ships in international traffic are required to manage their ballast water and sediments to a certain standard, according to a ship-specific ballast water management plan. All ships will also have to carry a ballast water record book and an international ballast water management certificate. The ballast water management standards will be phased in over a period of time. As an intermediate solution, ships should exchange ballast water mid-ocean. However, eventually most ships will need to install an on-board ballast water treatment system.

A number of guidelines have been developed to facilitate the implementation of the Convention.The Convention will require all ships to implement a Ballast Water and Sediments Management Plan. All ships will have to carry a Ballast Water Record Book and will be required to carry out ballast water management procedures to a given standard. Existing ships will be required to do the same, but after a phase-in period.Parties to the Convention are given the option to take additional measures which are subject to criteria set out in the Convention and to IMO guidelinesThe Convention is divided into Articles; and an Annex which includes technical standards and requirements in the Regulations for the control and management of ships' ballast water and sediments.General ObligationsUnder Article 2 General Obligations Parties undertake to give full and complete effect to the provisions of the Convention and the Annex in order to prevent, minimize and ultimately eliminate the transfer of harmful aquatic organisms and pathogens through the control and management of ships' ballast water and sediments.Parties are given the right to take, individually or jointly with other Parties, more stringent measures with respect to the prevention, reduction or elimination of the transfer of harmful aquatic organisms and pathogens through the control and management of ships' ballast water and sediments, consistent with international law. Parties should ensure that ballast water management practices do not cause greater harm than they prevent to their environment, human health, property or resources, or those of other States.Reception facilitiesUnder Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where cleaning or repair of ballast tanks occurs, have adequate reception facilities for the reception of sediments.Research and monitoringArticle 6 Scientific and Technical Research and Monitoring calls for Parties individually or jointly to promote and facilitate scientific and technical research on ballast water management; and monitor the effects of ballast water management in waters under their jurisdiction.Survey, certification and inspectionShips are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected by port State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid certificate; inspect the Ballast Water Record Book; and/or sample the ballast water. If there are concerns, then a detailed inspection may be carried out and "the Party carrying out the inspection shall take such steps as will ensure that the ship shall not discharge Ballast Water until it can do so without presenting a threat of harm to the environment, human health, property or resources."All possible efforts shall be made to avoid a ship being unduly detained or delayed (Article 12 Undue Delay to Ships).Technical assistanceUnder Article 13 Technical Assistance, Co-operation and Regional Co-operation, Parties undertake, directly or through the Organization and other international bodies, as appropriate, in respect of the control and management of ships' ballast water and sediments, to provide support for those Parties which request technical assistance to train personnel; to ensure the availability of relevant technology, equipment and facilities; to initiate joint research and development programmes; and to undertake other action aimed at the effective implementation of this Convention and of guidance developed by the Organization related thereto.Annex - Section A General ProvisionsThis includes definitions, application and exemptions. Under Regulation A-2 General Applicability: "Except where expressly provided otherwise, the discharge of Ballast Water shall only be conducted through Ballast Water Management, in accordance with the provisions of this Annex."Annex - Section B Management and Control Requirements for ShipsShips are required to have on board and implement a Ballast Water Management Plan approved by the Administration (Regulation B-1). The Ballast Water Management Plan is specific to each ship and includes a detailed description of the actions to be taken to implement the Ballast Water Management requirements and supplemental Ballast Water Management practices.Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It should also record when Ballast Water is discharged to a reception facility and accidental or other exceptional discharges of Ballast WaterThe specific requirements for ballast water management are contained in regulation B-3 Ballast Water Management for Ships:Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000 cubic metres must conduct ballast water management that at least meets the ballast water exchange standards or the ballast water performance standards until 2014, after which time it shall at least meet the ballast water performance standard.

Ships constructed before 2009 with a ballast water capacity of less than 1500 or greater than 5000 cubic metres must conduct ballast water management that at least meets the ballast water exchange standards or the ballast water performance standards until 2016, after which time it shall at least meet the ballast water performance standard.

Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic metres must conduct ballast water management that at least meets the ballast water performance standard.

Ships constructed in or after 2009 but before 2012, with a ballast water capacity of 5000 cubic metres or more shall conduct ballast water management that at least meets the standard described in regulation D-1 or D-2 until 2016 and at least the ballast water performance standard after 2016.

Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or more shall conduct ballast water management that at least meets the ballast water performance standard.

Other methods of ballast water management may also be accepted as alternatives to the ballast water exchange standard and ballast water performance standard, provided that such methods ensure at least the same level of protection to the environment, human health, property or resources, and are approved in principle by IMO's Marine Environment Protection Committee (MEPC).Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and in water at least 200 metres in depth, taking into account Guidelines developed by IMO;

in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 metres in depth.

When these requirements cannot be met areas may be designated where ships can conduct ballast water exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water in accordance with the provisions of the ships' ballast water management plan (Regulation B-4).Annex - Section C Additional measuresA Party, individually or jointly with other Parties, may impose on ships additional measures to prevent, reduce, or eliminate the transfer of Harmful Aquatic Organisms and Pathogens through ships' Ballast Water and Sediments.In these cases, the Party or Parties should consult with adjoining or nearby States that may be affected by such standards or requirements and should communicate their intention to establish additional measure(s) to the Organization at least 6 months, except in emergency or epidemic situations, prior to the projected date of implementation of the measure(s). When appropriate, Parties will have to obtain the approval of IMO.Annex - Section D Standards for Ballast Water ManagementThere is a ballast water exchange standard and a ballast water performance standard. Ballast water exchange could be used to meet the performance standard:

Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast water tank shall be considered to meet the standard described. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met.Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations.The indicator microbes, as a human health standard, include, but are not be limited to:a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 milliliters or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;b. Escherichia coli less than 250 cfu per 100 milliliters;c. Intestinal Enterococci less than 100 cfu per 100 milliliters.Ballast Water Management systems must be approved by the Administration in accordance with IMO Guidelines (Regulation D-3 Approval requirements for Ballast Water Management systems). These include systems which make use of chemicals or biocides; make use of organisms or biological mechanisms; or which alter the chemical or physical characteristics of the Ballast Water.Prototype technologiesRegulation D-4 covers Prototype Ballast Water Treatment Technologies. It allows for ships participating in a programme approved by the Administration to test and evaluate promising Ballast Water treatment technologies to have a leeway of five years before having to comply with the requirements.Review of standardsUnder regulation D-5 Review of Standards by the Organization, IMO is required to review the Ballast Water Performance Standard, taking into account a number of criteria including safety considerations; environmental acceptability, i.e., not causing more or greater environmental impacts than it solves; practicability, i.e., compatibility with ship design and operations; cost effectiveness; and biological effectiveness in terms of removing, or otherwise rendering inactive harmful aquatic organisms and pathogens in ballast water. The review should include a determination of whether appropriate technologies are available to achieve the standard, an assessment of the above mentioned criteria, and an assessment of the socio-economic effect(s) specifically in relation to the developmental needs of developing countries, particularly small island developing States.Annex- Section E Survey and Certification Requirements for Ballast Water ManagementGives requirements for initial renewal, annual, intermediate and renewal surveys and certification requirements. Appendices give form of Ballast Water Management Certificate and Form of Ballast Water Record Book.

chain n machinery register in detail - ILO 152 convention, Form 2.REGISTER OF LIFTING APPLIANCES and ITEMS OF LOOSE GEARForm No. 1Identity of National Authority or Competent OrganisationREGISTER OF SHIPS LIFTING APPLIANCESAND CARGO HANDLING GEARName of ShipOfficial NumberCall SignPort of RegistryName of OwnerRegister NumberDate of IssueIssued bySignature and StampNote: This Register is the standard international form as recommended by the InternationalLabour Office in accordance with the ILO Convention No. 152.GeneralThe tests, examinations and inspections indicated in this Register are based on therequirements of the ILO Convention No. 152 and Recommendation No. 160. They areintended to ensure that ships lifting appliances are initially certified by a competent personand to establish periodically that they continue to be in safe working order to the satisfactionof a competent person acceptable to the competent authority.A Register of Lifting appliances and items of loose gear shall be kept in a formprescribed by the competent authority, account being taken of this model recommended bythe International Labour Office. This Register and related Certificates shall be kept and beavailable to any person authorised by the competent authority. The Register and Certificatesfor gear currently aboard the ship shall be preserved for at least five years after the date of thelast entry.Instructions1. Initial examination and certification1.1 Every lifting appliance shall be certified by a competent person before beingtaken into use for the first time to ensure that it is of good design andconstruction and of adequate strength for the purpose of which it is intended.1.2 Before being taken into use for the first time a competent person shallsupervise and witness testing, and shall thoroughly examine every liftingappliance.1.3 Every item of loose gear shall, before being taken into use for the first time betested, thoroughly examined and certified by a competent person inaccordance with national law or regulations.1.4 Upon satisfactory completion of the procedures indicated above the competentperson shall complete and issue the Register of Lifting Appliances and attachthe appropriate Certificates. An entry shall be made in Part I of the Register.1.5 A rigging plan showing the arrangement of lifting appliances shall beprovided. In the case of derricks and derrick cranes the rigging plan shouldshow at least the following information:(a) the position of guys;(b) the resultant force on blocks, guys, wire ropes and booms;(c) the position of blocks;(d) the identification mark of individual items;(e) arrangements and working range of union purchase.2.2. Periodic examinations and re-testing2.1 All lifting appliances and every item of loose gear shall be thoroughlyexamined by a competent person at least once in every 12 months. Theparticulars of these thorough examinations shall be entered in Part I of theRegister.2.2 Re-testing and thorough examination of all lifting appliances and every itemof loose gear is to be carried out:(a) after any substantial alteration or renewal, or after repair of any stressbearingpart; and(b) in the case of lifting appliances at least once in every five years.2.3 The re-testing referred to in paragraph 2.2 (a) may be omitted provided thepart which has been renewed or repaired is subjected by separate test, to thesame stress as would have been imposed on to it if it had been tested in situduring testing of the lifting appliance.2.4 The thorough examinations and tests referred to in paragraph 2.2 are to beentered in Part I of the Register.2.5 No new item of loose gear shall be manufactured of wrought iron. Heattreatment of any existing wrought iron components should be carried out tothe satisfaction of the competent person. No heat treatment should be appliedto any item of loose gear unless the treatment is in accordance with themanufacturers instruction; to the satisfaction of the competent person. Anyheat treatment and the associated examination are to be recorded by thecompetent person in Part I of the Register.3. Inspections3.1 Regular visual inspections of every item of loose gear shall be carried out by aresponsible person before use. A record of these regular inspections is to beentered in Part II of the Register, but entries need only be made when theinspection has indicated a defect in the item.3.4. Certificates4.1 The certification forms to be used in conjunction with this Register (Form No. 1)are as follows:Form No. 2 Certificate of test and thorough examination of liftingappliances.Form No. 2 (U) Certificate of test and thorough examination of derricks usedin union purchase.Form No. 3 Certificate of test and thorough examination of loose gear.Form No. 4 Certificate of test and thorough examination of wire rope.Definitions(a) The term competent authority means a minister, government department or otherauthority empowered to issue regulations, orders or other instructions having the forceof law.(b) The term competent person means a person possessing the knowledge andexperience required for the performance of thorough examinations and tests of liftingappliances and loose gear and who is acceptable to the competent authority.(c) The term responsible person means a person appointed by the master of the ship orthe owner of the gear to be responsible for the performance of inspections and hassufficient knowledge and experience to undertake such inspections.(d) The term thorough examination means a detailed visual examination by acompetent person, supplemented if necessary by other suitable means or measures inorder to arrive at a reliable conclusion as to the safety of the lifting appliance or itemof loose gear examined.(e) The term inspection means a visual inspection carried out by a responsible personto decided whether, so far as can be ascertained in such manner, the loose gear orsling is safe for continued use.(f) The term lifting appliance covers all stationary or mobile cargo-handling appliancesused on board ship for suspending, raising or lowering loads or moving them fromone position to another while suspended or supported.4.PART I Thorough examination of lifting appliances and loose gear(1) (2) (3) (4) (5)Situation anddescription ofliftingappliances andloose gear (withdistinguishingnumber ormarks, if any)which havebeen thoroughlyexamined (seeNote 1)Certificate Nos. Examinationperformed (seeNote 2)I certify that onthe date towhich I haveappended mysignature, thegear shown incolumn (1) wasthoroughlyexamined andno defectsaffecting itssafe workingcondition werefound otherthan thoseshown incolumn (5)(Date andsignature)Remarks (To bedated andsigned)Note 1: If all the lifting appliances are thoroughly examined on the same date it will besufficient to enter in column (1) All lifting appliances and loose gear. If not, theparts which have been thoroughly examined on the dates stated must be clearlyindicated.Note 2: The thorough examinations to be indicated in column (3) include:(a) Initial(b) 12 monthly(c) Five yearly(d) Repair/damage(e) Other thorough examinations including those associated with heat treatment.5.PART II Regular inspections of loose gear(1) (2) (3)Situation and description ofloose gear (withdistinguishing number ormark, if any) which hasbeen inspected (see Note 1)Signature and date of theresponsible person carryingout the inspectionRemarks (To be dated andsigned)Note 1: All loose gear should be inspected before use. However, entries need only be madewhen the inspection discloses a defect.Form No. 2Identity of national authority or competent organisationCERTIFICATE OF TEST AND THOROUGHEXAMINATION OF LIFTING APPLIANCESName of Ship Certificate No. ________Official NumberCall SignPort of RegistryName of Owner(1) (2) (3) (4)Situation anddescription of liftingappliances (withdistinguishingnumbers or marks, ifany) which havebeen tested andthoroughlyexaminedAngle to thehorizontal or radiusat which test loadappliedTest load (tonnes) Safe working load(SWL) at angle orradius shown incolumn 2 (tonnes)Name and address of the firm or competentperson who witnessed testing and carriedout thorough examination--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that on the date to which I have appended my signature, the gear shown in column(1) was tested and thoroughly examined and no defects or permanent deformation werefound; and that the safe working load is as shown.Date: __________________________ Signature: __________________________Place: __________________________Note: This Certificate is the standard international form as recommended by the InternationalLabour Office in accordance with ILO Convention No. 152.Instructions1. Every lifting appliance shall be tested with a test load which shall exceed the safeworking load (SWL) as follows:SWL Test loadUp to 20 tonnes 25 per cent in excess20 to 50 tonnes 5 tonnes in excessOver 50 tonnes 10 per cent in excess2. In the case of derrick systems the test load shall be lifted with the ships normal tacklewith the derrick at the minimum angle to the horizontal for which the derrick system wasdesigned (generally 15 degrees), or at such greater angle as may be agreed. The angle atwhich the test was made should be stated in the certificate of test. After the test load has beenlifted it should be swung as far as possible in both directions.2.1 The SWL shown is applicable to swinging derrick systems only. When derricksare used in union purchase the SWL (U) is to be shown on Form 2 (U).2.2 In the case of heavy derricks, care should be taken to ensure that the appropriatestays are correctly rigged.3. In the case of cranes, the test load is to be hoisted, slewed and luffed at slow speed.Gantry and travelling cranes together with their trolleys, where appropriate, are to betraversed and travelled over the full length of their track.3.1 In the case of variable load-radius cranes, the tests are generally to be carried outwith the appropriate test load at maximum, minimum and at an intermediateradius.3.2 In the case of hydraulic cranes where limitations of pressure make it impossible tolift a test load 25 per cent in excess of the safe working load, it will be sufficientto lift the greatest possible load, but in general this should not be less than 10 percent in excess of the safe working load.4. As a general rule, tests should be carried out using test loads, and no exception shouldbe allowed in the case of initial tests. In the case of repairs, replacement or when the periodicexamination calls for re-test, consideration may be given to the use of spring or hydraulicbalances provided the SWL of the lifting appliance does not exceed 15 tonnes. Where aspring or hydraulic balance is used it shall be calibrated and accurate to within 2 per centand the indicator should remain constant for five minutes.4.1 If test weights are not used this is to be indicated in column (3).5. The expression tonne shall mean a tonne of 1,000 kg.6. The terms competent person, thorough examination and lifting appliance aredefined in Form No. 1.Note: For recommendations on test procedures reference may be made to the ILO documentSafety and Health in Dock Work.Form No. 2 (U)Identity of national authority or competent organisationCERTIFICATE OF TEST AND THOROUGH EXAMINATIONOF DERRICKS USED IN UNION PURCHASEName of Ship Certificate No. ________Official NumberCall SignPort of RegistryName of Owner(1) (2) (3) (4)Situation anddescription ofderricks used inunion purchase (withdistinguishingnumbers or marks)which have beentested andthoroughlyexaminedMaximum height oftriangle plate abovehatch coaming (m)or maximum anglebetween runnersTest load (tonnes) Safe working load,SWL (U), whenoperating in unionpurchase (tonnes)Position of outboard preventer guyattachments:(a) forward/aft* of mast _________ (m)and(b) from ships centre line _________ (m)Position of inboard preventer guyattachments:(a) forward/aft* of mast _________ (m)and(b) from ships centre line _________ (m)* Delete as appropriateName and address of the firm of competentperson who witnessed testing and carriedout thorough examination--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that on the date to which I have appended my signature, the gear shown in column(1) was tested and thoroughly examined and no defects or permanent deformation werefound; and that the safe working load is as shown.Date: ____________________________ Signature: __________________________Place: ____________________________Note: This Certificate is the standard international form as recommended by the InternationalLabour Office in accordance with ILO Convention No. 152.Instructions1. Before being taken into use, the derricks rigged in union purchase shall be tested witha test load which shall exceed the safe working load (SWL (U)) as follows:SWL Test loadUp to 20 tonnes 25 per cent in excess20 to 50 tonnes 5 tonnes in excessOver 50 tonnes 10 per cent in excess2. Tests are to be carried out at the approved maximum height of the triangle plate abovethe hatch coaming or at the angle between the cargo runners and with the derrick booms intheir working positions, to prove the strength of deck eye plates and the union purchasesystem. These heights or angles must not exceed the values shown on the rigging plan.3. Tests should be carried out using test loads.4. The expression tonne shall mean a tonne of 1,000 kg.5. The terms competent person, thorough examination and lifting appliance aredefined in Form No. 1.Note: For recommendations on test procedures reference may be made to the ILO documentSafety and Health in Dock Work.Form No. 3Identity of national authority or competent organisationCERTIFICATE OF TEST AND THOROUGH EXAMINATION OF LOOSE GEARName of Ship Certificate No. ________Official NumberCall SignPort of RegistryName of OwnerDistinguishingnumber or markDescriptionof loosegearNumbertestedDate oftestTest loaded(tonnes)Safe workingload (SWL)(tonnes)Name and address of makers or suppliersName and address of the firm of competentperson who witnessed testing and carriedout thorough examination--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that the above items of loose gear were tested and thoroughly examined and nodefects affecting their SWL were foundDate: ____________________________ Signature: ________________________Place: ____________________________Note: This Certificate is the standard international form as recommended by the InternationalLabour Office in accordance with ILO Convention No. 152.Instructions1. Every item of loose gear is to be tested and thoroughly examined before being putinto use for the first time and after any substantial alternation or repair to any part liable toaffect its safety. The test loads to be applied shall be in accordance with the following table:Item Test load (tonnes)Single sheave blocks (see Note 1) 4 x SWLMulti sheave blocks (see Note 2):SWL 25 tonnes25 tonnes < SWL 160 tonnesSWL > 160 tonnes2 x SWL(0.933 x SWL) + 271.1 x SWLChains, hooks, rings, shackles, swivels, etc.:SWL 25 tonnesSWL > 25 tonnes2 x SWL(1.22 x SWL) + 20Lifting beams, spreaders, frames and similardevices:SWL 10 tonnes10 tonnes < SWL 160 tonnesSWL > 160 tonnes2 x SWL(1.04 x SWL) + 9.61.1 x SWLNote: 1. The SWL for a single sheave block, including single sheave blocks with beckets, isto be taken as one half of the resultant load on the head fitting.2. The SWL of a multi-sheave block is to be taken as the resultant load on the headfitting.2. This form may also be used for the certification of interchangeable components oflifting appliances.3. The expression tonne shall mean a tonne of 1,000 kg.4. The terms competent person, thorough examination and lifting appliance aredefined in Form No. 1.Note: For recommendations on test procedures reference may be made to the ILO documentSafety and Health in Dock Work.Form No. 4Identity of national authority or competent organisationCERTIFICATE OF TEST AND THOROUGH EXAMINATION OF WIRE ROPEName of Ship Certificate No. ________Official NumberCall SignPort of RegistryName of OwnerName and address of maker or supplierNominal diameter of rope (mm)Number of strandsNumber of wires per strandCoreLayQuality of wire (N/mm2)Date of test of sampleLoad at which sample broke (tonnes)Safe working load of rope (tonnes)Intended useName and address of the firm of competentperson who witnessed testing and carried outthorough examination--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that the above particulars are correct, and that the rope was tested and thoroughlyexamined and no defects affecting its SWL were found.Date: ____________________________ Signature: ___________________________Place: ____________________________Note: This Certificate is the standard international form as recommended by the InternationalLabour Office in accordance with ILO Convention No. 152.Instructions1. Wire rope shall be tested by sample, a piece being tested to destruction.2. The test procedure should be in accordance with an international or recognisednational standard.3. The SWL of the rope is to be determined by dividing the load at which the samplebroke, by a coefficient of utilisation, determined as follows:Item CoefficientWire rope forming part of a slingSWL of the sling:SWL 10 tonnes10 tonnes < SWL 160 tonnesSWL > 160 tonnes5104______________________________________(8.85 x SWL) + 1 9103Wire rope as integral part of a liftingapplianceSWL of the lifting appliance:SWL 160 tonnesSWL > 160 tonnes104_____________________________________(8.85 x SWL) + 1 9103These coefficients should be adopted unless other requirements are specified by a nationalauthority.4. The expression tonne shall mean a tonne of 1,000 kg.5. The terms competent person, thorough examination and lifting appliance aredefined in Form No. 1.Note: For recommendations on test procedures reference may be made to the ILO documentSafety and Health in Dock Work.

various surveys

dry dock req for change of anchor cablenote of protest: A solemn declaration made under oath, a form of deposition.Cercumstances under which note of protest After every case of general average After wind and or sea conditions have been encountered which may have damaged cargo After wind and or sea conditions have been encountered which caused failure to make cancelling date After cargo is shipped in condition likely to deteriorate during the forthcoming voyage( also B/L should be appropriately claused after consultation with the shipper and the P & I correspondent) pumping requirement in chain locker ????????SOLAS Regulation XII/13.1 reads:1. On bulk carriers, the means for draining and pumping ballast tanks forward of the collisionbulkhead, and bilges of dry spaces any part of which extends forward of the foremost cargohold, shall be capable of being brought into operation from a readily accessible enclosedspace, the location of which is accessible from the navigation bridge or propulsion machinerycontrol position without traversing exposed freeboard or superstructure decks. Where pipesserving such tanks or bilges pierce the collision bulkhead, as an alternative to the valvecontrol specified in regulation II-1/11.4, valve operation by means of remotely operatedactuators may be accepted, as an alternative to the valve control specified in regulation II-1/12, provided that the location of such valve controls complies with this regulation.MSC/Circ. 1069 reads:1. The spaces where availability of pumping systems is required in accordance withparagraph 1 of SOLAS regulation XII/13 should be the same watertight spaces where waterlevel detectors are required in accordance with paragraph 1.3 of SOLAS regulation XII/12.2. This means that paragraph 1 of regulation XII/13 does not apply to the enclosed spacesthe volume of which does not exceed 0.1% of the ships maximum displacement volume andto the chain locker.Note:1. IACS Members are to implement this UI for equipment and arrangement approvalrequests received on or after 1 October 2003. Equipment and arrangements which do notfully comply with this UI may be installed until 31 December 2003 for compliance with SOLAS3. Arrangements complying with the changes introduced in Rev.2 of this UI are to beuniformly applied by IACS Members on ships contracted for construction on or after 1January 2012 and are acceptable on any ship subject to this SOLAS Regulation.4. The contracted for construction date means the date on which the contract to build thevessel is signed between the prospective owner and the shipbuilder. For further detailsregarding the date of contract for construction, refer to IACS Procedural Requirement (PR)1. Where the piping arrangements for dewatering closed dry spaces are connected to thepiping arrangements for the drainage of water ballast tanks, two non-return valves are to beprovided to prevent the ingress of water into dry spaces from those intended for the carriageof water ballast. One of these non-return valves is to be fitted with shut-off isolationarrangement. The non-return valves are to be located in readily accessible positions. Theshut-off isolation arrangement are is to be capable of being controlled from the navigationbridge, the propulsion machinery control position or enclosed space which is readilyaccessible from the navigation bridge or the propulsion machinery control position withouttravelling exposed freeboard or superstructure decks. In this context, a position which isaccessible via an under deck passage, a pipe trunk or other similar means of access is not tobe taken as being in the "readily accessible enclosed space".2. Under this SOLAS regulation XII/13.1:2.1 the valve specified under SOLAS regulation II-1/11.4 12.5.1 is to be capable of beingcontrolled from the navigation bridge, the propulsion machinery control position or enclosedspace which is readily accessible from the navigation bridge or the propulsion machinerycontrol position without travelling exposed freeboard or superstructure decks. In this context,a position which is accessible via an under deck passage, a pipe trunk or other similar meansof access is not to be taken as being in the "readily accessible enclosed space";2.2 the valve is not to move from the demanded position in the case of failure of the controlsystem power or actuator power;2.3 positive indication is to be provided at the remote control station to show that the valveis fully open or closed;2.4 local hand powered valve operation from above the freeboard deck, as permittedunder SOLAS regulation II-1/11.4, is requested, but is not an acceptable alternative toSOLAS regulation XII/13.1, unless all of the provisions SOLAS regulation XII/13.1 are met.local hand powered valve operation from above the freeboard deck as specified in SOLASregulation II-1/12.5.1 is required. An acceptable alternative to such arrangement may beremotely operated actuators as specified in SOLAS regulation XII/13.1 on the condition thatall provisions in 13.1 are met.3. The dewatering arrangements are to be such that any accumulated water can bedrained directly by a pump or eductor.4. The dewatering arrangements are to be such that when they are in operation, othersystems essential for the safety of the ship including fire-fighting and bilge systems remainavailable and ready for immediate use. The systems for normal operation of electric powersupplies, propulsion and steering are not to be affected by the operation of the dewateringsystems. It must also be possible to immediately start fire pumps and have a ready availablesupply of fire-fighting water and to be able to configure and use bilge system for anycompartment when the dewatering system is in operation.5. Bilge wells are to be provided with gratings or strainers that will prevent blockage of thedewatering system with debris.6. The enclosures of electrical equipment for the dewatering system installed in any of the

1.during inspection of ballast tank crack found in ship's hull.. action as. c/o.. 1.report location of the crack using shell expansion plan Calculate damge stability 1.Report to flag state and to company. 2.apply to class for a survey of the damage. report to P & I club , shipper and consignee, agents,charterers, operators. in case of pollution incident( harmful substances)as per protocol I, article 1: duty to report 2.How a ship get Issc cert. detail...SOLAS regulation XI-2/9.1.15.wt certificate a ship should have as per marpol annex III.Dangerous Goods Manifest or Stowage Plan (for ships carrying dangerous goodsin packaged form or in solid form in bulk or harmful substances in bulk)

6.Who is RSO in india..-- INDIAN REGISTER OF SHIPPING.

which statutory certificates have no expiry - TONNAGE & REGISTRY.what is annex 6 and other than sox and nox what other gasses are thereif tss is to be implemented who can do in india tell entire procedure - CHP 5 REG 10, SHIP ROUTENING.

2) What is the function of bilge keel?Abilge keelis used to reduce a ship's tendency to roll.Bilgekeelsare employed in pairs (one for each side of the ship). A ship may have more than one bilge keel per side, but this is rare. Bilge keels increase hydrodynamic resistance to rolling, making the ship roll less. Bilge keels arepassive stability systems.3) what action and precautions to take while transiting GOA, what and whom to report in piracy attack?5)what all certificates required in dry dock?As in notes6) can PSC inspect your accommodation area and under which convention?ILO 147.ILO 147 and Port State Control (PSC)

The port State control provisions of ILO 147 (Article 4) provide that a ratifying State may, on the basis of a complaint or evidence that a ship does not conform to the standards of the Convention, inspect any foreign ship calling at its ports, regardless of whether the flag State has ratified ILO 147. This is an innovation because, prior to the adoption of ILO 147, international rules had almost solely been concerned with the condition of vessels in relation to any threat they might pose to safety and the external environment. Earlier, the Port States refrained from intervening in the internal affairs of ships, such as crew conditions, except as regards safety. The adoption of ILO 147 in 1976 has widened the scope of international shipping regulations. An inspection may be made by the port State whenever it obtains evidence that a ship does not conform to the standards of the Convention or when it receives a complaint from a member of the crew, or any other person or entity concerned with the safety of the ship and the well-being of its crew. On the basis of such evidence or complaint, the port State may prepare a report addressed to the Government of the flag State, with a copy to the Director-General of the International Labour Office. In addition, the port State can take action, including detention, to rectify any conditions on board which are clearly hazardous to safety or health, even if the ship is registered in a country, which is not bound by the Convention. In taking such action, the ratifying port State must notify the nearest maritime, consular or diplomatic representative of the flag State and must, if possible, have such a representative present. It must not unreasonably detain or delay the ship.

1. Gangway totally broken, whom to call and what he does?3. Certificates required as per MLC 2006?: see certificates added 4. Certificates required as per ISM?PART B CERTIFICATION AND VERIFICATION13 CERTIFICATION AND PERIODICAL VERIFICATION13.1 The ship should be operated by a Company which has been issuedwith a Document of Compliance or with an Interim Document ofCompliance in accordance with paragraph 14.1, relevant to that ship.13.2 The Document of Compliance should be issued by the Administration,by an organization recognized by the Administration or, at therequest of the Administration, by another Contracting Government to theConvention to any Company complying with the requirements of this Codefor a period specified by the Administration which should not exceed fiveyears. Such a document should be accepted as evidence that the Companyis capable of complying with the requirements of this Code.13.3 The Document of Compliance is only valid for the ship typesexplicitly indicated in the document. Such indication should be based onthe types of ships on which the initial verification was based. Other shiptypes should only be added after verification of the Companys capabilityto comply with the requirements of this Code applicable to such ship types.In this context, ship types are those referred to in regulation IX//1 of theConvention.13.4 The validity of a Document of Compliance should be subject toannual verification by the Administration or by an organization recognizedby the Administration or, at the request of the Administration, by anotherContracting Government within three months before or after theanniversary date.13.5 The Document of Compliance should be withdrawn by theAdministration or, at its request, by the Contracting Government whichissued the Document when the annual verification required in paragraph13.4 is not requested or if there is evidence of major non-conformities withthis Code.13.5.1 All associated Safety Management Certificates and/or InterimSafety Management Certificates should also be withdrawn if the Documentof Compliance is withdrawn. 13.6 A copy of the Document of Compliance should be placed on boardin order that the master of the ship, if so requested, may produce it forverification by the Administration or by an organization recognized by theAdministration or for the purposes of the control referred to in regulationIX/6.2 of the Convention. The copy of the Document is not required to beauthenticated or certified.13.7 The Safety Management Certificate should be issued to a ship for aperiod which should not exceed five years by the Administration or anorganization recognized by the Administration or, at the request of theAdministration, by another Contracting Government. The Safety ManagementCertificate should be issued after verifying that the Company and itsshipboard management operate in accordance with the approved safetymanagement system. Such a Certificate should be accepted as evidencethat the ship is complying with the requirements of this Code.13.8 The validity of the Safety Management Certificate should be subjectto at least one intermediate verification by the Administration or anorganization recognized by the Administration or, at the request of theAdministration, by another Contracting Government. If only one intermediateverification is to be carried out and the period of validity of theSafety Management Certificate is five years, it should take place betweenthe second and third anniversary dates of the Safety ManagementCertificate.13.9 In addition to the requirements of paragraph 13.5.1, the SafetyManagement Certificate should be withdrawn by the Administration or, atthe request of the Administration, by the Contracting Government whichhas issued it when the intermediate verification required in paragraph 13.8is not requested or if there is evidence of major non-conformity with thisCode.13.10 Notwithstanding the requirements of paragraphs 13.2 and 13.7,when the renewal verification is completed within three months before theexpiry date of the existing Document of Compliance or Safety ManagementCertificate, the new Document of Compliance or the new SafetyManagement Certificate should be valid from the date of completion of therenewal verification for a period not exceeding five years from the date ofexpiry of the existing Document of Compliance or Safety ManagementCertificate.13.11 When the renewal verification is completed more than threemonths before the expiry date of the existing Document of Compliance orSafety Management Certificate, the new Document of Compliance or thenew Safety Management Certificate should be valid from the date ofcompletion of the renewal verification for a period not exceeding five yearsfrom the date of completion of the renewal verification

14 INTERIM CERTIFICATION14.1 An Interim Document of Compliance may be issued to facilitateinitial implementation of this Code when:.1 a Company is newly established; or.2 new ship types are to be added to an existing Document ofCompliance,following verification that the Company has a safety management systemthat meets the objectives of paragraph 1.2.3 of this Code, provided theCompany demonstrates plans to implement a safety management systemmeeting the full requirements of this Code within the period of validity ofthe Interim Document of Compliance. Such an Interim Document ofCompliance should be issued for a period not exceeding 12 months by theAdministration or by an organization recognized by the Administration or,at the request of the Administration, by another Contracting Government.A copy of the Interim Document of Compliance should be placed onboard in order that the master of the ship, if so requested, may produce itfor verification by the Administration or by an organization recognized bythe Administration or for the purposes of the control referred to inregulation IX/6.2 of the Convention. The copy of the Document is notrequired to be authenticated or certified.14.2 An Interim Safety Management Certificate may be issued:.1 to new ships on delivery;.2 when a Company takes on responsibility for the operation of aship which is new to the Company; or.3 when a ship changes flag.Such an Interim Safety Management Certificate should be issued for aperiod not exceeding 6 months by the Administration or an organizationrecognized by the Administration or, at the request of the Administration,by another Contracting Government.14.3 An Administration or, at the request of the Administration, anotherContracting Government may, in special cases, extend the validity of anInterim Safety Management Certificate for a further period which shouldnot exceed 6 months from the date of expiry.14.4 An Interim Safety Management Certificate may be issued followingverification that:.1 the Document of Compliance, or the Interim Document ofCompliance, is relevant to the ship concerned;.2 the safety management system provided by the Company forthe ship concerned includes key elements of this Code and hasbeen assessed during the audit for issuance of the Document ofCompliance or demonstrated for issuance of the InterimDocument of Compliance;.3 the Company has planned the audit of the ship within threemonths;.4 the master and officers are familiar with the safety managementsystem and the planned arrangements for its implementation;.5 instructions, which have been identified as being essential, areprovided prior to sailing; and.6 relevant information on the safety management system hasbeen given in a working language or languages understood bythe ships personnel.5. How many condition of class a vessel can have?-INFINITE6. How many certificates as per DMLC?: DMLC PART I AND DMLC PART II3. Ship is about to refloat after DD. What al precautions to b taken prior giving clearance ?( Stability and clearance from c/e is imp)Duties of the Chief Officer prior undocking

1. Ensure all the listed work is completed to a satisfactory standard. In particular that all 'survey work' is completed, prior to leaving the dock. To this end a final internal inspection of the vessel would be the order of the day.

2. Carry out an external inspection of the hull and enter the Dry Dock. This final visit to the dock floor would also encompass the replacing of any tank plugs that have been drawn. This task should not be deligated to a junior officer as the Chief Officer must sight all the tank plugs being replaced.

3. The Dry Dock Manager would accompany the ship's Chief Officer on final inspections and ensure that no vehicles, materials or personnel are remaining in the dock, prior to commencing any flooding operation.

4. Inform the ship's Master of the expected departure time and the crew would be engaged in activities to make the vessel ready for sailing. These activities would include odering the Navigator to plan the ships movement from the dock, posting the sailing board and cancelling shore leave, placing the engine room and respective personnel on standby, carrying out checks on all navigation equipment and making relevant entries into the deck and offical log books.

5. Ensure that a full set of tank soundings have been taken and that adequate supplies of fresh water, fuel and lubricating oil are on board to suit the ships movement needs. These tank quantities would then be applied to a complete stability check to ensure that the vessel has an acceptable GM once she floats clear of the keel blocks. Stability checks are the sole responsibility of the ships personnel and comparison should be made between the entry soundings when the vessel was last afloat.

6. All hatch covers would be closed up and the watertight integrity of the uppermost deck assured. Anchors and cables would be heaved up and stowed correctly aboard the vessel. All pipelines, power lines etc. would need to be disconnected and relavent manpower should be made available both ashore and aboard the ship in order to release these safely and at the appropriate time.

7. Tugs, the marine pilot and linesmen would need to be ordered to standby for the time of departure. Ships crew would be placed on standby on the fore and aft ends to tend moorings.

8. Finally, the chief officer would sign the Authority to Flood Certificate. This is provided that he is satisfied that the Dry Dock Authority has completed the docking specification and that the ship is in a seaworthy condition. This certificate should then be completed to allow the flooding of the dock to commence.

4. Special discharge valve for sewage??

5. Gangway net as per which convention?GUIDELINES FOR CONSTRUCTION, INSTALLATION, MAINTENANCE ANDINSPECTION/SURVEY OF MEANS OF EMBARKATION AND DISEMBARKATION1 APPLICATIONThis document is intended to provide Guidelines for the construction, installation, maintenanceand inspection/survey of means of embarkation and disembarkation required underregulation II-1/3-9 of the 1974 SOLAS Convention, adopted by resolution MSC.256(84). Wheremeans of embarkation and disembarkation other than those specifically covered by theseGuidelines are fitted, an equivalent level of safety should be provided.2 CONSTRUCTION2.1 Accommodation ladders and gangways for means of embarkation and disembarkationwhich are provided on board ships constructed on or after 1 January 2010 should meet applicableinternational standards such as ISO 5488:1979, Shipbuilding accommodation ladders,ISO 7061:1993, Shipbuilding aluminium shore gangways for seagoing vessels and/or nationalstandards and/or other requirements recognized by the Administration. Such accommodationladders and gangways fitted on ships constructed before 1 January 2010, which are replaced afterthat date, should, in so far as is reasonable and practicable, comply with these Guidelines.2.2 The structure of the accommodation ladders and gangways and their fittings andattachments should be such as to allow regular inspection, maintenance of all parts and,if necessary, lubrication of their pivot pin. Special care should be taken to ensure that thewelding connection works are properly performed.2.3 The construction and test of accommodation ladder winches should be in accordance withapplicable international standards such as ISO 7364:1983 Shipbuilding and marine structures deck machinery accommodation ladder winches.3 INSTALLATION3.1 LocationAs far as practicable, the means of embarkation and disembarkation should be sited clear of theworking area and should not be placed where cargo or other suspended loads may pass overhead.3.2 LightingAdequate lighting should be provided to illuminate the means of embarkation and disembarkation,the position on deck where persons embark or disembark and the controls of the arrangement.3.3 LifebuoyA lifebuoy equipped with a self-igniting light and a buoyant lifeline should be available forimmediate use in the vicinity of the embarkation and disembarkation arrangement when in use. MSC.1/Circ.1331ANNEXPage 2I:\CIRC\MSC\01\1331.doc3.4 Arrangement3.4.1 Each accommodation ladder should be of such a length to ensure that, at a maximumdesign operating angle of inclination, the lowest platform will be not more than 600 mm abovethe waterline in the lightest seagoing condition, as defined in SOLAS regulation III/3.13.3.4.2 The arrangement at the head of the accommodation ladder should provide direct accessbetween the ladder and the ships deck by a platform securely guarded by handrails and adequatehandholds. The ladder should be securely attached to the ship to prevent overturning.3.4.3 For ships on which the height of the embarkation/disembarkation deck exceeds 20 mabove the waterline specified in paragraph 3.4.1 and on other ships for which the Administrationconsiders compliance with the provisions of paragraph 3.4.1 impractical, an alternative means ofproviding safe access to the ship or supplementary means of safe access to the bottom platform ofthe accommodation ladder may be accepted.3.5 MarkingEach accommodation ladder or gangway should be clearly marked at each end with a plateshowing the restrictions on the safe operation and loading, including the maximum and minimumpermitted design angles of inclination, design load, maximum load on bottom end plate, etc.Where the maximum operational load is less than the design load, it should also be shown on themarking plate.3.6 Test3.6.1 After installation, the winch and the accommodation ladder should be operationally testedto confirm proper operation and condition of the winch and the ladder after the test.3.6.2 The winch should be tested as a part of the complete accommodation ladder unit througha minimum of two times hoisting and lowering of the accommodation ladder in accordance withthe onboard test requirement specified in applicable international standards such asISO 7364:1983.3.6.3 Every new accommodation ladder should be subjected to a static load test of the specifiedmaximum working load upon installation.3.7 Positioning3.7.1 Gangways should not be used at an angle of inclination greater than 30 from thehorizontal and accommodation ladders should not be used at an angle greater than 55 from thehorizontal, unless designed and constructed for use at angles greater than these and marked assuch, as required by paragraph 3.5.3.7.2 Gangways should never be secured to a ships guardrails unless they have been designedfor that purpose. If positioned through an open section of bulwark or railings, any remaininggaps should be adequately fenced.3.7.3 Adequate lighting for means of embarkation and disembarkation and the immediateapproaches should be ensured from the ship and/or the shore in hours of darkness. MSC.1/Circ.1331ANNEXPage 3I:\CIRC\MSC\01\1331.doc3.8 Rigging (safety net)A safety net should be mounted in way of the accommodation ladders and gangways where it ispossible that a person may fall from the means of embarkation and disembarkation or betweenthe ship and quayside.3.9 VerificationUpon installation, the compliance of the entire arrangement with these Guidelines should be verified.4 MAINTENANCE4.1 Accommodation ladders and gangways, including associate winch and fittings,should be properly maintained and inspected at appropriate intervals as required by SOLASregulation III/20.7.2, in accordance with manufacturers instructions. Additional checks shouldbe made each time the accommodation ladder and gangway is rigged, looking out for signs ofdistortion, cracks and corrosion. Close examination for possible corrosion should be carried out,especially when an aluminium accommodation ladder/gangway has fittings made of mild steel.4.2 Bent stanchions should be replaced or repaired and guard ropes should be inspected forwear and renewed where necessary.4.3 Moving parts should be free to turn and should be greased as appropriate.4.4 The lifting equipment should be inspected, tested and maintained paying careful attentionto the condition of the hoist wire. The wires used to support the means of embarkation anddisembarkation should be renewed when necessary, as required by SOLAS regulation II-1/3-9.4.5 Arrangements should also be made to examine the underside of gangways andaccommodation ladders at regular intervals.4.6 All inspections, maintenance work and repairs of accommodation ladders and gangwaysshould be recorded in order to provide an accurate history for each appliance. The information tobe recorded appropriately on board should include the date of the most recent inspection, the nameof the person or body who carried out that inspection, the due date for the next inspection and thedates of renewal of wires used to support the embarkation and disembarkation arrangement.5 EXAMINATION AND OPERATIONAL TEST DURING SURVEYS REQUIREDBY SOLAS REGULATIONS I/7 AND I/85.1 Accommodation ladders/gangways and davits5.1.1 Accommodation ladder5.1.1.1 The following items should be thoroughly examined during annual surveys required bySOLAS regulations I/7 and I/8 and checked for satisfactory condition of the accommodation ladder:.1 steps;.2 platforms; MSC.1/Circ.1331ANNEXPage 4I:\CIRC\MSC\01\1331.doc.3 all support points such as pivots, rollers, etc.;.4 all suspension points such as lugs, brackets, etc.;.5 stanchions, rigid handrails, hand ropes and turntables;.6 davit structure, wire and sheaves, etc.; and.7 any other relevant provisions stated in these Guidelines.5.1.1.2 At every five-yearly survey, upon completion of the examination required byparagraph 5.1.1.1, the accommodation ladder should be operationally tested with the specifiedmaximum operational load of the ladder.5.1.2 Gangway5.1.2.1 The following items should be thoroughly examined during annual surveys required bySOLAS regulations I/7 and I/8 and checked for satisfactory condition of the gangway:.1 treads;.2 side stringers, cross-members, decking, deck plates, etc.;.3 all support points such as wheel, roller, etc.;.4 stanchions, rigid handrails, hand ropes; and.5 any other relevant provisions stated in these Guidelines.5.1.2.2 At every five-yearly survey, upon completion of the examination required byparagraph 5.1.2.1, the gangway should be operationally tested with the specified maximumoperational load of the gangway.5.2 Winch5.2.1 During annual surveys required by SOLAS regulations I/7 and I/8, the following itemsshould be examined for satisfactory condition:.1 brake mechanism including condition of brake pads and band brake, if fitted;.2 remote control system; and.3 power supply system (motor).5.2.2 At every five-yearly survey, upon completion of the examination required byparagraph 5.2.1, the winch should be operationally tested with the specified maximumoperational load of the accommodation ladder. MSC.1/Circ.1331ANNEXPage 5I:\CIRC\MSC\01\1331.doc5.3 Tests5.3.1 The tests specified in sections 5.1 and 5.2 are for the purpose of confirming the properoperation of the accommodation ladder, gangway and/or winch, as appropriate.5.3.2 The load used for the test should be:.1 the design load; or.2 the maximum operational load, if this is less than the design load and marked asper paragraph 3.5; or.3 the load nominated by the shipowner or operator only in those cases where thedesign load or maximum operational load is not known (e.g., for accommodationladders or gangways which are provided on board ships constructed priorto 1 January 2010), in which case that nominated load should be used as themaximum operational load for all purposes within these Guidelines.5.3.3 The tests should be carried out with the load applied as uniformly as possible along thelength of the accommodation ladder or gangway, at an angle of inclination corresponding to themaximum bending moment on the accommodation ladder or gangway.5.3.4 Following satisfactory completion of the applicable test(s) without permanentdeformation or damage to the tested item, the load used for that test should be marked as themaximum operational load in accordance with paragraph 3.5.5.4 Fittings and davitsDuring annual surveys required by SOLAS regulations I/7 and I/8, all fittings and davits on theships deck associated with accommodation ladders and gangways should be examined forsatisfactory condition.5.5 Means of access to deckDuring annual surveys required by SOLAS regulations I/7 and I/8, the fittings or structures formeans of access to decks such as handholds in a gateway or bulwark ladder and stanchionsshould be examined for satisfactory condition._________

F-III1.As per annex-6 ,what are all gases.

3. Condition of class and will PSC detain the vsl having this coc.-no bcz COC is already given and we can tell PSC it is already being taken care of.

6. Drydock requirement.: As per SOLAS CH-I REG -10- a minimum of two inspections of the outside of the ships bottom during any 5 years period shall be carried out. The interval between any 2 such inspections shall not exceed 36 months. Thus an underwater inspection is mandatory for SOLAS The inspection may abe carried out either in a dry dock or an underwater survey may be carried out as decided by the classification society depending on the vessels condition.