sanga - class 1

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COC CLASS: 1 Q. Take over command the ship. 1. Go to company office, meet the technical superintendents and discuss about : a. Ship particular b. Trading areas c. Company and charterer instructions d. Voyage instructions and type of charter e. Special instruction for maintenance and survey 2. Complete change in command form marine 40 in duplicate 3. Obtain authorization slip issued by MPA 4. As a prudent Master, on arriving at his ship I will keep a checklist of “thing to do on joining” 5. On the way to the accommodation, I will form an opinion of the ship condition and maintenance by observing exterior condition such as draft marks, load line marks, condition of hull, deck superstructure,rigging of accommodation ladder, safety net, LSA & FFA arrangements. 6. Meet the outgoing master and hand over the letter of appointment and authorizations slip. 7. Go through his handing over notes, ship conditions report, manning level&, company and charterer’s instructions. 8. Compare all the statutory and trading certificates with the Survey and certificates status report (Quarterly listing)and ensure they are valid. Also refer to SC 18-2009 to ensure all required certificates are onboard. 9. Go through the filling system and all type of the log books. 10. AOA & last port clearance 11. Any crew changein this port or the next port. 12. Watch arrangements 13. Take over all stores, ROB of FO/DO/GO/FW, provisions. Ensure that the medical store is as per scale and control drugsare under the master’s control. 14. Check the cash balance on board and ship’s account and radio account. 15. Get the combination number or any keys of the ship’ssafe. Obtain the password to the computer email system or security system. 16. Discuss about port rotation, trading areas, general condition of the ports, present cargo work status, cargo plan, estimated time of completion, ship’s stability, departure draft, trim, GM etc. 17. Details of cargo gears, anchors, deck machinery, hatches, their condition and maintenance schedule. 18. Crew familiarization process, basic trainings, onboard training programs, drills etc. 19. Go to bridge with master. Familiarize yourself with bridge and navigation equipments, their operational conditions and deficiencies maneuvering characteristic of the vessel in various conditions, passage plans, charts and publications, GMDSS equipments familiarization and their operations 20. Check the latest weather reports, weather expected in voyage. 21. Enter new master’s name in OLB. The change over the command column and the list of documents onboard in OLB should be signed by both masters. 22. Enter new Master’s particulars in AOA, sign off/on in AOA and attached the change of command formMarine-40 to the certificate of registry. 23. Ensure approved copy of stability booklet is available. Before sailing, the new master should: 1. Receive familiarization training as per SMS. 2. Sight his life jacket. 3. Inspect Muster list and ensure that it is updated. 4. Read the relevant clauses of the charter party or bill of lading 5. Note any charterer’s voyage instructions. Try to spend some time on the in coming and out going message/ email which will give a picture of what is going on. 6. Consult the C/E on the condition of the machinery, ROB of bunkers, ensuring that there are “safety margins” as per SMS. 7. Consult the C/O on the situation with cargo, stability, ballast, fresh water, stores, maintenance of ship. 8. Examine the voyage plan. Ensure that it is planned from berth to berth, and made according to the company SMS. 9. Ensure that all the relevant charts and publications are on board. 10. Check vessel’s manning is as per the Safe manning Documents. 11. Check the ISM documents, for any outstanding non-conformity (which may have time limit for action) 12. Write the master’s bridge, port and security Standing Order. 13. Satisfy himself that he has personally exercised due diligence in ensuring that the vessel is seaworthy at the start of the voyage.

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Page 1: Sanga - Class 1

COC CLASS: 1

Q. Take over command the ship. 1. Go to company office, meet the technical superintendents and discuss about :a. Ship particular b. Trading areas c. Company and charterer instructions d. Voyage instructions and type of chartere. Special instruction for maintenance and survey 2. Complete change in command form marine 40 in duplicate 3. Obtain authorization slip issued by MPA 4. As a prudent Master, on arriving at his ship I will keep a checklist of “thing to do on joining” 5. On the way to the accommodation, I will form an opinion of the ship condition and maintenance by observing exterior condition such as draft marks, load line marks, condition of hull, deck superstructure,rigging of accommodation ladder, safety net, LSA & FFA arrangements. 6. Meet the outgoing master and hand over the letter of appointment and authorizations slip. 7. Go through his handing over notes, ship conditions report, manning level&, company and charterer’s instructions. 8. Compare all the statutory and trading certificates with the Survey and certificates status report (Quarterly listing)and ensure they are valid. Also refer to SC 18-2009 to ensure all required certificates are onboard.9. Go through the filling system and all type of the log books. 10. AOA & last port clearance 11. Any crew changein this port or the next port. 12. Watch arrangements 13. Take over all stores, ROB of FO/DO/GO/FW, provisions. Ensure that the medical store is as per scale and control drugsare under the master’s control. 14. Check the cash balance on board and ship’s account and radio account. 15. Get the combination number or any keys of the ship’ssafe. Obtain the password to the computer email system or security system. 16. Discuss about port rotation, trading areas, general condition of the ports, present cargo work status, cargo plan, estimated time of completion, ship’s stability, departure draft, trim, GM etc. 17. Details of cargo gears, anchors, deck machinery, hatches, their condition and maintenance schedule. 18. Crew familiarization process, basic trainings, onboard training programs, drills etc. 19. Go to bridge with master. Familiarize yourself with bridge and navigation equipments, their operational conditions and deficiencies maneuvering characteristic of the vessel in various conditions, passage plans, charts and publications, GMDSS equipments familiarization and their operations 20. Check the latest weather reports, weather expected in voyage. 21. Enter new master’s name in OLB. The change over the command column and the list of documents onboard in OLB should be signed by both masters. 22. Enter new Master’s particulars in AOA, sign off/on in AOA and attached the change of command formMarine-40 to the certificate of registry. 23. Ensure approved copy of stability booklet is available. Before sailing, the new master should: 1. Receive familiarization training as per SMS. 2. Sight his life jacket.3. Inspect Muster list and ensure that it is updated. 4. Read the relevant clauses of the charter party or bill of lading 5. Note any charterer’s voyage instructions. Try to spend some time on the in coming and out going message/ email which will give a picture of what is going on.6. Consult the C/E on the condition of the machinery, ROB of bunkers, ensuring that there are “safety margins” as per SMS. 7. Consult the C/O on the situation with cargo, stability, ballast, fresh water, stores, maintenance of ship.8. Examine the voyage plan. Ensure that it is planned from berth to berth, and made according to the company SMS. 9. Ensure that all the relevant charts and publications are on board. 10. Check vessel’s manning is as per the Safe manning Documents. 11. Check the ISM documents, for any outstanding non-conformity (which may have time limit for action) 12. Write the master’s bridge, port and security Standing Order. 13. Satisfy himself that he has personally exercised due diligence in ensuring that the vessel is seaworthy at the start of the voyage. 14. Make the full inspection of the ship as soon as possible and before taking the ship to sea.

Q. While taking over, you found that a statutory certificate is expiring. What is your action? If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months, and a ship to which an extension is granted shall notleave that port without having a new certificate.

Q. You takeover command, how you check the passage plan prepared by 2nd officer before signing and approving. What publication gives guidance to passage plan.To check a passage plan:1) Ensure that all the charts and publications are corrected up to the latest NTM on board.2) Largest scale charts are available and are being used.3)NO GO AREAS have been marked.4) Ship routeing have been taken into account (SOLAS chapter V regulation 34)

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4) True courses plotted on the charts, taking into account vessel’s deepestdraft, company’s UKC policy and controlling depth.(The least depth in the approach channel of a port or anchorage, governing the maximum draft of vessels that can enter.)(UKC policy = generally 10% of vessels draft)5) Ensure that all courses transferred on charts are correct and distance and ETA to each point is shown.6) Course/Speed alteration points and w/o positionsmarked.7) MARPOL Special areas and SECA area are marked. (SOLAS chapter V regulation 34)8) Radar conspicuous objects, transit bearings, clearing bearings/ranges and indexing lines aremarked on chart.9) Contingencies have been marked on chart (Abortpoint, point of no‐return, contingency anchorages.)10) Squat calculated at different speed.11) Places where less depth may be encountered shall be highlighted12) Places of strong currents are marked.13) Bridge manning levels and position fixing methods (primary and secondary) marked.14) Points where change of machinery status is required(e.g. Standby Engines, Change over tomanual steering, etc.) have been marked.15) Reporting points are marked. (To VTS, pilot stations, port controls)16) Pilot embarkation/disembarkation points, points where anchor or mooring stations to bestandby are marked.17) Places where master to be called and master to be on bridge are clearly marked.**PUBLICATION TO BE REFERRED: BPG AND BTM

Q. What are the heavy weather effects and how to avoid. (MSC 1228)A ship sailing in following or quartering seas encounters the waves with a longer period than in beam, heador bow waves, and principal dangers caused in such situation are as follows:1. Surf riding and Broaching to2. Synchronous rolling3. Parametric rolling4. Combination of various dangerous phenomenons5. Successive wave attackSURF RIDINGOccurs when a ship situated on a steep forefront of high wave in a following or quartering sea conditions, the ship can be accelerated to ride on the wave. This phenomenon is called surf riding.In this situation the so called broaching‐to phenomenon may occur, which endangers the ship to capsizing as a result of a sudden change on ships heading and unexpected large healing.Action:Surf riding/broaching‐to may occur when angle of encounter 135°<α<225°. To avoid surf riding, alter speed/course or both to take the ship outside the dangerous region.

BROACH TOIt may occur when a ship is surf ridden in a following or quartering sea. The vessel is slewed violently. Ship heels suddenly to a large angle.Result:Positive stability disappears to the existing angle of heel. Vessel may capsize due to sudden change of heel and heading.Action:Reduce speed** REDUCTIONS OF INTACT STABILITY WHEN RIDING ON A WAVE CRESTWhen a ship is riding on the wave crest, the intact stability can be decreased substantially according to changes of submerged hull form.This situation is particularly dangerous in following and quartering seas, because the time interval of reduced stability becomes longer.

SYNCHRONOUS ROLLINGLarge rolling motions may start when natural rolling period of a ship coincides with the encounterwave period. It may happen in the following and quartering seas when the transverse stability is marginal and therefore thenatural roll period becomes longer.How to determine:Vessel starts to roll heavily.There is no period of lull, the rolling angle is almost same or increasing in every roll.PARAMETRIC ROLLING

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It occurs when the encounter period is approximately half of the natural roll period of the ship.The stability attains a minimum value twice during each roll period.It occurs when the ship has very marginal intact stability due to which its rolling period becomes very large.Parametric rolling may occur in head and bow seas Corrective actions:1. Change apparent period of waves by alteration of course and speed2. Change vessels rolling period by changing the GM by ballasting, deballasting or shifting fluids. Corrective actions:

COMBINATION OF VARIOUS DANGEROUS PHENOMENAThe dynamic behavior of ship in following and quartering seas is very complex.Ship motion is three dimensional and various dangerous phenomena may occur simultaneously, such as:*additional heeling moments due to deck‐edge immersion, water shipping and trapping on deck*cargoshift due to large heeling motions.This may create extremely dangerous combinations, which may cause ship capsize.

SUCCESSIVE HIGH-WAVE ATTACKWhen average wave length is larger than0.8L and significant wave height is largerthan 0.04L a ship may experience successiveattack of high waves.Preventive Action:Ship’s speed should be reduced and courseshould be changed to keep the ship out ofthe danger zone.

Q. What is HEAVE TO. How do u do it. As a prudent master, why do you avoid a beam swellHAEVE TO: The vessel is maneuvered so as to RIDE the sea in the most favorable position. It is most effective when done in lee of an island. It is important during heavy weather for safety of ship, crew, prevent cargo shift, prevent loss of stability and escaping from capsizing moments.

Q. How do you defend yourself from deviation from proposed track. How will you cover yourselfThe master has an overriding authority as per

1. SOLAS chapter V Regulation 34-1 MASTER'S DISCRETION,The owner, the charterer, the company operating the ship shall not prevent the master of the ship from taking any decision which, in the master's professional judgment, is necessary for safety of life at sea and protection of the marine environment.

2. The ISM code MASTERS AUTHORITYThe master is empowered in all situations with overriding authority to act decisively and according to his best judgment in order to prevent injury to Personnel, protect the vessel and other vessels or property from damage, and prevent pollution from his vessel.

3. The ISPS code MASTER.S DISCRETION FOR SHIP SAFETY AND SECURITYThe master shall not be constrained by the Company, the charterer or any other person from taking or executing any decision which, in the professional judgment of the master, is necessary to maintain the safety andsecurity of the ship. **ALSO make and OLB entry about the JUSTIFIABLE DEVIATION

Q. Vessel ran aground. What are your immediate actions? What are your legal and commercial actions?IMMEDIATE ACTIONS: 1. Take the con 2. Stop engine 3. Sound the emergency alarm followed by announcement on the PA system4. Establish communication, take head count, check for casualty (if any)5. Close all water tight and fire doors6. Order the emergency team to carry out damage assessment. Check the watertight integrity of hull. (Breach will be indicated by water in void spaces or by cargo in water). Visually inspect compartments where possible. 7. Switch theE/R from low to high suction, and check the status of M/E and other auxiliary machinery. 8. Sound the bottom tanks first, followed by the whole sets of tanks, cargo hold bilges and other compartments on board. 9. Refer to the Damage control plan to contain flooding (if any) and the damage control booklet to access the ship’s survivability (to make out whether ship is in imminent danger or not).(The damage control plan and damage control booklet are intended to provide ship's officers withclear information on the ship's watertight compartmentation and equipment related to maintaining theeffectiveness of the compartmentation so that, in the event of damage to the ship causingflooding, proper precautions can be taken to prevent progressive floodingandeffective action can be taken quickly to mitigate andrecover the ship's loss of stability.The information given in the Damage control plan is repeated in the damage control booklet.It contains instructions for closing watertight and weathertight doors, ascertain the extent of damage and determine rate of flooding, location of all sounding pipes, tank vents, pump capacities, piping

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diagrams. It also provides visual guidance to the master, in form of simple DAMAGE CONSEQUENCE DIAGRAMS, which provide the master with a rapid means to evaluate the consequence of damage to the ship.)10. Obtain the following information: -check the depth of water around the ship, how has she taken the ground and the nature of the bottom-tides, currents & weather (wind, state of sea and swell)-any changes in weather forecast-the calculated buoyancy needed to refloat,and draught and trim after refloating-the condition of ship, and the stresses on the hull.11. Use the risk assessment for fire and pollution to ensure all preventive measures are taken12. Activate SOPEP and take preventive actions in case of any oil pollution and keep FFA ready13. Get assistance & advice fromclass(emergency technical assistance service ETAS)14. On the bridge, the command team will do the following: a. Exhibit appropriate lights, shapes and sound signals. b. Switch on deck lights at night. c. Broadcast distress message if in grave and imminent danger or else broadcast urgency message. d. Maintain a VHF watch on Channel 16 and 13 e. Determine the vessel position 15. Use all available means to refloat the vessel.a. Calculate the HOT, range & timing for high and low water and direction of the currents. b. Reduce the ship draft by deballasting or jettisoning cargo.c. Trim the ship by ballasting or de-ballasting if the ship is only partially aground. d. Use own ship power to maneuver the ship e. Obtain assistance from port authorities, coast guard, salvage tugs.

SUBSEQUENT LEGAL AND COMMERCIAL ACTIONS: 16. Report the incident with position and time to the following parties: -Owner and charterer -P&I club -Underwriter-Class (Emergency Technical Assistance Service)-Local authorities -Next port agent-Make accident report to MPA within 24 hours 17. Make an entry in the OLB. Keep a record of all events. Prepare:• Deck&Engine log book• Movement book• Telegraph printer• Echo sounder graph.• Used charts• Prepare a statement of facts giving details of incident and subsequent actions.• Prepare a note of protest, stating the facts only.18. If it is possible to refloat the vessel, consider deviating to POR.

Q. What are the master’s concerns when groundApart from the vessel bring grounded, there are additional risk of Fire, Pollution and Breaking up (due to excessive stresses on hull)

Q. How will you know that your ship is in immediate danger or not?First calculate normal stability for present condition, but if you find that there is ingress of water then your ship is definitely damaged and you must calculate the damage stability to find out whether ship will survive or not

Q. Following a grounding incident your tanker vessel has received bottom and side damage to the outer hull. Pollution is evident from the damaged tanks. What action would you expect to take as master of the vessel? Assuming that there is no risk to life, the Master's priority would be to direct his attentions to reducing thepollution effects. The following methods are suggested: 1. The deck scuppers to be sealed to prevent oil going overboard from air vents or sounding pipes of damaged tanks.2. Transfer oil internally from damaged tanks to structurally sound tanks. 3. Transfer oil externally using shuttle tankers or oil barges.4. Order oil barrier/boom to be deployed if available (Mooring ropes could be used to encompass the spillage areaby rescue boat if weather permit). 5. Use oil dispersant after obtaining permission from the coastal state administration and request for more supplies6. Request for specialist oil pollution equipments (skimmers, special vessels, barges).7. Commence cleanup operations at the soonest. 8. Begin repairs of damaged areas as soon as possible. Proper procedures should be followed such as gas freeing, enclosed space entry permit, hot work permits and risk assessment. 9. Establish a fire patrol in the area, from the onset of the incident. Keep the FFA ready for any emergency. 10. Make an entry in the OLB stating the incident and what actions were taken. 11. Report the incident to the Owners, Charterers, P&I club, Class, Underwriters, Local authorities and MPA. Submit an incident report to MPA.

Q. What is the different between LOF and Contractual Salvage? A contractual salvage is charged as per ordinary tariff, lump sum rate or daily rate. It is normally taken when the vessel is NOT in imminent danger and immediate assistance is not required. It turns out to be much cheaper.The LOF on the basis of ‘No cure-No pay’ and salvage award is based onremuneration that will be settled later, either by agreement, court judgment or arbitration. It is generally taken by vessels which ARE in grave and imminent danger and immediate assistance is required.

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Q. Why are you choosing contractual salvage over LOf when it is so simple?The LOF is sent for arbitration of U.K which could turn out to be a long procedure for claim settlement, but if contractual salvage is used, the owners can have mutual understanding with the salvor and can agree to a lump sum basis.

Q. How to settle salvage remunerationARTICLE 13 of the Salvage conventionCRITERIA FOR FIXING THE REWARD1. The salved value of the vessel2. The skill and efforts of the salvors in preventing or minimizing damage to the environment3. The skill and efforts of the salvors in salving the vessel4. The measure of success obtained by the salvor5. The nature and degree of danger6. The risk faced by the salvor and their equipments7. The time used and expenses and losses incurred by the salvors8. The promptness of the services rendered9. The availability and use of vessels or other equipment intended for salvage operations.10.The state of readiness and efficiency of the salvor’s equipment and the value thereof.

Q. Benefit of LOF1. Agreement can be reached via radio or other telecom methods. There is no need for the form to be signed until the salvage services have been completed.2. The agreement is not likely to be disputed.3. LOF is basically a “no-cure, no-pay” agreement.4. English law applies to claims.5. The salvor has a maritime lien in the property salved, even after its sale to another party 6. Salved property can be quickly released on payment of security to the salvor.7. The salvor gets an interim award. (Interim award is a temporary one which is subject to conditions)

8. Disputes are referred to arbitration in London, saving legal cost.9. Underwriter’sliability cannot be increased beyond that for total loss (i.e. underwriters will not be liable for “sue and labour” costs where a total loss occurs)10. Excessive claims by salvors are avoided.

Q. While waiting for the tugs, suddenly high tide and the ship re-float, state your action? Since the extent of damage and how is the seaworthiness of the vessel effected is not known, making for a POR will be considered.1. Inform the owners and the leading underwriter to cancel the towage contract with the tug company. 2. Discuss with owners, leading underwriters and class surveyor about the POR, POD and port of repairs.3. Arrange a class surveyor for underwater survey at POR. 4. Inform all the concerned parties, coast station & the ships in the vicinity.5. Discuss with the owner about the declaration of the GA. It may necessary to secure bond from the charterer and cargo owner before delivery of the cargoes. 6. Make an entry in the OLB and send accident report to MPA within 24 hrs

Q. Advantage and disadvantage of refloating?ADVANTAGE:Refloating of a grounded ship will reduce1. the stresses on the hull2. exposure to the effects of rising and falling tides3. exposure to the effects of deteriorating weather.4. Oil is less likely to leak from a ruptured tank when theship is afloat as she will then lie deeper in the water as compared to when she is aground.DISADVANTAGE:5. On the other hand, if ship is badly damaged, then refloating may be unadvisable due to the risk of further damage and possible loss of theship. That would introduce the risk of increased pollution.

Q. Progressive floodingProgressive flooding is the additional flooding of spaces which were not previously assumed to be damaged. Such additional flooding may occurthrough openings or pipes.

Q. What is the consideration when choosing port of refuge? 1. The size of the port. 2. The available depth of water inside the port and the respective UKC for the vessel to be able to enter and berth. 3. Shelter available for the effected vessel 4. Whether the port has repair facilities capable of rectifying any defects to the ship, including the surveyfacilities. 5. Distance to go 6. The situation of the port. Is it a peaceful place, are the local authority friendly 7. Get the recommendation from the leading underwriter

PORT OF REFUGE PROCEDURE1. As soon as the decision is taken to discontinue the voyage and proceed for POR, inform the O, P, C, U, L and MPA. Make an OLB entry.2. Note the ship’s position and quantity of bunkers on board. From this point onwards until departure of vessel from POR keep a detailed record of all the events for claims.3. Request the owner to arrange an agent at the port of refuge to handle the vessel’s visit.5. Give the ETA and other information necessary for vessel’s arrival to the agent.

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6. Inform the O, P, C, U and L of vessel’s safe arrival.7. On arrival at the POR, the salvor will require salvage security, which should bearranged by the owner and cargo owners.8. Owners will declare GA. 9. Note protest as soon as possible but in any case within 24 hours, reserving the right “to extend at a time and place convenient”.10. Where there is H&M damage, a class surveyor will inspect the damage, and advise repairs necessary for the vessel to maintain class. 11. If cargo damage is suspected or cargo discharge is necessary before repairs can be made, call a hatch surveybefore commencing discharge. Employ surveyors recommended by the P&I club. Cargo owners should be notified so that they can appoint their own surveyors. 12. Carry out repairs under class surveyors’ guidance.13. On completion of repairs, class surveyor will carry out another survey. If, in his opinion, the vessel is seaworthy hewill issue an Interim Certificate of Class, and will send his report to the classification society. If acceptable to thesociety’s committee, the vessel will retain class.

Q. The ship needs to be dry docked and there is the cargo on board, state your actions. Inform the Owners and cargo owner about the situation. If not possible to contact them, then master to act as AON and arrange cargo discharge (under survey) and either trans-shipment or warehousing of cargo during the repairs

MASTER AS AN AGENT OF NECESSITYIn certain EXCEPTIONAL EMERGENCY CIRCUMSTANCES the master may act as an AON without liability for actions he takes on behalf of the principal. This is to save the interests of all parties concerned in a voyage.CONDITIONS:There must be Exceptional Emergency circumstances, there must be an actual commercial necessity, there must be impossibility of communication and he should act in interest of all parties.Powers of AON:1. Deviate from contract route of voyage.2. Jettison cargo to save life or property.3. Enter into a salvage agreement while ship is in emergency situation.4. Call a port of refuge due to emergency situation.5. Order for emergency repair.6. Trans-shipment, Warehousing or Recondition/Sell damaged cargo.7. Raise money for disbursement of ship's crew.EXAMPLES:

1. When a salvage agreement must be urgently made by a master but there is insufficient time to contact the respective owners

2. When the goods in his possession have started to deteriorate, and he is unable to contact the owner. He takes action to preserve the goods or even sell the goods on auctions.

3. When the master of a vessel loading in a port which comes under military or terrorist attack. He makes an emergency departure from the port to preserve cargo from destruction or capture.

Q. Who will pay for all this? GA, P&I, Underwriter)Transfer of cargo to carry out repairs will be paid under GA.

Q. While doing so you found out two reefer container will not make it to the destination, what is your action?Try to establish contact with the cargo owner to inform him about the situation. If the cargo owner cannot be reached, the Master will act as AON. (see above AON)

Q. Master’s RESPONSIBILITY as per ISMISM:1. Implementing the safety and environmental-protection policy(SEP)2. Motivating the crew to observe the SEP3. Issuing appropriate orders and instructions in a clear and simple manner4. Verifying that specified requirements (of SMS) are observed5. Reviewing the SMS and reporting its deficiencies to the company.

Q. How as a master will you verify that specified requirements are being observed?By carrying out drills, trainings and meetings.

What do you understand by Motivating the crew for observance of SEP. Give example?The SEP mainly talks about safety, health and avoiding pollution. The crew can be motivated for following the SEP through drills, trainings and meetings.

Q. While waiting for tug hired by company, you received weather message that a low pressure is forming in the vicinity. State what is your action? Dangerous phenomenon during heavy weather how to handle?First I will have to ascertain the own ship position w.r.t the low pressure and calculate if the heavy weather will arrive before the arrival of the tugs hired by the company. If so then I will have no choice but to request for the salvage by all means, this is to prevent the ship from getting further to the shore side, or if the storm is from beam, there is the possibility of the ship capsizing. If no one is around for help, I will choose to ballast the ship and make her heavy so that the ship will not move towards the shore by the heavy swell.

[PREPARATIONS]HEAVY WEATHER PRECAUTIONS

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Conduct a meeting with all the department heads and inform them about the heavy weather. Instruct all the department heads that they must secure their respective departments. Use the heavy weather checklist to ensure that nothing is missed. Divide the crew into different groups and each group securing a particular area.DECK SECURING PARTY: 1. Rig life lines along the deck 2.Take extra lashing for anchor 3.Hawse pipe and spurling pipe to be properly covered or cemented 4.Windlass and mooring winches to be covered by the tarpaulins 5. All ropes to be kept in rope lockers 6. Hatch covers to be made weather tight by closing cleats and using hatch sealing tape if required. 7. Close all ventilators, sounding pipes, goose neck and booby hatches.8. Secure deck cranes, gangway with extra lashing 9. Clear scupper and freeing port 10. Secure all loose gear on deck 12. Sound all tanks and bilges CARGO LASHING PARTY: 1. Cargo lashing team will check and re-tighten cargo lashing and take extralashing where required.LSA FFA AND ACCOMMODATION PARTY:1. Check the lashing for lifeboat and life rafts is sound 2. All LSA items are in state of readiness3. Dead lights, port holes, accommodation doors to be shut properly 4. All items in the stores, office, TV room, and gymnasium shall be secured5. Arrange for heavy weather routine, such as no more deck works, more focus in side accommodation. 6. Inform chief cook, no more soups. STABILITY MATTER. 1. Try to improve ship stability by ballasting the ship.2. Remove all the free surface effect, including pump out the swimming pool. BRIDGE MATTER/ NAVIGATION SAFETY 1. Update weather reports and plot storm position. 2. Update vessels position and inform shore-side authorities. Revise ETA accordingly.3. Consider the aspects of re-routing. 4. Engage manual steering. 5. Reduce speed in ample time to prevent 'pounding'. 6. Note all the preparations in the log book. ENGINE ROOM MATTER 1. Secure the E/R for heavy seas, especially the heavy spare parts2. May need to delay any heavy maintenance jobs

Q. What are circulars and how are they related to MSA?Circulars provide the shipping community with updates on developments within the Singapore port as well as international guidelines/regulations for ship, crew and port operations. Type of circulars and notices:1) Port Marine Circulars (Issued by Port Master) regarding changes of any rules/ regulations which affect only within harbour limits2) Port Marine Notices (issued by Port Master) regarding any construction or maintenance/repair works carried out which temporarily hampered the navigation within the harbour. Both the above usually issued to shipping community, harbour crafts & pleasure crafts3) Shipping Circulars (issued by Director of Marine) regarding national and international Regulations updates, changes or recommendation, usually concern Ship owner, manager, operator, Master, Flag ship and shipping community.

Q. CREW MATTERSCREW MISSING PRIOR DEPARTURE:1. Make an announcement on the P.A 2. Get the gang way register checked. Check if anybody else had gone out with him andwhere and when was he last seen.3. Arrange for a thorough search onboard.4. Inform agent and ask him to checkusual places like seaman’sclub, night clubs, hospital& police station.5. Inform Owner, P&I club, local police and MPA via the agent.6. Make an entry in Official Log Book (OLB).7. Ask chief officer and one other crew member to make a list of his belongings.8. Sign him off from the AOA. (Form 68D)9. Fill up ENG 2A form. Enter ‘Deserted’ in the cause section. 10. Refer to the Safe Manning Document to check whether the ship can sail without the missing crew member or not. If not then check if anybody else can be promoted to his rank after taking approval from the owners.11. If this is not possible, then askthe ownerto arrange for suitable replacement or apply for dispensation from MPA and permission to sail.

SICK CREW:1. Conduct a medical assessment of the crew and give the best possible medical treatment onboard.2. Request for radio medical (if required)3. If medical evacuation is required, prepare the patent for evacuation.4. Inform the owner, Agent, P&I club, RCC and local authorities5. Collect the patient’s medical history, medicines given onboard and his PP and attach to the patient.6. Make an entry in Official Log Book (OLB).7. Ask chief officer and one other crew member to make a list of his belongings.8. Sign him off from the AOA. (Form 68D)

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9. Fill up ENG 2A form. Enter ‘Medical Grounds’ in the cause section. 10. Refer to the Safe Manning Document to check whether the ship can sail without the missing crew member or not. If not then check if anybody else can be promoted to his rank after taking approval from the owners.11. If this is not possible, then ask the ownerto arrange for suitable replacement or apply for dispensation from MPA and permission to sail.DEAD SEAMAN & COLD ROOM OUT OF ORDER:1. Ensure that the seaman is dead. Refer to “Signs of death” in SCMG Chapter 12.2. Take charge of his property (Wages, Valuables & Personal effects)3. Make an inventory of his effects and enter in OLB. The entry is to be attested by chief officer or any othercrew member.4. Inform the Owners, Next of Kin and MPA.Obtain instructions from owners/next of kin.5. Consider to deviate from route to land the body ashore.6. Since cold room is out of order, consider sea burial. Refer to “Sea burial” in SCMG Chapter 12.7. Clean & wash the body. Close all openings. Provide burial rituals with the help of an elderseaman of same religion.8. Make an OLB entry. (Burial position, date and time) in the section – “Return of Births and deaths in ship”9. Deliver the property of the deceased seaman to the DOM within 48 hrs after arriving Singapore

DISCIPLINARY OFFENCE1. Striking a person2. Disobey lawful command3. Use foul language4. Not report for duty without any cause5. Sleep on duty6. Drunk on duty and unfit for duty7. Possessing weapon8. Damage ships property or throw it overboardFINE:Each of the above offences shall be punished by a fine equal to one day’s pay, for the first occasionand two day’s pay for the second and any subsequent occasion.

Disciplinary offences on board CERTAIN ships1. Smoke2. Use a naked light or mechanical lighter3. Use electric torch which is not type approvedFINE:Not exceeding S$100.

Q. What will happen for deducted money from crew salary?MPA will decide about it. Fines imposed on the seamen during his service onboard and covered by the Agreement should be sent by CROSSED CHEQUE to MPA. The amount must always be in Singapore dollars before it is sent to the Shipping Division

Q. Bosun comes and complaints about the food, what is your actions? If three or more seamen employed in a Singapore ship consider that the provisions or water provided for the seamen are not in accordance with safety regulations, they may complain to the master, who must investigate the complaint. If the seamen are dissatisfied with the actions taken by the master, they may state their dissatisfaction to him and may claim to complain to Director of marine.The DOM must investigate the complaint, and may examine the provisions and water. If the master is notified in writing by the authority that any provisions or water are unfit for use, he must replace them within a reasonable time. MASTER’S ACTION IN RESPONSE TO COMPLAINTS When three or more seamen complain about provisions or water, the master should make an entry in the Official Log Book (narrative section) of the names of the seamen making the complaint, and the nature and reason for their complaint. The master should investigate the complaint and take appropriate action. A further entry should be made in the Official Log Book detailing the master’s response to the complaint. If the seamen are dissatisfied with the master’s action in response to their complaint, a further entry should be made in the Official Log Book and arrangements made to facilitate the seamen’s complaining to DOM.

Q. Crew complained to DOM, investigations carried out and found food got no problems? What is the owner or master protection to such complains should not be misused? Fine will be imposed on crew if found guilty.

Q. Why do you carry out accommodation inspection? What is the purpose other than your obligation? The purpose of carrying out accommodation inspection is to increase crew awareness regarding health, hygiene and discipline.The inspection should be carried out at least every 7 days by the master. The master must make an entry in the OLB regarding:a. The date and time of the inspectionb. The name and ranks of the inspectors c. Outcome of inspection

ARTICLE OF AGREEMENT (AOA)The AOA consists of Marine 68A, 68B, 68C and 68D forms in duplicate.The black copy of AOA is to be retained on board.The red copy is to be forwarded to the MPA Marine Department.** If the AOA expires at sea, the AOA shall be valid until its next port of call.MARINE 68A

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This is the front cover of AOA. It contains the particulars of ship. The trading area of the ship and its period of validity (either 12 or 24 months) are indicated.MARINE 68BCopy of the approved additional clauses, provision scale provided for the crew, employment contract is attached here.MARINE 68CIt contains particulars of persons less than 18 years of age and apprentices employed on the ship.MARINE 68DIt contains particulars of all persons employed on a ship including the master (and those contained in Marine 68C)

Opening a new AOA:1. Before opening, master must ensure the followings:a. Terms and conditions of AOA are understood by all crew. b. The memorandum is signed.c. The new AOA is opened before the expiry date of old AOA.2. Fill up the forms Marine 68A, B, C, D and attach respective certificates.3. Sight the original COC and other certificates prior signing on a Seaman.4. On completing the new AOA, the Master shall forward the red copy of the new AOA to MPA together with the:1. The black copy of the old AOA and official log book (in the case ofrenewing crew agreement);2. Officers COE numbers and tanker certificates (for tankers)3. The Druggist certificate4. Contract of Employment made between the crew members and the owners. 5. “List of Ratings” form(for foreign going ship only)5. The Master must make an entry in the narrative section of OLB that a new AOA hasbeen opened, giving the date and place of opening the Agreement.The OLB must be countersigned by the Chief Officer or any other member of the crew.

Q. What is a Form U & FRE 13?FORM U:It is a legible copy of AOA which is to be made accessible to the ship’s crew by posting it on notice board in order for the crew to know the main features of AOA. The following are the contents of Form U:-1. Ship’s name, POR, Registered Tonnage, number of crew for whom the accommodation is certified.2. Name of Master, his COC details.3. Scale of Provision.4. Regulation for maintaining discipline.5. Voyage Limit.6. Short summary of employment of under-aged person.

FRE 13:It is a declaration of draft made by master after completion of loading with all details of sailing draft& freeboard and it is posted on the notice board.

Q.Emergency drillsSOLAS1. Atleast one abandon ship drill and one fire drill every month.2. The drills shall take place within 24 h of the ship leaving a port if more than 25% of the crewhave not participated in abandon ship and fire drills on board that particular ship in the previous month.3. When a new crew isengaged, these drills shall be held before sailing. 4. Each lifeboat must be launched and manoeuvred in water once every 3 months5. Each rescue boat shall be launched once a month6. Emergency steering gear drills once every 3 monthsISPS:1. Once every 3 months2. When more than25 percent of the ships personnel has been changed& have notpreviously participated in any drill on that ship, within the last 3 months, a drill should beconducted within one week of the crew change. 3. Security exercises which may include participation of CSO, PFSO and SSO should be carried out at least once each calendar year with no morethan 18 months between the exercises.

Q. Does ISM specify which drills to carry outNo, ISM does not specify which drills to carry, but under EMERGENCY PREPAREDNESS is says that company should establish program for drills and exercisesto prepare for emergency.

Q. You served small company, advise owner if vessel can load grain in remote port in cold region which is above 75n lat, how are you going to advise him? 1. Check C/P terms on the contract.2. Inform the MPA and Class3. Check the Class Certificate, if the ship has Ice class notation.4. Check the geographical limits of the AOA and expiry of AOA. Study additional clauses and collective agreement.5. Check Underwriters for Insurance coverage6. Make a separate Memorandum for crew to sign and proceed on voyage.7. Make OLB entry regarding owner’s instructions and approval for voyage.8. Carefully study the voyage order and plan the voyage taking the Polar code into account.9. Ensure that there are sufficient bunkers, stores, spares and provisions on board.10. Instruct C/O and C/Eto prepare vessel for it.**The POLAR code is into 4 partsPART A – CONSTRUCTION PROVISIONSPART B – EQUIPMENT

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PART C – OPERATIONAL PART D – ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL

Q. Dry docking with full cargo onboard:The main concerns of a master:1. Safety of Crew/ Labour/ Ship and protection of marine environment and protection of owner’s right.2. Main concern during entering the dock is to have enough positive stability (especially during the Critical period) keeping in mind that the up thrust will reduce positive stability and that may lead to slip off from the block or could also cause capsizing3. Vessel will be subjected to more stresses than normal dry dock.4. There will be additional weight of cargo on the vessel and the cargo weight might be unevenly distributed. 5. There will be difficulty in achieving the required draft for entering drydock. Before entering:1. Press up the DB tanks beneath the holds, minimize FSE, adequate positive stability, upright, and trimmed as per yard'srequirement.2. Distribute the cargo weight evenly and all cargoes should be properly lashed and secured.3. Inform yard about cargo plan, cargo characteristicsweight distribution.4. Request the yard for extra keelblocks and side blocks.5. Keep the vessel ready for dry dock in all respects.6. Keep the LSA and FFA for immediate use.** It would be advisable to pump out enough dock waterto expose the damaged area and leave the vessel partly waterborne.This would reduce the reactions of the vessel on the blocks and reduce the tendencies of hogging/sagging.

Q. Procedure for DrydockingBEFORE ENTRY:1. Check the stability of the vessel, especially during critical period.2. Ensure that the vessel is at required draft, trim and there is no list3. Reduce the free surface effects to minimum.4. Anchors stowed and secured.5. Movable weights to be secured.6. Gangway/ accommodation ladders to be stowed.7. Overboard discharges to be shut.8. All FFA and LSA in state of readiness9. Proper flags displayed as required.10. Ship power, fire main, fresh water, telephone connections to be ready.11. Log switched off and retracted.12. Echo sounder switched off13. Prepare the mooring lines. Unused mooring lines should be stowed.14. Standby for dock master and dock mooring gang.WHILE ENTERING:Note down the timing for the following:1. When vessel enters dock.2. When the gate closed3. When pumping out commenced.4. When vessel sewed5. When pump out completed.AFTER VESSEL DOCKED:Sound all the tanks and bilges. Initial inspection of the hull should be done as soon as possible. Check:1. The extent of the hull damage if any.2. The extent of the rudder and propeller damage3. Suitable and efficient shoring arrangements4. Suitable and efficient keel blocksIf draining of the tanks is required, the bottom plugs should be removed and kept in custody of C/O. All bridge equipments should be shut down and vessel’s heading recorded.Ensure that all relevant safety procedures are being followed, permit to work are in use and safety of dock workers taken into account.BEFORE RE-FLOARING:1. Keep the vessel’s departure stability condition as close as possible to the arrival condition.2. Ensure that the vessel is at required draft, trim and there is no list3. Reduce the free surface effects to minimum.4. All bottom plugs to be secured.5. Anodes fitted.6. Anchors stowed and secured.7. Movable weights to be secured.8. Overboard discharges to be shut.9. All FFA and LSA in state of readiness10. All shore connections have been disconnected.11. Start gyro and check heading.WHILE REFLOATING:1. Inform all departments when flooding dock.2. Check for water tightness.3. Sound all tanks.4. Stop pumping out the water at half stage and check the watertight integrity of the vesselNote down the timing for the following:1. When flooding commenced.

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2. When vessel floated.3. When the dock gates opened.4. When the vessel left dock.AFTER REFLOATING:1. Check operation of all equipments.2. Check watertight integrity of the vessel3. General cleaning and washing4. Normal sailing checklist.

Q. You received a distress call 50 miles. What will be your actions?As per SOLAS chapter V regulation 33.1, when the master of a ship at sea receives as Distress message and he is in a position to be able to provide assistance, he is bound to proceed with all speed for their assistance.**The OBLIGATION is for saving life only, not for property.My actions will be: 1. Check distress position and own ship position. 2. Check if able to provide assistance without endangering own ship and crew.3. Listen on VHF Ch16 or 2182 Khz for 5 minutes4. If CS or RCC does not acknowledge the call, acknowledge the alert by radiotelephony (ch.16/ 2182 khz) 5. Inform CS or RCC 6. Enter details into the log 7. Reset the system. Consult IAMSAR volume III for SAR operation. Establish communication as soon as possible and obtain details of distressed vessel; such as: 1. The Ship identity, ship name, call sign and etc. 2. Position, Course & Speed 3. Nature of distress 4. Type of assistance required Provide vessel in distress my own ship info such as: 1. Own ship identity 2. Position, Course & Speed 3. ETA to the scene4. Distress vessel bearing and distance from own ship.Contact the RCC and obtain information regarding SAR action plan, the identity and the contact of the OSC. Meanwhile I will carry out the on board preparation for SAR. ON BOARD PREPARATIONS FOR PROCEEDING FOR SEARCH AND RESCUE: 1. Post extra look out2. Proceed at full speed but inform C/E to standby the engine for maneuvering. 3. Inform owner / charterer about the deviation 4. Note down the point of deviation and R.O.B 5. Make an entry in the OLB for justifiable deviation6. Assign duties to Officers. Instruct C/O to prepare: I Prepare the hospital for receive any casualties. Prepare stretchers, blankets, food, medicines. II Prepare rescue boat for immediate launching. Prepare rescue boat crewand check communication. III Get the LSA ready for immediate use. Lifebuoy, LTA, buoyant life lines etc. IV Rig accommodation ladder, scrambling nets and lifelines running from bow to astern at the water level at both sides. V Prepare cranes and derricks with cargo nets for recovery of survivors. VI Test search light, signaling lamp, torches Instruct 2nd officer to: I Plot both vessels’ positions and establish course to rendezvous at maximum speed and update ETA II Change over to manual steering. III Plot search pattern. IV Keep continuous radar watch. V Track all vessels in the vicinity. Instruct 3rd officer to: I Contact RCC via CRS II Maintain communication and update distress information. III Monitor weather report.

Q. What is your responsibility after taking survivors onboard? As per SOLAS chapter V regulation 33.6, Masters of ships who have taken survivors onboard, shall treat them with humanity1. Once survivors are on board, medical care, food and water as required should be provided.2. Radio medical advice should be sought if required3. Arrange for delivering the survivors to the RCC4. Master will be responsible for the survivors until handed over to RCC 5. Inform the MPA, Police Coast Guard, Immigration authorities and Harbour Master (as per PMC 14-1998)6. Make an entry in the OLB

Q. Will you violate any regulation if total persons on board including survivors exceed life boat capacity?No, because life boat capacity is intended for ship’s crew only

Q. Suppose you not proceed for rescue, in what circumstances you can do that? What are your actions?

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SOLAS chapter V regulation 33.1 provides that if the ship receiving the distress alert is unable to proceed or considers it unreasonable or unnecessary to proceedfor their assistance, the master must enter in the log book the reason for doing so.The master of the ship will be released from this obligation when:1. On being informed bythe persons in distressor bythe SAR serviceor bythe master of another ship which has reached the persons in distress that assistance is no longer necessary. 2. If the ship receiving the distress alert is unable to do so (e.g. because it s disabled with an engine breakdown) 3. In the special circumstances of the case, considers it unreasonable or unnecessary to do so. (The master of a loaded gas carrier might consider the obligation to assist a tanker on fire unreasonable) 4. The master of a ship in a busy shipping area might consider the obligation to assist a ship 100 miles away unnecessary, where he knows that many other ships would be closer to the distress position. When the ship is not proceeding to assist, the master must enter the reason for failing to proceed in the Official Log Book. The entry must be witnessed by a crew member.

Q. When will a master transmit danger messageSOLAS chapter V regulation 31 DANGER MESSAGESWhen the ship meets dangerous ice,any danger to navigation, TRS or winds of force 10 or above for which no storm warning has been receivedThe following information is required in danger messages:For Ice, derelicts and other direct dangers to navigation:.1 The kind of ice, derelict or danger observed..2 The position, date and time (UTC) when the danger was last observed.For TRS:.1 A statement that a TRS has been encountered..2 Date and time (UTC) and position of ship when the observation was taken..3 The following information:— True course and speed of ship — corrected barometric pressure— barometric tendency (the change in barometric pressure during the past three hours);— true wind direction, wind force, state of the sea, swell direction and strength— true course and speed of ship.

19. Small ship in distress, stating engine problem, and request you to tow her to nearest port, what will you do? There is NO STATUTORY OBLIGATION to save maritime property in danger of being lost. Any attempt by the master to save property is a commercial venture and not a statutory obligation. A vessel requiring a tow (e.g. a disabled, drifting vessel) is not necessarily in distress. The master of a vessel offering a towage service should, therefore, carefully consider the following points before contracting to perform a salvage service: 1. Does the charter party allows the vessel to tow2. Is there a possibility of missing any cancelling date under a charter party3. Does the nature of the cargo permit a lengthening of the voyage? (Especially in reefers.) 4. Are there sufficient bunkers, provision and stores on board for the tow, and sufficient reserves are maintained after the tow 5. Is the vessel’s machinery of adequate power and in good enough condition for towing6. Is the value of the vessel requesting the tow, plus her cargo, of sufficient value to merit a salvage service7. Has the salvage terms been agreed.8. Has the port of destination been agreed9. Has the owner, charterers, P&I club and underwriters been notified, so that additional hull insurance can be arranged if necessary10. Are proper records of all events are being kept.

Q. Different types of log books (as per SC 18-2009 Certificates and pubs on board)OLB, Deck log book, Engine log book, GMDSS log book

Q. Entries in the OLB?1. Name of ship, official no., GRT, NRT2. Name and address of owner3. Name of master, COC no. and issuing authority4. List of documents handed to next master5. Date & place where OLB was opened6. Date & place where OLB was closed7. Record of arrival and departure to port and sea8. Record of drills9. Record of inspections10. Record of incidents and casualties11. Record of distress message received12. If unable to proceed for assistance13. Inspection of food and water14. Complaints regarding food and water15. Record of death16. Seaman falls ill17. Disciplinary offence18. Fine against disciplinary offence19. Record of draft, freeboard and mean freeboard (FRE 13)

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Q. How you instruct C/O to arrange watch for crew?As per the STCW code.

Q. How do you deal with safety and health work environment onboardAs per the STCW code. I will ensure that all the officers and watchkeepers are properly rested.

Q. What are Manila amendments to the STCW ?It’s an amendment to STCW Convention withfollowing important changes:1. REVISED REQUIREMENTS ON HOURS OF WORK AND REST (EIF 1 JANUARY 2012)(STCW rest hours now harmonized with ILO rest hours. Minimum 77 hours rest in 7 days period. 10 hours rest in 24 hours with no exceptions, except emergency. It is now mandatory to maintain record of rest hours. Records may be inspected in PSC inspections. Applicable to all seafarers on board, not only watchkeepers. They need to review and sign the records of rest and work to ensure that they are complying.)2. CHANGES TO COMPETENCE TABLESVarious changes to the STCW Competence Tables are includedin the Manila Amendments. Need for deck officers to be competent in the use of ECDIS, Engineer officers to be able to operate pollutionprevention equipment. Emphasis is given for environment management.3. LEADERSHIP AND TEAMWORKFor deck and engine officers, new competencerequirements related to leadership, teamwork and managerialskills have been added. Assertiveness training for allseafarers has also been included because it is important forthose in lower grades who may have to communicate onsafety matters with senior officers, the master and/or shorepersonnel.4. TRAINING RECORD BOOKSIt will be mandatory for all deck and engine rating traineesto demonstrate competence through the use of on boardtraining record books, with completion to be supervised byofficers responsible for on board training 5. MANDATORY SECURITY TRAININGNew security familiarization and training requirements have been introduced for all gradesof shipboard personnel. 6. REFRESHER TRAININGAll seafarers are now required to provide evidenceof appropriate levels of competence in basic safety training(including Survival, FF, FA, PSSR, PSCRB & AFF will have to show that they have maintained theirlevels of competence in these skills every five years.7. TANKER TRAININGNew competence Tablesfor training in oil, chemical and gas tanker operations, atboth basic and advanced levels. (New guidance has also beendeveloped for crew on offshore support vessels and all shipsin polar waters.)8. NEW SEAFARER GRADES AND CERTIFICATIONSTCW 2010 introduces extensive training and certificationrequirements for the new grades of ‘Able Seafarer Deck’, ‘Able Seafarer Engine’, ‘Electro-Technical Officer’ and ‘Electro-Technical Rating’have been established. 9. MEDICAL STANDARDS Additional medical fitnessstandards and requirements forcertification have been introduced.10. PREVENTION OF UNSAFE ALCOHOL USE These include a specific limit of 0.05% blood alcohol level or0.25mg/l alcohol in the breath.

Q. YOU RECEIVED A TRS WARNING CONFIRMING A BAD WEATHER IN VICINITY, STATE YOUR ACTIONS? MASTER ACTION FOLLOWING TRS IS EVIDENT Ascertain own ship details in relation to storm position: 1. Bearing of storm centre, by buy ballots laws 2. Semi circle in which the ship situation 3. Path of the storms SHIP SECURITY 1. Order all the departments to secure their respective areas. 2. Secure the anchor, cargo, deck, accommodation and E/R3. Improve stability 4. Report position to owners and agents 5. Obtain latest weather reports LEGAL REQUIREMENTS 1. Reports to nearer coast station and ship in the vicinity if no warning received. 2. Log reports if any deviation required. SHIP HANDLING 1. Heave to, while ascertaining the storm position. 2. Avoid passing within 75nm of storm centre 3. Prefer to stay outside 200nm. 4. Adopt course to take ship out of storm centre 5. Make frequent checks to ensure that any action taken is having the desired effect.

TRS – AVOIDING ACTION IN TRS VESSEL SECURE ALONGSIDE 1. Batten down and secure all hatches, lower all derricks and or cranes. If ship cannot make for the open sea or storms shelter anchorage, set extra moorings fore and aft, rig fender and lay out anchor with tug assistance if possible. 2. Place engine room on stand by and maintain the vessel on alert status for passing storms.

VESSEL AT ANCHOR 1. Have both anchors down. Engine should be employed to ease the weight on the cable.

VESSEL IN THE OPEN SEA CONDITIONS 1. Any action taken by the master will be depending on the ships positions relative to the storms position and movements.

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2. If the vessel has sufficient speed/power, Master can choose to outrun the storm.3. “Heave to” and then let the storms pass by, to open the distance between storm and the vessel

PLOTTING THE TRS – METHOD OF PLOTTING THE FAN DIAGRAM1. Plot the storm centre on the chart 2. Construct a 75nm circle around the position. This represents the absolute “no go area” 3. Draw the predicted path of the storm, in the direction of the movements 4. Draw tangent to the 75nm circle, at 40 deg angles, on either side of the predicted path. These represent the extreme limits of probable paths of the storms.5. From the storm position draw arc, equal to predicted movement of the storms in next 24 hours and 48 hours. 6. The sector covered by 24 hours arc will be consider as “imminent area of danger”, while the sector cover by 24 to 48 hours may be considered as the “ area of the probable danger” The position and the area of the fan shall be updated at every new forecast, at least every 12 hours, and the situation and ship course shall be reviewed.

HOW TO AVOID STORM CENTRE? Buys Ballots Law:In northern hemisphere, if the observer faces the wind, the low pressure (storm centre) will lies to right.In southern hemisphere, if the observer face to the wind, the low pressure( storm centre) will lies to left.

FIND THE VESSEL’S POSITION IN RELATION TO THE PATH OF THE STORM CENTRE:-o If the wind shifts to right (Veer) the vessel is in the Right hand semicircle.o If the wind shifts to left (Backs) the vessel is in the left hand semicircle.o If there is no shift of wind the vessel is in the direct path

TRS—ACTION TO AVOID STORM CENTRE NORTHERN HEMISPHERE DSC: Keep wind 3 points on the stbd bow at ship maximum speed NSC: Keep wind 4 points on stbd quarter at ship max speed On PATH: Keep wind 4 points on stbd quarter at ship max speed SOUTHERN HEMISPHERE DSC: Keep wind 3 points on the port bow at ship max speed NSC: Keep wind 4 points at the port quarter at ship max speed On Path: Keep wind 4 points at the port quarter at ship max speed All the above maneuvering shall maintain the wind direction on the bow or quarter as necessary until the pressure increase and the wind intensity decrease. OOW should maintain the records, for the whole process on every 30 minutes or hourly basis, the wind direction, force, swell direction and forces, sea state, barometer pressure and which deems necessary (shall use the layout in the deck log book as reference).

22. STOWAWAY FOUND ON BOARD PRIOR ARRIVAL PORT, STATE YOUR ACTIONS? THE FOLLOWING PROCEDURE SHOULD BE FOLLOWED:1. Inform the Owners, P&I club, Local authorities, Port state, MPA, Agent and arrange for his repatriation2. An entry should be made in the OLB regarding the discovery of the stowaways. 3. The area in which the stowaways were found should be searched thoroughly. 4. Try to recover any documents or clothing that may give an indication of their place of origin of the stowaway5. Each stowaway found should be individually interviewed in order to establish the following details: a. name, date and place of birth and nationality of stowaway b. name, date and place of birth and nationalityof stowaway’s parents; c. postal and residential address of the stowaway and his parent; d. stowaway’s passport or seaman’s book number, together with date and place of issue; and e. stowaway’s next of kin, if different from above. 6. Religiously follow the PMC 14-2006 (Condition for repatriation of stowaway) and fill the Security Bond (Form 104A)7. Take photos of each stowaway and sent to P&I club to obtain travel documents for the stowaway.8. The stowaways should be treated nicely, provided with adequate food, water, sanitary facilities, kept in accommodation and should not be made to work9. The stowaways should not be signed in the AOA and should not be entered in any crew list. Instead a “Stowaway List” should be made.10. Do not depart from his planned voyage to seek the disembarkation of a stowaway to any country unless repatriation has been arranged with sufficient documentation and permission for disembarkation.10. Evidence of all the costs incurred in the stowaway case must be gathered to support the owner’s claim on his P&I policy. 11. Full details of all events relating to the stowaway incident should be recorded in the OLB.

23. WHAT DO YOU KNOW ABOUT STCW 95 WITH RESPECT TO WORK AND REST HOURS, WHAT ARE THE REQUIREMENTS AND HOW YOU ENSURE THAT THEY ARE BEING COMPLIED ON BOARD YOUR SHIP?

Q. Suppose you are in port and your lifeboat is damaged, what will you do and what port state can do? 1. Inform the Owners/Charterers, P&I club, Class, Underwriter, Local authorities, MPA and Flag state.2. The owners and P&I club will advise on how to handle the matter in best way.3. Normally the ship will not be allowed to sail unless certain criteria can be fulfilledas per the requirement of the administration.

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The Master has following options:1. Fixed the damage before the ship sails (depend much on the port stay and whether there is the repair facilities in place) 2. Sail without lifeboat but supplemented with extra liferafts and obtain exemption from the administration.

Q. What is the PSC.What are their powers? “Port State control” is the inspection of foreign ships present in a nation’s ports for the purpose of: 1. To verify that the condition of the ship and its equipment is complying with International codes and conventions.2.To verifythat the ships are manned and operated in compliance with these codes and conventions.

INSPECTION PROCEDURE The inspector will as a minimum: 1. Check the certificates and documents2. Check the overall condition of the ship,engine room, accommodation and hygiene conditions onboard.

SHIPS TO BE CONSIDERED FOR PRIORITY INSPECTION 1. When pilots or port authorities have reported that the ship is having deficiencies 2. When either the master or a crew member have complained about shipboard living and working conditions or the prevention of pollution3. Ships which have been – .. involved in accident.. accused of pollution.. manoeuvred in an unsafe manner .. operated in such a manner as to pose a danger to persons, property or the environment. 4. Ships which have been suspended or withdrawn from their class for safety reasons in the preceding six months.

“Clear grounds” means evidence which in the professional judgment of an PSC inspector needs more detailedinspection1. Invalid certificates2. Incompetent crew3. Serious hull or structural deficiency that may affect watertight integrity 4. Crew not familiar with essential shipboard operations5. Muster list not up to date, crew not aware of their duties6. The ORB is not properly kept7. Unsafe cargo and other operation8. Emmission of false distress alert and not proper cancellation9. Very unhygienic ship

37. HOW TO TURN THE SHIP IN HEAVY WEATHER? 1. Ensure that the ship is secured for heavy weather. 2. Improve the Ship stability, reduce FSE. 3. Inform all the departments that the vessel is about to be turned in heavy weather 4. Turning circle is usually smaller when carried out at slow speed, so don’t turn the ship at full speed. 5. Waves tend to travel at variable frequency and there are about 8 waves in a wave group. There is a lull period of about 1-2 waves among the wave group. 6. The turn should be executed in such manner the vessel is beam-on to the heavy weather only during relatively calm periods during the waves. 7. Start turning the ship with extreme caution at slow rate for first half of turn, when critical period (when swell at the beam) is passed turn the vessel completely and steady on the next course. 8. Storm oil may be use to improve the conditions.

Q. C/O is doing ballast exchange, how you as master ensure he is following proper procedures & taking into account stability & stresses on the ship?BWE – Master’s Concerns:1. When carrying out the BWE ensure that the vessel is in open water, there is low traffic density, the manoeuvrability of the vessel will not be impaired and the weather condition is suitable.2. Refer to the BWMP to ensure that approved BWE method is being used.3. Ensure that the BWE is being conducted at least 200 nautical miles from the nearest land and where the depth of water is 200 m. If not possible to achieve this, it must be carried out at least 50 nm from nearest land and where the depth of water is 200 m.4. Ensure that a detailed BWE plan have been prepared giving details of:• BWE sequences• Maximum pumping rates• All manholes and air pipes that have been opened for BWE• The printout of stability calculation at each stage5. An alternative way is to use the ships loadicator to check the condition of stability and stresses in the current situation6. Ensure that there is sufficient time to safely complete the exchange (to satisfy the minimum distance and water depth criteria)7. Ensure that the BWE operation is being continuously monitored8. Details of the BWE have been entered in the BW log

**There are 3 methods to carry out BWE:i) Sequential method – Ballast tanks are first emptied and then filled. (95% volumetric exchange)ii) Flow-through method – Ballast is pumped into the tank and allowed to overflow. At least 3 times the tank volume is pumped into the tank

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iii) Dilution method – Ballast is filled from the top of the tank and is simultaneously discharged from the bottom at same rate to maintain constant level in the tank. At least 3 times the tank volume is pumped into the tank

Brief description of all the CODES?A) IMSBC CODE (previously known as BC CODE)It consists of 13 sections and 4 AppendixThe 13 sections in the IMSBC code gives instructions regarding general loading, carriage, unloading and trimming procedures. It also gives instructions for ensuring safety of personnel, methods for determining angle of repose, test procedures for cargoes that may liquefy, how to make assessment of cargo to accept them for carriage an stowage factor conversion tables.The 4 appendixes contain individual schedule of SBC, properties of SBC, alphabetical index to SBC and lab test procedures.B) BLU CODEThe BLU code stands for Safe loading & Unloading of Bulk Carriers Code. It contains recommendations for precautions to be followed during loading and unloading of bulkcargoes. Its main features are:1. Loading/unloading sequence2. Ballasting/Deballasting sequence3. Readiness of fire and safety equipments during loading/unloading4.Ship/Shore safety ChecklistsC) TIMBER CODEThe Timber code is Code of Safe Practice for ships carrying timber deck cargoes. It is applicable for all ships of 24m or more in length engaged in carriage of timber deck cargoes. It contains 6 chapters and 4 appendix.The 6 chapters make recommendation on safe stowage, securing, stability and shipment of timber deck cargo. They also give advice on personal protection, safety devices and action to be taken during voyage. The 4 appendix give advice on stowage practices, guidelines for under deck stowage and calculation of stability curvesD) GRAIN CODEThe Grain code is the International code for the safe carriage of grain in bulk. It applies to all ships engaged in carriage of grain in bulk, regardless of size. It is divided into 02 partsPart‐A: Gives specific requirements regarding DOA, information required regarding ship stability and grain loading, stability requirements, how to load without DOA and lashing methods.Part‐B: Gives details about calculation of assumed heeling moments and general assumptions.**Why Grain needs special attention:: Because of Liquid like behaviour. Can cause FSED) IMDG CodeIt has two volumes and one supplement.Volume 1:contains general provisions, definitions, training, classification, packing and tank provision, consignment procedures, construction and testing of packings and transport operationsVolume 2 contains DG List and appendices A&BThe Supplement contains Emergency response procedures (EmS guide), the MFAG, reporting procedures, safe use of pesticides and the INF codeClassification of IMDG Cargo:Class 1 – Explosive.Class 2 – Flammable Gas.Class 3 – Flammable LiquidClass 4 – Flammable SolidClass 4.1 – Substance liable to spontaneous combustion.Class 4.2 – Substance in contact with water liable to emit toxic gas.Class 5.1 – Oxidizing substance.Class 5.2 – Organic Peroxide.Class 6.1 – Poisonous Substance.Class 6.2 – Infectious SubstanceClass 7 – Radio Active materials.Class 8 – Corrosive &Class 9 – MiscellaneousQ. SOLAS in nutshellThe SOLAS is divided into 2 parts. Part 1 has 12 chapters and 1 Annex. Part 2 has 2 annexes.Chapter I General provisions Chapter II Construction RequirementsChapter III LSA and arrangements Chapter IV Radiocommunications Chapter V Safety of navigation Chapter VI Carriage of cargoesChapter VII Carriage of DG Chapter VIII Nuclear ships Chapter IX Management for the safe operation of shipsChapter X Safety measures for high-speed craft Chapter XI Special measures to enhance maritime safety& securityChapter XII Additional safety measures for bulk carriersAppendix CertificatesPart 2Annex 1 Certificates and documents required to be carried on board shipsAnnex 2 List of resolutions adopted by the SOLAS Conferences

Q. COSWP in nutshellThe COSWP is concerned with improving health and safety on board ship. The Code provides guidance on safe working practices for many situations that commonly arise unships. The COSWP is divided into 4 sections.

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SECTION 1: Safety management and the statutory duties of all working on board. (Covers Risk assessment, health surveillance, safety officials, PPE, safety signs, means of access and care of work equipment.)SECTION 2: Areas that should be covered in introducing a new joiner to the safety procedures on board and what individuals can do to improve their personal health and safety.SECTION 3: Various working practices common to all ships. (Permit to work, enclosed space entry, boarding arrangement, maintenance, hot work, painting, anchoring, mooring and use of safety signs)SECTION 4: Safety for specialist ship operations. (Covering dry cargo, tankers, ro-ro, of shore vessels and towing industry)

26. IMDG CONTAINERS ARE BEING LOADED, WHAT ARE YOUR CONCERNS AS A MASTER? ** Ensure that the vessel has a valid DOC for loading DG.1. Ensure that the DG manifest is provided 2. Ensure that DG stowage plan is provided. 3. Check if segregation requirements are met. 4. Check if marking, labeling and placarding of the container are in good condition. Damaged or leaked container shall not accepted for shipment. 5. Stow in places not liable to damage or heating. 6. Stow in position so that the contents may be moved/ jettisoned in case emergency. 7. Naked lights or smoking is prohibited in or near DG areas. 8. FFA shall keep ready to deal with possible fire 9. Protective clothing and SCBA sets to be available. Bunkering, hot work, wireless transmission and used of radar shall be discontinued (especially the cargo is class 1) 10. If possible, load onlyin day time. B flag should be hoist 11. At night, adequate lighting to be provided. 12. Any spillage to be carefully dealt with, taking into consideration the nature of the substance. 13. Consult EmS and MFAG in case of any accident involving DG. 14. Once containers are loaded, the location of that DG container to be counter checked with the bay plan.

Q. Loading as per IMSBCIMSBC stands for INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODELoading cargo using the IMSBC:1. Prior loading, obtain cargo details from the shipper, which shall include:

Specification of bulk cargoes.Stowage Factor.Angle of ReposeTrimming Procedure.Chemical properties.Certificate of moisture content.& TML.

2. The vessel should have approved stability booklet and approved Loading Manual3. There must be close co-operation between the vessel and terminal.4. Vessel and the terminal representative must prepare and agreed on Loading/Discharging Plan5. If there is any amendment or deviation from the plan, the terminal representative must be informed.6. Cargo spaces shall be inspected and prepared for the particular cargo which is to beloaded.7. Bilge wells and strainer plates shall be so arranged to facilitate drainage and to prevent entry of the cargoes into thebilge system.8. Bilge lines, sounding pipes and other service lines within the cargo space shall be ingood order.9. High free flow drop of heavy concentrated cargo should be avoided.10. Ensure that there is no damage to the ship structure during loading.11. Ventilation systems should be shut down and airconditioning systems placed on recirculation during loadingto minimize dustingress into the accommodation12. Ensure that the cargo is trimmed reasonably level13. Ensure that the Cargo and ballast operations are closely monitored.14. After completion of loading, the cargo hold and its fittings must be inspected thoroughly for damage.**Refer to Appendix 4 for alphabetical index of cargo. Then check the Appendix 1 for Individual schedule of cargo. In this section we will find all the necessary details about the cargo like description, characteristics, AOR, hazard,, stowage and segregation requirements and ventilation and carriage requirements. The cargo plan will be prepared based on all these information.**IMSBC Code will be applicable with effect from 1 Jan 2011.(MPA Shipping Circular No.13 of 2009) Consists of 13 sections and 4 appendixes.

Q. Is there and particular circular about Fumigation. Tell me details about it?The circular is PMC 15-2008.The main points are:1. Fumigation of vessels is not permitted during night2. Prior to commencing any fumigation, the master shall ensure that: a. All unauthorized personnel are kept away from the risk areas; b. The vessel is properly moored and the appropriate signals are exhibited (International code flag "V" above the international code flag "E" in a vertical line, or 2 all-round red lights in a horizontal line)c. Warning notices are posted at the gangway to warn people of the risk areas. 3. Prior to commencing any fumigation, the fumigation operator shall:- a. Provide the master with details of the fumigation. b. Ensure that all persons engaged for the fumigation are conversant with safe practices for fumigation 4. Safety boat is kept standby to warn other vessels5. The fumigation operation must be supervised by a licensed fumigation operator

Q.Testing a Loadictor

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Check the Compliance Certificate issue by the class.The Loadicator has the test conditions are permanently stored in it. To test it retrieve the test condition and compare the stability results. Then change the tank weights and the cargo weightto change the draught or displacement by at least 10%. The results areto be reviewed to ensure that they differ in a logical way from those of theapproved test condition. Then restore the initial test condition and compare the results.

Q. How to check it without performing any calculations?**The loadicator also has self test function which will give an alarm during abnormal operation. (MSC/Circ.891)

Q. Working Aloft – Can you send the cadet? What is the age restriction?Personnel under 18 years of age or with less than 12 months experience at sea, should not workaloft unless accompanied by an experienced person or otherwise adequately supervised

WPSHAThe MOM implements the WPSHA, which specifies duties of all people involved in work place (a ship in this case)Duties of an employer:1. Protect the safety and health of workers working under your direct and indirect control.2. Conducting risk assessments to control risks faced by the workers.3. Maintaining safe work facilities.4. Ensure that all machinery and equipments are safe.5. Implement control measures for dealing with emergencies;6. Provide the workers with adequate instruction, information, training and supervision.

MARINE LAW

TYPES OF CHARTER PARTY:BAREBOAT CHARTER PARTYIn the demise or bareboat charter, the charterer takes responsibility for the crewing and maintenance of the ship during the time of the charter, assuming the legal responsibilities of the owner and is known as a disponent owner. The charterer acts as the sole owner of the ship and is responsible for all the maintenance and functioning costs of the vessel including crew, bunker, maintenance, repair, custom duties, port expenses etc for the lease time. The owner has no maintenance liability or any kind of claim on the vesselfor the period of lease of the vessel. VOYAGE CHARTER PARTYUnder the voyage charter, the ship owneragrees to lease the ship to the charterer for a particular voyage. The charterer provides the cargoand the ship owner provides the master, crew, bunkers and supplies.TIME CHARTER PARTYThe Time charter refers to lease of a vessel by the owner to a charterer for a specified period of time. The owner only offers his vessel at a predetermined rate. The charterer agrees to bear all the expenses incurred on running of the vessel in return of availability of vessel for that time.

Q. HAGUE VISBY RULEThe HVR apply to every BOL (bill of lading) relating to the carriage of goods between ports in twodifferent StatesCarrier’s responsibilities under the Hague-Visby Rulesto ensure the vessel’s seaworthiness;to care for the cargo; andto issue a bill of lading where the shipper requests one.Carrier’s rights and immunitiesthe carrier’s exceptions from liability;the carrier’s right to deviate; andthe carrier’s rights in respect of dangerous goods.Exceptions from liability include:-act, neglect or default of the master, mariner, pilot, or the servants of the carrier in the navigation ormanagement of the ship;fire, perils, dangers and accidents of the sea or other navigable waters;act of God;act of war;act of public enemies;arrest or restraint of princes, rulers or people, or seizure under legal process;quarantine regulations;act or omission of the shipper or owner of the goods, his agent or representatives;strikes, lockouts, stoppage or restraint of labour;riots and civil commotions;saving or attempting to safe life or property at sea;wastage in bulk or weight or any other loss or damage arising from inherent defect, quality or vice of the goods;insufficiency of packing;insufficiency or inadequacy of marks;latent defects not discoverable by due diligence;

HAMBURG RULESThe main features of the Hamburg Rules of interest to a shipmaster are:

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The carrier is liable from the time he accepts the goods at the port of loading until he delivers them at the port ofdischarge. The carrier is liable for loss, damage or delay to the goods occurring whilst in his charge unless he proves that“he, his servants or agents took all measures that could reasonably be required to avoid the occurrence and itsconsequences”.The Carrier is not exonerated from liability arising from negligence in navigation ormanagement of the ship.The Hamburg Rules govern both inward and outward bills of lading, whereas the Hague-VisbyRules govern only outward bills of lading.The Hamburg Rules cover live animals but the Hague and Hague-Visby Rules does notThe carrier can carry cargo on deck onlyif there is an agreement with theshipper and a statement is made on the BOL. If goods are carried on deck without an agreement with the shipper, the carrier is liablefor loss, damage or delay.

YORK-ANTWERP RULESThe York-Antwerp rules are the rules which govern the adjustment of GA. These rules specify the conditions that need to be satisfied to claim GA.*There is a GA act when an EXTRAORDINARY sacrifice or expenditure is INTENTIONALLY and REASONABLY made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure.*Only losses, damages or expenses which are the direct consequence of GA act shall be allowed as GA. Losses, damages or expenses incurred due to damage to the environment, delay on voyage, demurrageare not included under GA.*The onus of proof is upon the party claiming the GA. The parties claiming the GA shall give notice in writing to the average adjuster within 12 months of the date of the termination of the common maritime adventure.Conditions which come under GA:1. Jettison of Cargo2. Loss or Damage by Sacrifices for the Common Safety3. Voluntary Stranding4. Salvage Remuneration5. Damage to Machinery and Boilers6. Expenses lightening a Ship when Ashore, and Consequent Damage7. Cargo, Ship's Materials and Stores used for Fuel8. Expenses of Port of Refuge, etc.9. Damage to Cargo in Discharging, etc.10. Loss of Freight

NEW JASON CLAUSEIn the event of damagebefore or after the commencement of thevoyage, resulting from any cause whatsoeverforthe consequences of which, the carrier is not responsible, the shipper or owner of the Goods shall jointly contribute with theCarrier in GA

BOTH TO BLAME COLLISION CLAUSE (US waters)The Both to Blame Collision Clause is designed to enable a carrier to preserve the collision defence. Under the clause, the cargo owner agrees to indemnify the carrying ship against any liability to the no carrying ship in the event of collision.* Example: Ships A and B collide in American waters. Ship A is the cargo-carrying ship, ship B the non-carrying ship. Ship A is held by a US court to be 60% to blame for the collision, and ship B 40% to blame. Shipper A loses $1000 worth of cargo damaged on ship A, but cannot claim against the owners, who are protected by their bill of lading terms (incorporating the Hague-Visby Rules). Shipper S is allowed to claim the entire $1000 from the owners of the non-carrying ship B. But Ship B is only 40% to blame, so her owners can claim $600 back from the owners of ship A. The net effect is that the owners of ship A, while in no way contractually liable to shipper S, must pay 60% of S’s loss.

3/4THS COLLISION LIABILITY (RDC)- provides that underwriters will pay for three quarters of any:• lossof or damage to another vessel or property on it;• delayto or loss of use of another vessel or property on it;• general average of another vessel or property on it;• salvageor salvage under contract of another vessel or property on it –- where the payment by the Assured is a result of a collision with the other vessel.- can be extended to 4/4ths cover (if Clause 40 is expressly agreed to in writing by the underwriters).- was originally intended by underwriters to make ship-owners more careful with the navigation of their vessels, since they would be carrying a quarter of the risk themselves.* The one fourth of liability not covered by the underwriters under the policy is normally insured under the shipowner’s P&I club policy.

DUTY OF ASSURED (SUE AND LABOUR)- provides that the assured has a duty to take all reasonable steps to avert or minimise any loss for which a claim would be payable under the policy. In return, most costs incurred in taking such steps are recoverable from the underwriters.* Sue and labour charges are not to be confused with GA expenditure. They are incurred for the benefit of only a single interest (e.g. the vessel, or the cargo), whereas general average expenditure is incurred for the common benefit (e.g. of the ship, cargo and freight, if any at risk).* Examples of sue and labour charges might include costs incurred by a ship-owner in recovering a lost anchor and cable, and costs incurred by a cargo owner of having a refrigerated cargo stored ashore while a ship’s refrigerating machinery is under repair.

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NOTICE OF CLAIMS CLAUSE- provides that in the event of an accident which may result in a claim under the insurance, notice must be given to the leading underwriter(s) as soon as possible after the date on which the owners became aware of the accident (and within 180 days), so that a surveyor may be appointed

TENDERS CLAUSE- provides that the leading underwriter(s) will be entitled to decide the port to which the vessel will proceed for docking or repair and will have a right of veto concerning a place of repair or a repairing firm.- provides that the leading underwriter(s) may also take tenders for the repair of the vessel.- provides that if the assured fails to comply, a deduction of 15% will be made from the net claim.

UN CONFERENCES ON THE LAW OF THE SEA (UNCLOS)UNCLOS is a treaty document governing all aspects of ocean spaceand the settlement of disputes relating to ocean matters. It came into force internationally on 16 November 1994.UNCLOS sets the width of the territorial sea at 12 nautical miles, with a contiguous zone at 24 nautical miles fromthe baseline. UNCLOS establishes exclusive economic zones (EEZs) extending to 200 nautical miles from baselines. UNCLOS defines the legal status of the high seas and establishes regulations for the control of marine pollution.

ARCHIPELAGIC WATERS- can only be established for mid-ocean archipelagic States (e.g. Fiji) which are made from one or morearchipelagos. As in the territorial sea, foreign flag vessels have a right of innocent passage through archipelagic waters

CONTIGUOUS ZONE- can extend 12 nautical miles beyond the territorial sea limit. It consists of a combination of revenue and public health or quarantine jurisdiction.

EXCLUSIVE ECONOMIC ZONE (EEZ)- can extend to a maximum of 200 nautical miles from the baseline.Within the EEZ the coastal State has rights and duties in relation to natural resources.Freedom of navigation is the same as on the high seas but in the interests of safety nearoffshore installations, coastal States may restrict navigation in the EEZ.

INNOCENT PASSAGEThe passage of a ship will be considered innocent when it will not disturb the peace, good order or security of the coastal State.A passage will not be innocent if:Try to attack, use of weapon, spying, launching or landing aircraft or military device, wilful pollution, unauthorised research or survey

SCOPIC CLAUSEThe Special Compensation P&I Clause, known as the “Scopic Clause”. It is supplementary to LOF which incorporates theprovisions of Article 14 of Salvage Convention. It determines the method of assessing special compensation payable to the salvor (Scopic Remuneration) under article 14. It does not change the “no cure – no pay” principle as applying to the salvage award, since that it separate from special compensation. Scopic remuneration is payable by P&I club. It is not a GA expense.

Most clubs offer two principal classes of cover: P&I cover and FD&D coverP&I COVER:* Protection and Indemnity (P&I) cover includes the following liabilities:Cargo claims, crew claims, collision liabilities, fixed and floating objects damage, third party injury and death claims, oil pollution liability, Scopic remuneration and miscellaneous claims ( innocent breaches of regulations, landing refugees, sick persons and stowaways, towage, salvor’s expenses under LOF and wreck removal costs.)FD&D COVER:Freight, Demurrage and Defence (FD&D) cover indemnifies members for legal and related expenses incurred inconnection with disputes under charter parties.

CIRCULARS:PMC 14-1998: SURVIVORS RESCUEDPMC 14-2006: STOWAWAYSPMC 15-2008: FUMIGATIONSC 13-2009: IMSBC CODESC 18-2009: CERTS ON BOARDPMC 02-2011: NIGHT SIGNAL FOR CROSSINGPMC 08-2011: SULPHUR LIMITPMC 10-2011: HARTS TRANSPONDERMSC 1145: BALLAST EXCHANGEMSC 1228: DANGEROUS PHENOMENA DURING HEAVY WEATHER

MAGNETISMCOEFFICIENT: A coefficient is the maximum deviation caused by one or more of the ship’s forces acting at the compass position. It is a deviation measured in degrees and radians.

There are 3 types of deviation:CONSTANT Deviation: Having the same value and sign on all courses.SEMI-CIRCULAR Deviation: Having opposite signs on opposite courses.

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QUADRANTAL Deviation: Having same sign over 1 quarter of compass course and opposite signs in adjacent quarter.

1. COEFFICIENT A comprises of Real A and Apparent A.REAL A: is a Constant deviation which is caused by induced magnetism in the unsymmetrical pairs of Horizontal soft iron (HSI) around the compass.APPARENT A: is a constant ERROR which is caused by factors other than the magnetic field of the ship. It is caused by:

1. Lubber line not parallel to ship’s F&A line.2. N-S axis of the compass card not parallel to the needle system.3. Ship swinging too rapidly in one direction.4. Error in magnetic bearing5. Friction in suspension of compass card6. Gaussin’s error (The compass needle tends to hang towards the last course steered. This is caused by temporary magnetism of the

vessel.)7. Retentivity error (This occurs when the ship is on a particular heading for long period. The ship acquires a sub-permanent magnetism on

that course and when a alteration is made, it causes a deviation.)

2. COEFFICIENT B: is a semicircular deviation which is caused by the P force (F&A component of the ships magnetic field). It is made up of Permanent B (PB) and Induced B (IB). [Coefficient B=PB+IB].Permanent B (PB): is caused by the P force which is the fore and aft component of the ship’s permanent magnetism. PB is corrected by Permanent magnets in F&A direction under the compass.Induced B (IB): is caused by induced magnetism in the Vertical Soft Iron (VSI) in the F&A direction of the compass. The IB is corrected by placing the Flinders bar (Which is actually a VSI) in the F&A direction from the compass.

3. COEFFICIENT C: is a semicircular deviation which is caused by the Q force (Athwart ship component of the ships magnetic field). It is made up of Permanent C (PC) and Induced C (IC). [Coefficient C=PC+IC].Permanent C (PC): is caused by the Q force which is the athwart ship component of the ship’s permanent magnetism. PC is corrected by Permanent magnets in athwart ship direction under the compass.Induced C (IC): is caused by induced magnetism in the Vertical Soft Iron (VSI) to the port or starboard direction of the compass. In merchant ships the IC does not exist as the compass is placed in the centre line of the ship and the VSI to the P or S of the compass are usually symmetrical. (It might appear on Aircraft carriers as their compass in not on centre line.)If the IC is present then the IC is corrected by placing the Flinders bar (Which is actually a VSI) in the P&S direction from the compass.

4. COEFFICIENT D: is the maximum quadrantal deviation which is caused by induced magnetism in the HSI symmetrically situated either athwart ship or F&A. Most of the merchant ships have a D+ because there are more continuous athwart ship beams as compared to F&A girders. The coefficient D is corrected by Soft Iron spheres (also called Quadrantal correctors). When the spheres are put in athwart ship position, they would create D-. Only 1 sphere could be used to correct the Coefficient D, but it has no real advantage, but the disadvantage is:1. A large sphere will be required.2. Uneven induction on the sphere from the athwart ship magnets can occur.3. The sphere has to be placed very close to the card and the magnetic needle might cause induction in the sphere.4. Problems with the healing error5. Difficulty in taking bearing.

5. COEFFICIENT E: is the maximum quadrantal deviation which is caused by the induced magnetism in the HSI which is situated at about 45 degree w.r.t the compass. Normal merchant ships do not have coefficient E because there are no HSI running diagonally.

HEELING ERROR: is the difference in deviation when the ship is upright and when she is heeled. The heeling error is corrected by the Vertical Force Instrument (VFI).

CORRECTION:1. Soft iron correctors – Flinders bar followed by spheres2. Heeling error3. Permanent magnets – F&A and then athwartship