Concerns

Cast iron, wrought iron GM

Taking over as chief officer: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Check certificates and validity. Register of ship lifting appliances and gear. Ships plan. Garbage record book. Oil record book. LSA/FFA maintenance record book. Planned maintenance scheme checks. General condition of ship and defects list. Possession of all important keys. Condition of stores inventories and requisition. Overtime sheets. Navigational equipment. Deck log book. Ongoing or future surveys. Cargo aspect:

• • • • • • •

Records of all past loading and discharges. Ship stability booklet, cargo plan, cargo manifest, ship stability booklet, Present situation regarding cargo and stowage. Expected time of completion and departure. Any draft restrictions in port of departure or arrival. Reserves on board- oil, ballast, fresh water, cargo etc. Loadicator- general operation, test condition, take custody of instruction manual and back up floppy.

Convention under which chief officer is certified. STCW/ chapter 2 section A-2/1 (2nd mate) STCW section A/ part 2/2 (chief mate and master) Revalidation is under chapter 1, Part A1/11 GROSS TONNAGE: Its measure of total enclosed volume of ship measured in cubic meters. GT = kv (K = 0.2 + 0.02 log V) IMO Definition: Gross tonnage forms the basis for manning regulations, safety rules and registration fees. Both gross and net tonnages are used to calculate port dues.

The gross tonnage is a function of the moulded volume of all enclosed spaces of the ship. The net tonnage is produced by a formula which is a function of the moulded volume of all cargo spaces of the ship. The net tonnage shall not be taken as less than 30 per cent of the gross tonnage.

NET TONNAGE Portion of earning volume arrived at by formula.

A voyage charter is a contract for the carriage by a named vessel of a specified quantity of cargo between named ports or places. may be thought of as equivalent to the hire of a taxi for a single journey, or for a series of several consecutive journeys in the case of a consecutive voyage charter. The shipowner basically agrees that he will present the named vessel for loading at the agreed place within an agreed period of time and, following loading (responsibility for which will be as agreed between the parties), will carry the cargo to the agreed place, where he will deliver the cargo.

A Time Charter is a contract for the hire of a named vessel for a specified period of time. may be thought of as equivalent to the hire of a chauffeur-driven car (the ship’s crew being “the chauffeur”). The charterers agree to hire from the shipowner a named vessel, of specified technical characteristics, for an agreed period of time, for the charterer’s purposes subject to agreed restrictions. The hire period may be the duration of one voyage (a “trip charter”) or anything up to several years (“period charter”). The shipowner is responsible for vessel’s running expenses, i.e. manning, repairs and maintenance, stores, master’s and crew’s wages, hull and machinery insurance, etc. He operates the vessel technically, but not commercially.

Bare Boat Charter: is a contract for the hire of a vessel for an agreed period during which the charterers acquire most of the rights of the owners. may be thought of as the marine equivalent of a long-term vehicle lease contract. is used by owners such as banks and finance houses who are not prepared to operate or manage ships themselves.

Port state control: Port State Control is a check on visiting foreign ships to see that they comply with international rules on safety, pollution prevention and seafarers living and working conditions. It is a means of enforcing compliance where the owner and flag State have failed in their responsibility to implement or ensure compliance. The port State can require defects to be put right, and detain the ship for this purpose if necessary. It is therefore also a port State’s defence against visiting substandard shipping.

The “White List” represents quality flags with a consistently low detention record. France, Bermuda (UK) and China are placed highest in terms of performance. Flags with an average performance are shown on the “Grey List”. Their appearance on this list may act as an incentive to improve and move to the “White List”. At the same time flags at the lower end of the “Grey List” should be careful not to neglect control over their ships and risk ending up on the “Black List” next year.

particular average (PA) loss as “a partial loss, proximately caused by a peril insured against and which is not a general average loss”. The principle of general average may be said simply to be: “That which has been sacrificed for the benefit of all shall be made good by the contribution of all”8. * The object of general average is to ensure that the owner of a vessel or cargo who has incurred an expenditure or suffered a sacrifice of his property in order to extricate the vessel (and consequently the cargo) from a perilous position receives a contribution to his loss from all those who have benefited from the action. * A general average loss is a partial loss incurred through a deliberate act performed with the intention of preserving all the property involved in a voyage from a danger which threatens them all. General average losses are equitably shared by all the parties to the “common maritime adventure” (the voyage being the “maritime adventure”) (see G06a.2), each party contributing in proportion to his share of the total values involved. The term “high seas” means all parts of the sea that are not included in the territorial sea or in the internal waters of a State.

IACS • • • • • • • • • •

ABS American Bureau of Shipping BV Bureau Veritas CCS China Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register of Shipping LR Lloyd's Register NK Nippon Kaiji Kyokai (ClassNK) RINA Registro Italiano Navale RS Russian Maritime Register of Shipping

IRS Indian Register of Shipping is currently an Associate but her status will expire soon.

General Arrangement Plan: It is just a diagram of the ship drawn to the scale in different views such as

Plan view (the view on a drawing that show as ship from above, normally only one side is shown) Side view Midship And Give information regarding the prominent features of the ship including Fittings / Arrangements on exposed areas (deck) e.g. On board tankers??.cranes, cargo and other piping, position of tank domes, PV valves, Mast Risers, Fwd & Aft Masts, location off mooring winches / windlasses, bollards General plan of All accommodation and E/R decks Subdivision of cargo / Ballast areas using transverse frames numbered All this information given just in general no specific info about any item. Separate diagrams for all the accommodation and E/R platforms are given

Shell Expansion Plan shows a lot of useful information, but not the real shape of the plating. This SEP also shows to the novice strange shapes, surprising at the first glance, illustrating a kind of a heavy distortion in the height of the plates. What they did to draw that SEP is as follows: They first drew the keel line and developed the girth of each frame in the vertical plane, this is why this plan shows such strange shapes. Each plate was then drawn on the actual place where they were intended to be, according their position on the frames & their correlation with the communicating plates. The plates following a straight line from the front to the end of the ship are called strakes. Each strake is alphabetically numbered, from the first garboard strake, called "A" to the last strake, at deck height, called "Y" All openings in this plating were also drawn, as for instance: doors, portholes, refuse shoots, coal shoots & loading doors, sea water inlets and outlets, anchor recesses, hawse holes & mooring points All the plates' thickness are also indicated, as the number of rivet rows (D.R.: double riveted, T.R.: triple riveted, etc…). Docking plan:

The keel blocks as well as the bilge block are placed on the floor of the dock in accordance with the "docking plan" of the ship. Placement of blocks of last drydock, so that this time place of blocks is changed. Plans onboard:

1. SHELL EXPANSION PLAN 2. CAPACITY PLAN 3. LIFE SAVING AND FIRE FIGHTING APPLIANCES ARRANGEMENT PLAN 4. GENERAL ARRANGEMENT PLAN 5. MORRING ARRANGEMENT PLAN 6. NATURAL AND MECHANICAL VENTILLATION PLAN 7. MIDSHIP SECTION 8. CARGO PIPING ARRANGEMENT PLAN 9. BALLAST PIPING ARRANGEMENT PLAN 10. E/R PIPING ARRANGEMENT PLAN 11. CONSTRUCTION PLAN FOR ALL THE AREAS OF THE SHIP INCLUDING DOUBLE BOTTOM, E/R PLATFORMS, ACCOMODATION DECKS, CARGO AND BALLAST SPACES, FORE PEAK, AFTERPEAK, STERN FRAME, RUDDER STOCK, FWD AND AFT MASTS 12. BALLAST WATER MANAGEMENT PLAN 13. ARRANGEMENT PLAN FOR LIFTING APPLIANCES INCUDINF CRANES AND DERRICKS AND DAVITS. HOSE HANDLING CRANES 14. CARGO VENTING ARRANGEMENT (ON TANKERS) 15. CARGO HEATING ARRANGEMENT SHI SECURITY PLAN GARBAGE MANAGEMENT PLAN SHIP BOARD OIL POLLUTION EMERGENCY PLAN CONTINGENCY PLAN

HEAVY LIFT PROCEDURES

Before beginning a heavy lift operation the officer in charge should make sure that the lift can be carried out in a safe and successful manner. Depending on the load to be lifted, the vessel can be expected to heel over once the lift moves off the fore and aft line. Therefore, heads of departments should be given ample warning of an expected list, before the operation begins. The ship’s gangway should be lifted clear of the quayside, and all fore and aft moorings tended, to ensure no damage is incurred by the heeling angle of the vessel. The critical times are when the load is overside and the vessel is at maximum angle of heel, and once the load is landed and the vessel returns to the upright position. The vessel’s stability should be thoroughly checked before starting the operation, with particular regard to free surface in tanks. When the lift is taken up the derrick, the rise in the ship’s centre of gravity should be such that she is not rendered unstable. (The effective C of G of the load acts from the derrick head position above the centre of gravity of the ship once the load is lifted.) All rigging must be examined by the officer in charge, and any preventer backstays to the supporting mast structure should be secured in position prior to lifting the load. Correct slings should be used on the load, together with beam spreaders if required. Steadying lines should be secured to all four corners of the load, and these should be substantial enough to control oscillations when lifting from ship to quay and viceversa. The lifting purchase should be seen to be overhauling, and winches should all be in double gear. The lugs on the load itself should be checked before securing slings to ensure that they are adequate to handle the load stress. Extreme care should be taken with crated heavy objects. Shippers are known to crate loads without reinforcing the crate itself, and the possibility of having the load fall from the bottom of the crate is a real one. Landing the load on to a truck or flat top rail car may cause lateral drag on the vehicle as the weight comes off the derrick; and the vessel may return sharply to the upright position, accentuating this effect. To alleviate the situation, the offshore guy could be eased out as the load lands and the lifting purchase should be veered smartly. It is essential that competent winch drivers are operating the lifting purchase and the guys, and that throughout the operation they are under the control of a single person

What is the ISPS Code? The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States. The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in the International Convention for the Safety of Life at Sea (SOLAS). The Code has two parts, one mandatory and one recommendatory. In essence, the Code takes the approach that ensuring the security of ships and port facilities is a risk management activity and that, to determine what security measures are appropriate, an assessment of the risks must be made in each particular case. The purpose of the Code is to provide a standardised, consistent framework for evaluating risk, enabling Governments to offset changes in threat with changes in vulnerability for ships and port facilities through determination of appropriate security levels and corresponding security measures.

Who has to comply with the ISPS Code? The ISPS Code is part of SOLAS so compliance is mandatory for the 148 Contracting Parties to SOLAS - see Status of Conventions complete list for list of SOLAS Contracting Governments. Is there a black list of countries not in compliance with the ISPS code? No. IMO does not issue a "black list" of any kind. There is no IMO list of ports or flag States which are not in compliance. The ISPS Code database contains the information required by SOLAS regulation XI-2/13 as supplied by Contracting Governments. Lack of inclusion in the database should not be construed automatically as failure to comply with the requirements in SOLAS. Are all IMO Member States obliged to comply with the ISPS Code? No. Only States who are Contracting Governments to SOLAS have a legal obligation to comply with the requirements of the ISPS Code and to submit information to IMO. What are the different security levels referred to in the ISPS Code? Security level 1: normal, the level at which the ship or port facility normally operates. Security level 1 means the level for which minimum appropriate protective security measures shall be maintained at all times. Security level 2: heightened, the level applying for as long as there is a heightened risk of a security incident. Security level 2 means the level for which appropriate additional protective security measures shall be maintained for a period of time as a result of heightened risk of a security incident. Security level 3: exceptional, the level applying for the period of time when there is the probable or imminent risk of a security incident. Security level 3 means the level for which further specific protective security measures shall be maintained for a limited period of time when a security incident is probable or imminent, although it may not be possible to identify the specific target. Setting security level 3 should be an exceptional measure applying only when there is credible information that a security incident is probable or imminent. Security level 3 should only be set for the duration of the identified security threat or actual security incident. While the security levels may change from security level 1, through security level 2 to security level 3, it is also possible that the security levels will change directly from security level 1 to security level 3. What are the other measures adopted in addition to the ISPS Code? The measures adopted in 2002 include: Modifications to SOLAS Chapter V (Safety of Navigation) contain a new timetable for the fitting of Automatic Information Systems (AIS). Ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31

December 2004, whichever occurs earlier. Ships fitted with AIS shall maintain AIS in operation at all times "except where international agreements, rules or standards provide for the protection of navigational information." The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been renumbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identification numbers to be permanently marked in a visible place either on the ship's hull or superstructure. Passenger ships should carry the marking on a horizontal surface visible from the air. Ships should also be marked with their ID numbers internally. A new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record (CSR) which is intended to provide an on-board record of the history of the ship. The CSR shall be issued by the Administration and shall contain information such as the name of the ship and of the State whose flag the ship is entitled to fly, the date on which the ship was registered with that State, the ship's identification number, the port at which the ship is registered and the name of the registered owner(s) and their registered address. Any changes shall be recorded in the CSR so as to provide updated and current information together with the history of the changes. New Chapter XI-2 (Special measures to enhance maritime security) A new Chapter XI-2 (Special measures to enhance maritime security) is added after the renumbered Chapter XI-1. This chapter applies to passenger ships and cargo ships of 500 gross tonnage and upwards, including high speed craft, mobile offshore drilling units and port facilities serving such ships engaged on international voyages. Regulation XI-2/2 of the new chapter enshrines the International Ship and Port Facilities Security Code (ISPS Code). Part A of this Code is mandatory and part B contains guidance as to how best to comply with the mandatory requirements. Regulation XI-2/3 requires Administrations to set security levels and ensure the provision of security level information to ships entitled to fly their flag. Prior to entering a port, or whilst in a port, within the territory of a Contracting Government, a ship shall comply with the requirements for the security level set by that Contracting Government, if that security level is higher than the security level set by the Administration for that ship. Regulation XI-2/8 confirms the role of the Master in exercising his professional judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the charterer or any other person in this respect. Regulation XI-2/6 requires all ships to be provided with a ship security alert system, according to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When activated the ship security alert system shall initiate and transmit a ship-toshore security alert to a competent authority designated by the Administration, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised. The system will not raise any alarm on-board the ship. The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location. Regulation XI-2/10 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out

and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code. Other regulations in this chapter cover the provision of information to IMO, the control of ships in port (including measures such as the delay, detention, restriction of operations including movement within the port, or expulsion of a ship from port), and the specific responsibility of Companies How can I find out if a ship or port is compliant? A ship that is compliant should have an International Ship Security Certificate (ISSC). The "ISPS Code Database", which forms an integral part of the Organization's Global Integrated Shipping Information System (GISIS), contains the information required by SOLAS regulation XI-2/13 as supplied by Contracting Governments, including national maritime security contact points. The ISPS Code database has a section listing ports including whether or not they have an approved port facility security plan (PFSP).