You are on page 1of 24

Assignment Class 2 COC Surveyor: Capt. Sangameswar Q1.How will you prepare a Cargo Stowage Plan?

How will you load a 1. 2. 3. 4. Ans: 1. Cargo Quantity: Get the range of cargo figures to be loaded from the charterers instructions in the voyage order or shippers information & all applicable factors for calculation of quantity that can be loaded like density, temperature, stowage factor, factors for high density cargoes etc. 2. Calculation References: Calculate the quantity to be loaded either by manual calculation from the vessels Stability & Trim Booklets & Sounding Tables & Capacity plan or by a class approved Loadicator, if fitted. 3.Allowances: When calculating the cargo quantity, allowances must be taken into consideration with respect to the departure and arrival port requirements. Factors related to any draft restriction, air draft restriction, dock water density, stability condition etc. taking into account all the consumables & constants, i.e. deductibles from the departure port to arrival port. 4. Stability Conditions & structural stresses: Ensure that all the stability conditions like list, trim, GM, drafts, & structural stresses (SF & BM) are within the vessels safe limits or as per the companys SMS requirements related to Cargo & ballast handling procedures. 5. Stowage & Segregation: Stowage & segregation requirements with respect to the grade of cargo (high density cargo, IMDG cargo, grain cargo etc.) or any other special requirements of shipper or charterer to be complied with & planned accordingly. Carry out the cargo hold preparation for the same. 6.Pre- Loading Plan: Prepare a comprehensive Pre Loading Plan detailing sequences of loading with respect to the cargo quantity to be loaded, loading rate maximum & minimum & as agreed for bulk loading, stresses encountered at each sequence, pressure at manifold, deballasting rates, structural stresses Bulk cargo IMDG cargo Containers Grain

encountered, trim, list, GM, propeller immersion and state of any venting arrangements etc. All these parameters & any other must be a part of the cargo plan. 7. Carriage Requirements: Further, highlight any other precautions that needs to be taken during the carriage of cargo w.r.t. weather, ventilation procedures, temperature control, or as per MSDS & most importantly if there is any instructions from the charterer or shipper. 8.Conventional & Legislative Requirements: Ensure all the regulatory & legislative requirements of flag state, port state, safety conventions, Class requirements etc . with respect to carriage of cargo during the entire voyage are being complied with in addition to Intact stability requirements & Load Line conventions for load line Zone, IMSBC code, IMDG code, IGC code, CSS code, CSM, ISGOTT etc. 9. Monitoring & Record keeping: In addition, monitor the status of cargo & compartments at regular intervals & keep a record of daily consumption of bunker, FW, or any other consumable during the voyage & adjust arrival condition as necessary.

Section2 : Mentioned below are loading plan sequences for some type of cargo vessels.

A. CRUDE OIL TANKER 1. Calculate the quantity to be loaded in accordance with the observed temperature & density at arrival & departure port for the grade of cargo to be loaded by applying the relative volume correction factor (VCF) for calculating GOV & GSV figures. 2. Reference to be made to ASTM Tables for the same.isgottb 3. Rest, follow the sequences as mentioned above. B. BULK CARRIER The entire cargo loading shall be in compliance with SOLAS Ch. VI, Part A & B & IMSBC Code at all times. 1. Before loading, it is essential to obtain current valid information from the shipper on the physical and chemical properties of the cargoes presented for shipment. 2. The shipper shall provide the master or his representative with appropriate information on the cargo sufficiently in advance of loading to enable the precautions which may be necessary for proper stowage and safe carriage of the cargo to be put into effect. 3. Cargo information shall be confirmed in writing and by appropriate shipping documents prior to loading. 4. Additionally, refer to the Appendix 4 &1: Index & Individual Schedule of Solid bulk cargoes in IMSBC code for that cargo & find the respective information. 5. If cargo is not in the list, then it should be notified to the competent authority in the loading port, arrival port in addition to the Flag state. 6. The master must ensure that the cargo being carried is within the limits of acceptability of shipment, as documented by the administration.

7. The three competent authorities will set the preliminary suitable conditions for the carriage of this cargo & will authorize the loading & transportation if no specific hazards present.

8. The competent authority of the port of loading shall provide to the master a certificate stating the characteristics of the cargo and the required conditions for carriage and handling of this shipment. 9. The cargo information shall include: A- 1. The BCSN when the cargo is listed in this Code. Secondary names may be used in addition to the BCSN; 2. the UN number preceded by letters UN for the cargo, if applicable; the total quantity of the cargo offered; the need for trimming and the trimming procedures, as necessary; B- DESCRIPTION : Describe the cargo, its composition, basic physical appearance, & chemical properties like solubility in water, combustible behaviour, hygroscopic or not etc. as appropriate. C- CHARACTERISTICS of cargo as mentioned below; 1. ANGLE OF REPOSE : Likelihood of any shifting, If angle is less then 30 degrees , more likely to shift, treat as grain cargo, If more than 35 degrees then cargo is less likely to shift & ensure proper trimming procedures are followed w.r.t. IMSBC code & shippers instructions. 2. BULK DENSITY (kg/m3) 3. STOWAGE FACTOR (m3/t) : If SF less than 0.56m3/t, then treat as high density cargo. 4. SIZE : Physical dimensions in unit length or diameter etc. 5. CLASS : If cargo is under IMDG class, then load as per

IMDG code mentioned in SOALS . Further refer to EmS Procedures & MFAG supplements for the repective cargo.( MHB : materials which are hazardous when carried in BULK). 6. GROUP : Group A : Cargo which may liquefy if carried in excess of its TML, eg. Lead Silver concentrate, pyrites, zinc sulphate etc. likelihood of formation of a wet base (see subsection 7.2.3 of IMSBC Code); additional information in the form of a certificate on the moisture content of the cargo and its transportable moisture limit in the case of a concentrate or other cargo which may liquefy; Group B : Cargo which posses chemical hazards, eg. Direct Reduced Iron, toxic or flammable gases which may be generated by cargo, if applicable. flammability, toxicity, corrosiveness and propensity to oxygen depletion of the cargo, if applicable; self-heating properties of the cargo, and the need for trimming, if applicable; properties on emission of flammable gases in contact with water, if applicable; radioactive properties, if applicable; and

Group C : Cargo which are neither A nor B, eg. Quartz

16. any other information required by national authorities.

17. Information provided by the shipper shall be accompanied by a declaration. 18. If waste cargoes are being transported for disposal, or for

processing for disposal, the name of the cargoes shall be preceded by the word WASTE. D - HAZARD

Clarify the hazard of carriage of the cargo like fire & explosion due to contamination etc. Determine the following types of requirements. If no requirement is necessary, write No special requirements. 3 basic hazards associated with the shipment of bulk cargo are: Structural damage due to improper distribution of cargo. Loss or reduction of stability during the voyage, i.e. cargo shift due to inadequate trimming / improper distribution of cargo; cargoes liquefying under ships motion & vibration. Chemical hazards which include emmision of toxic or explosive gases, spontaneous combustion & severe corrosive effects.

E - STOWAGE & SEGREGATION : as per the cargo reactivity & stability, its compatibility with other cargoes, & instructions as AWAY from or separated from etc. as per the IMDG code.

F - HOLD CLEANLINESS : 1. Cargo spaces shall be inspected and prepared for the particular cargo which is to be loaded. 2. Due consideration shall be paid to bilge wells and strainer plates, for which special preparation is necessary, to facilitate drainage and to prevent entry of the cargoes into the bilge system. 3. Bilge lines, sounding pipes and other service lines within the cargo space shall be in good order.

G - WEATHER PRECAUTIONS : 1. Watertightness & weathertightness requirements of cargo hold hatches & compartments from sea & weather conditions, shipping seas & sprays or rains & squalls etc.

H- LOADING : 1. Because of the velocity at which some high-density solid bulk cargoes are loaded, special care may be necessary to protect cargo space fittings from damage. To sound bilges after the completion of loading may be effective to detect damage on cargo space fittings. 2. To prevent the structure being overstressed 3. A general cargo ship is normally constructed to carry cargoes in the range of 1.39 to 1.67 cubic metres per tonne when loaded to full bale and deadweight capacities. 4. When loading a high-density solid bulk cargo (HDC) stowage factor less than 0.56 m3/T,( eg. Antimony Ore & residue with SF between 0.34 to 0.42 M3/ T) particular attention shall be paid to the distribution of weights to avoid excessive stresses, taking into account that the loading conditions may be different from those found normally and that improper distribution of such cargo may be capable of stressing either the structure under the load or the entire hull. 5. Following precautions must be taken into account when loading HDC ; the maximum cargo loaded into any cargo space should not exceed : 0.9 x L x B x D ; where L= length of hold in metres B= average breadth of hold in in metres D= summer load draft in metres. where cargo is Untrimmed or only partially trimmed, the corresponding height of cargo pile peak in metres above the cargo space floor should not exceed; 1.1x D x Stowage Factor of the cargo in cubic metres If cargo is trimmed entirely level, the maximum number of tonnes of cargo loaded in any lower hold cargo space may be increased by 20% over the amount calculated by the formula : 0.9 x L x B x D. High density cargo should be loaded in lower holds. 6. To set out exact rules for the distribution of loading is not practicable for all ships because the structural arrangements of each vessel may vary greatly. The information on proper

distribution of cargo may be provided in the ships stability information booklet or may be obtained by the use of loading calculators, if available.


PRECAUTIONS : while loading, unloading & carriage of cargo or any other arrangement as required for the safety of vessel, crew & environment. VENTILATION : 1. As far as practicable, ventilation systems shall be shut down or screened and air conditioning systems placed on recirculation during loading or discharge, to minimize dust ingress into the living quarters or other interior spaces. 2. Further, type & procedure of ventilation must be specified in the cargo information from the shipper. 3. Due consideration shall be paid to minimize the extent to which dust may come into contact with moving parts of deck machinery and external navigational aids.


K- CARRIAGE Any special requirement & care that the cargo may need with respect to shipper during the transit of the cargo at sea. L - DISCHARGE Safe procedures & instructions for unloading the cargo M - CLEAN-UP Procedures & requirements for hold or compartment & assemblies cleaning or any general cleaning in case of cargo space.

N- EMERGENCY PROCEDURES Specify the emergency procedures for the cargo, if necessary, like procedures for reporting incidents involving dangerous goods etc.

O - SPECIAL EMERGENCY EQUIPMENT TO BE CARRIED Like oxygen analysers, gas detection instruments, self contained breathing apparatus etc.

P - EMERGENCY PROCEDURES Q - EMERGENCY ACTION IN THE EVENT OF FIRE R - MEDICAL FIRST AID Example: AMMONIUM NITRATE UN 1942 with not more than 0.2% total combustible material, including any organic substance, calculated as carbon to the exclusion of any other added substance DESCRIPTION White crystals, prills or granules. Wholly or partly soluble in water. Supporter of combustion. Hygroscopic. CHARACTERISTICS ANGLE OF REPOSE BULK DENSITY (kg/m3) STOWAGE FACTOR (m3/t) SIZE CLASS GROUP 27o to 42o 1000 1.00 1 to 4 mm 5.1 B

HAZARD A major fire aboard a ship carrying these materials may involve a risk of explosion in the event of contamination (e.g., by fuel oil) or strong confinement. An adjacent detonation may also involve a risk of explosion. If heated strongly, this cargo decomposes, giving off toxic gases and gases which support combustion. Ammonium nitrate dust might be irritating to skin and mucous membranes. This cargo is hygroscopic and will cake if wet. STOWAGE & SEGREGATION There should be no sources of heat or ignition in the cargo space. Separated by a complete compartment or hold from combustible materials (particularly liquids), chlorates, chlorides, chlorites, hypochlorites, nitrites, permanganates and fibrous materials (e.g., cotton, jute, sisal, etc.). Separated from all other goods. If the bulkhead between the cargo space and the engine-room is not insulated to class A-60 standard, this cargo shall be stowed away from the bulkhead. HOLD CLEANLINESS Clean and dry as relevant to the hazards of the cargo.

WEATHER PRECAUTIONS This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation. During handling of this cargo all non-working hatches of the cargo spaces into which this cargo is loaded or to be loaded shall be closed. LOADING Trim in accordance with the relevant provisions required under sections 4 and 5 of the Code. Prior to loading, the following provisions shall be complied with: 1. This cargo shall not be accepted for loading when the temperature of the cargo is above 40C. 2. Prior to loading, the shipper shall provide the master with a certificate signed by the shipper stating that all the relevant conditions of the cargo required by this Code including this individual schedule have been met. 3. The fuel tanks situated under the cargo spaces to be used for the transport of this cargo shall be pressure tested to ensure that there is no leakage of manholes and piping systems leading to the tanks. 4. All electrical equipment, other than those of approved intrinsically safe type, in the cargo spaces to be used for this cargo shall be electrically disconnected from the power source, by appropriate means other than a fuse, at a point external to the space. This situation shall be maintained while the cargo is on board. 5. Due consideration shall be paid to the possible need to open hatches in case of fire to provide maximum ventilation and to apply water in an emergency, and the consequent risk to the stability of the ship through fluidization of the cargo. During loading, the following provisions shall be complied with: 1. Smoking shall not be allowed on deck and in the cargo spaces and NO SMOKING signs shall be displayed while this cargo is on board. 2. Bunkering of fuel oil shall not be allowed. Pumping of fuel oil in spaces adjacent to the cargo spaces for this cargo, other than the engine-room, shall not be allowed. 3. As far as reasonably practicable, combustible securing and protecting materials shall not be used. When wooden dunnage is necessary, only a minimum shall be used. PRECAUTIONS 1. This cargo shall only be accepted for loading when the competent authority is satisfied in regard o the resistance to detonation of this material based on the test. 2. Prior to loading, the shipper shall provide the master with a certificate stating that the resistance to detonation of this material is in compliance with this requirement. 3. The master and officers shall note that a fixed gas fire-extinguishing

system is ineffective on the fire involving this cargo and that applying water may be necessary. 4. Pressure on the fire mains shall be maintained for fire-fighting and fire hoses shall be laid out or be in position and ready for immediate use during loading and discharging of this cargo. 5. No welding, burning, cutting or other operations involving the use of fire, open flame, spark- or arc-producing equipment shall be carried out in the vicinity of the cargo spaces containing this cargo except in an emergency. 6. Precautions shall be taken to avoid the penetration of this cargo into other cargo spaces, bilges and other enclosed spaces. 7. Smoking shall not be allowed on deck and in the cargo spaces and NO SMOKING signs shall be displayed on deck whenever this cargo is on board. 8. The hatches of the cargo spaces, whenever this material is on board, shall be kept free to be capable of being opened in case of an emergency. 9. When the bulkhead between the cargo space and the engine-room is not insulated to class A-60 standard, this cargo shall not be accepted for loading unless the competent authority approves that the arrangement is equivalent. 10. Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. 11. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. 12. Due consideration shall be paid to protect equipment from the dust of the cargo. 13. Persons who may be exposed to the dust of the cargo shall wear goggles or other equivalent dust eye-protection and dust filter masks. Those persons shall wear protective clothing, as necessary. VENTILATION The cargo spaces carrying this cargo shall not be ventilated during voyage. CARRIAGE Hatches of the cargo spaces carrying this cargo shall be weathertight to prevent the ingress of water. DISCHARGE If this cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as necessary. Bunkering or pumping of fuel oil shall not be allowed. CLEAN-UP After discharge of this cargo, the bilge wells and the scuppers of the cargo spaces shall be checked and any blockage in the bilge wells and the scuppers shall be removed. EMERGENCY PROCEDURES

SPECIAL EMERGENCY EQUIPMENT TO BE CARRIED Protective clothing (boots, gloves, coveralls, and headgear). Self-contained breathing apparatus. EMERGENCY PROCEDURES Wear protective clothing and self-contained breathing apparatus. EMERGENCY ACTION IN THE EVENT OF FIRE Fire in a cargo space containing this material: 1. Open hatches to provide maximum ventilation. 2. Ships fixed gas fire extinguishing will be inadequate. 3. Use copious quantities of water. Flooding of the cargo space may be considered but due consideration should be given to stability. Fire in an adjacent cargo space: 1. Open hatches to provide maximum ventilation. 2. Heat transferred from fire in an adjacent space can cause the material to decompose with consequent evolution of toxic fumes. 3. Dividing bulkheads should be cooled. MEDICAL FIRST AID Refer to the Medical First Aid Guide (MFAG), as amended.

C. Loading of Dangerous Goods In additon to the general procedures & sequences mentioned in section 1, 1. Check the vessel has valid Document of Compliance approved by the administration onboard in addition to the stability booklet as required by SOLAS Ch. VII. 2. Check that the vessel has the updated volumes & supplement of IMDG code (Vol.1 & 2 & EmS & MFAG). 3. Check with DOC & DG Manifest from shipper for all the relevant informations such as, UN No. or ID no. Proper shipping name Nature & quantity of DG Shipment type whether radioactive / non radioactive IMDG class or division Packing group Subsidiary risks involved Additional handling information 24 hours contact numbers at shore for any emergency assistance 4. Refer to IMDG code volume 2 for DG List using the UN No.

5. Consult with all the 18 columns for a detailed information regarding the requirements of the cargo with respect to its carriage onboard.

6. Produce a stowage plan considering all factors. 7. Load the DG taking all the relevant precautions. 8. Ensure that the DG is loaded exactly in compliance with the agreed stowage plan between the master & the Shore authority & all applicable publications & regulatory & conventional requirements are adhered to.

D. Loading of Containers 1. Check the stowage plan & loading arrangement as has been prepared by the shipper against the vessels stability booklet & capacity plan & loadicator for load density, stresses, stack weight & stack height for bridge visibility criteria as per SOLAS Ch. V/ Reg. 22 are within the safe limits of the vessel. 2. Check all the parameters of stability are in compliance with respect to the GM, list, trim, drafts, etc during all the phases of loading. 3. Required arrangements & stowage plan in effect & exercise when loading IMDG cargo as mentioned above. 4. All considerations taken into account for the criticality of loading a refer container cargo. Ensure electrical power supply & arrangements are in place w.r.t. the cargo plan. 5. Freight containers shall not be loaded to more than the maximum gross weight indicated on the Safety Approval Plate under the International Convention for Safe Containers (CSC), as amended. 6. Ensure all the required lashing arrangements are carried out for safe securing Stowage after loading & throughout the voyage & are in good order as per the Cargo Securing Manual complying with CSS code in SOLAS & International Convention for Safe Containers.

E. Loading Grain cargo 1. DOA : Ensure vessel has Document of Authorisation (DOA) incorporated into the grain loading manual & the Stability Booklet , all approved by the administration in place for different loading conditions of the vessel as required in SOLAS Ch. VI/ Part C. 2. Calculate the quantity to be loaded by taking the stowage factor & load density of cargo compartment by the formula: Total Hold capacity in M3/SF Deductibles. 3. Load grain cargo into the tank either 25% or 75% , to keep the grain heeling moment minimum & try keeping the maximum no. of compartments filled possible, choose compartments which have smallest heeling moment for filling partially or the one with smallest width. 4. Under no circumstances the total heeling moments should exceed the allowable heeling moment for that vessel. 5. Consider vessels draft, trim & stresses at all levels of loading. 6. Ensure after loading, all cargo is suitably trimmed, & leveled & watertight integrity of the compartment is maintained by the hatch covers during the entire transit, till the discharge port. 7. Adequate securing arrangement w.r.t. partial or full loaded compartments like use of shifing boards, saucering, bundling, overstowing etc. as mentioned in IGC Code. 8. Hold Preparation : Prepare the compartment in accordance with IGC Code for the surveyor for the issuance of the Certificate of Inspection. 9. Ensure its free of any infestation, clean & dry by employing procedures like high pressure water wash, scraping any clingage of previous cargo etc. 10. Ensure all tanktop ceiling, bilges are clean & dry including strum boxes & other fittings in the compartment. 11. Adequate & effective means in place for ventilation procedures as instructed by the shipper. 12. The Intact Stability Criteria is met at all times as mentioned in IGC Code.

Loading of Grain cargo without DOA 1. Total weight of bulk grain shall not exceed 1/3rd of the deadweight of the cargo. 2. All filled compartment shall be fitted with a centerline division running longitudinally for the full length of compartment atleast by a height of 1/8th of the breadth of the compartment from the underside of the deck/ hatch or 2.4 Metres , whichever is more.

3. All hatches to filled compartment should be trimmed, closed & covers in place. 4. All free grain surfaces in partially filled compartments shall be trimmed level in accordance with the IGC code procedures.

5. Throughout the passage the fluid GM must not be less than 0.3 Metres. 6. The master demonstrates to the satisfaction of the administration of the loading port on behalf of the administration that the ship in its proposed loaded condition will comply with the requirements of this section of IGC Code.

Sectiion: 3 Q 3: What are the preparations for anchoring when the vessel is about to reach the port & & master informs you that vessel has to anchor due to port congestion? 1. Proceed to bridge, check the chart, average depth of water, nature of sea bed for holding ground, any navigational hazards in the vicinity, traffic conditions, prevailing weather conditions, wind & tide or any current etc. 2. Discuss with master in brief the approach plan, placement & lay out & expected no. of shackles to let go or walk back & receive any special instruction. 3. Don the required PPE, proceed forward with crew w.r.t. duty roster & have a tool box meeting for the operation. 4. Establish contact with master on bridge & ensure proper illumination if operation is during night. 5. Unlash both anchors, test the windlass & keep ready both anchors with bar on, brake on & windlass gear engaged, anchor balls ready, & inform master that the vessel is ready to let go or walk back the anchor. 6. Keep a check on the other vessel in the vicinity for any drag & safe passage & clearance during the entire operation & keep informing master about the same.

Q. Vessel is anchored & duty officer informs you that the barometric pressure is falling. What are your actions? 1. Drop in barometric pressure is an indication of heavy or bad weather. Ask Bosun to secure deck , equipment & machinery as per heavy weather checklist. 2. Delegate crew & revise the duty roster for constant monitoring of anchor cable for its lay w.r.t. the vessel & additional stresses that the windlass & anchor cable may encounter during the circumstances & reporting about the same to the duty officer on bridge. 3. Monitor the anchor closely for any sign of dragging & report to the bridge immediately of any slightest doubts about the same to counter check. 4. Establish communication with bridge & ensure the vessel is maintaining its position within the swinging circle & advise bridge on

the increase in the position fixing frequency of the vessel. 5. Instruct the crew to be in a state of vigilance w.r.t. the heavy weather conditions & state of the vessel at anchorage & inform about any suspicious craft or vessel in vicinity considering the security of the vessel. 6. Maintain a constant lookout by sight & hearing & on the radar , AIS, echo sounder & VHF watch & keep the situational awareness of every traffic in vicinity. 7. The change in tide, tidal streams & current & change in wind magnitude & direction will cause the greatest impact on the lay of the vessel at anchor & the amplified strains in the anchor cable & windlass winching machinery. Keep in all the updates about the same from bridge & supervise the state of the vessel, anchor cable , & windlass assembly during the same.

8. Discuss with the master about paying out few extra cables & letting go the other anchor for a better holding power & advise on the readiness of main engine. 9. Monitor the weather reports, traffic in the vicinity & other vessels anchored for any sign dragging.

10. Consider the possibility of heaving up anchors & drift if the situation warrants, in consultation with the master. 11. Ensure sufficient manpower is standing by for any eventuality of heaving up anchor, or pay out extra cables etc.

12. Refer to the instructions in the STCW 7 / Cir. 14 for the guidance on keeping a safe anchor watch.


1 The master of every ship at an unsheltered anchorage, at an open roadstead or any other virtually "at sea" conditions in accordance with chapter VIII, section A-VIII/2, part 3-1, paragraph 51 of the STCW Code, is bound to ensure that watchkeeping arrangements are adequate for maintaining a safe watch at all times. A deck officer shall at all times maintain responsibility for a safe anchor watch. 2 In determining the watchkeeping arrangements, and commensurate with maintaining the ships safety and security and the protection of the marine environment, the master shall take into account all pertinent circumstances and conditions such as: 1. maintaining a continuous state of vigilance by sight and hearing as well as by all other available means; 2. ship-to-ship and ship-to-shore communication requirements; 3. the prevailing weather, sea, ice and current conditions; 4. the need to continuously monitor the ships position; 5. the nature, size and characteristics of anchorage; 6. traffic conditions; 7. situations which might affect the security of the ship; 8. loading and discharging operations; 9. the designation of stand-by crew members; and 10. the procedure to alert the master and maintain engine readiness.

Section 4: What is the first concerns you will have as a chief officer at the dry dock if your vessels external hull is about to get painted? 1. Apart from the compliance of all safety aspects involved in the work as per WPSHA, I will ensure by the MSDS or any other valid documentation & certificate that the paint that is being used on the external hull is free of any organotins & is in compliance with the International Convention on the Control of Harmful Anti-fouling Systems on Ships, prohibits the use of harmful organotins (TBT) in anti-fouling paints used on ships and establishes a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems.. The convention entered into force on 17 September 2008. 2. AFS Convention has entered into force in Singapore with effect from 31 March 2010 as per Shipping Circulars No. 23 of 2008 and No. 29 of 2009. 3. Under the terms of the Convention, Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority and all ships that enter a port, shipyard or offshore terminal of a Party.

4. Annex I attached to the Convention states that by an effective date of 1 January 2003, all ships shall not apply or re-apply organotins compounds which

act as biocides in anti-fouling systems, and by 1 January 2008 (effective date), ships either: 5. a) shall not bear such compounds on their hulls or external parts or surfaces; or

b) shall bear a coating that forms a barrier to such compounds leaching from the underlying noncompliant anti-fouling systems. 6. Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the International Antifouling System Certificate is issued for the first time; and a survey when the anti-fouling systems are changed or replaced. 7. Ships of 24 metres or more in length but less than 400 gross tonnage engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Antifouling Systems signed by the owner or authorized agent. The Declaration will have to be accompanied by appropriate documentation such as a paint receipt or contractor invoice.

Section 5: What are the preparations for heavy weather? The following are some basic precautions to be taken when in Heavy weather: For stability: 1. Take the sounding of all cargo tanks ballast tanks , bunker tanks etc. to check the most updated status & recheck the stability of the vessel.Keep a record of the same. 2. Minimize any free surface effect in the tanks by pressing up the tanks, as any FSM will result in loss of GM & eventually decrease the righting arm of the vessel for that condition. 3. Consider ballasting the vessel to improve the GM. 4. Ensure all watertight doors are closed. 5. Pump out swimming pool, if aboard.

For Cargo: 1. Inspect all hatch covers & ensure their watertightness is maintained.All possible measures in place for stopping any ingress of sea water or rain. 2. Consider all the precautions & controls that needs to be taken w.r.t. heavey weather in CSM, for any additional lashing arrangements etc. 3. Shut ventilation & isolate compartment if ventilation is not required. For deck: 1. Anchors are properly lashed & secured. 2. Spurling pipe & hawse pipe is secured with suitable arrangements. 3. Winches seured with canvas & any unused mooring wire, ropes, etc. stowed & secured inside the respective stores. 4. All movable objects & equipment on deck secured. 5. Keep all scuppers fully open & ensure they are clear of any debris or chokes. 6. Secure the accomadation ladder & cranes & davits. 7. All ventilations, air pipes & ullage ports & sounding pipes closed. 8. Secure all cargo hatch covers & check all are properly closed & weathertight. 9. Check the lashings on the LSA /FFA equipment are adequate & they are in a state of rediness.

10. Check all side scutles, accommodation weather tight doors are fully shut. 11. Rig life lines from forward to aft if required. 12. Revise the duty roaster & switch over to work routines in heavy weather.

Navigation & Steering control 1. In open sea, vessel is normally in auto pilot. It is advisable to change over to hand or manual control to avoid excessive hunting of the rudder. One person should go and check all the oil levels, linkages and other important parameters of the steering gear in the steering room. If one motor is running, switch on other motor and run both of them together to get maximum available torque to turn the rudder. Sufficient man power including senior officers to be present on the bridge & engine room.




Machinery control 1. 2. 3. 4. If engine room is on UMS mode, man the engine room and make sure sufficient man power is available. Monitoring all the parameters of the main propulsion plant and auxiliary power plant machineries. After getting rough weather warning, all the spares in the engine room are to be stowed and lashed properly. In bad weather, propeller will come in and out of water and will fluctuate the main engine load. Hence rpm is to be reduced or main engine control setting is to be put on rough weather mode. Always make sure for correct sump level of all the machineries as during rough sea ship will roll, resulting in false level alarm which can even trip the running machine and lead to dangerous situation in bad weather. Level of all the important tanks is to be maintained so that pump inlet should not loose suction at any time. Stand by generator is to be kept on load until the bad weather situation stops. Water tight doors in the machinery spaces to be closed. Sky light and other opening to be closed.


6. 7. 8. 9.

All trays are to be avoided from spilling in event of rough weather Other common precautions 1. It is to be instructed to the crew not to go out on open deck in rough weather. 2. All the deck items like mooring ropes, lashing equipments, drums etc. to be stored and lashed properly after their use. 3. All openings in the deck for cargo and other spaces to be kept shut. 4. All opening to the accommodation to be kept shut. 5. Shaft tunnel and other internal access space are to be used to go to steering room or other compartment. 6. Every one must be aware of his/her duties posted in the muster list. 7. Elevator to be switched off as during rolling and pitching trip may occur and can cause trapping of the person inside. 8. Always wear all the PPEs and use railings and other support while walking through any part of the ship to avoid trips and fall. 9. Be alert and work in team.