ANCHOR SWINGING ROOM CALCULATION

ANCHOR SWINGING ROOM CALCULATION

The following is the formula used to calculate Swing Radius of a boat at anchor.:   

 Swing Radius = LOA + [ ( RODE ) ² - ( DEPTH + FREEBOARD)² ] ^1/2

LOA:  Overall length of the boat, including any additions or extensions from the stern
RODE:  The length (line to the anchor) of the rode from the bow pulpit to the anchor.
DEPTH:  The water depth over the anchor.
FREEBOARD:  The distance from the deck at the bow pulpit to the water.
Note all measurements of length and distance must be in the same units.

PMS

Planned Maintenance System

The PMS - Planned Maintenance System is a paper/software-based system which allows ship owners or operators to carry out maintenance in intervals according to manufacturers and class/Classification society requirements. The maintenance, primarily supervised by the on board personnel, is then credited towards inspections required by periodic surveys. The planning and scheduling of the maintenance, as well as its documentation, must be made according to a system that is approved by classification societies like Germanischer Lloyd, Lloyd's Register, Bureau Veritas or Det Norske Veritas, etc. All these classification societies are members of IACS^[1] (International Association Of Classification Societies Ltd). Having a planned maintenance system on ships is now mandatory as per ISM (International Safety Management Code).

History

The first mention of Planned maintenance was in the Christensen whaling fleet in 1915, which, at the time, was biggest whaling fleet in the world. Although it is not clear who actually invented the system, credit goes to Christensen and Arnesen Christensen & Co.^[2] Early systems were written on paper and included only a few of the most important items on board. In time the system grew and improved. During 1950 the same company presented the first comprehensive Planned maintenance program for shipping. The Planned Maintenance system for the U.S. Navy was established by Anthony J Ruffini in 1963.^[3] Development of computers give a new boost to Planned Maintenance programs in shipping. In 1984 the first Planned Maintenance software specially designed for ships use was marketed. Named Asset Management Operating System (AMOS-D) it ran in DOS, but the development of Windows software gave new boost and today there are a variety of Planned Maintenance programs for shipping use.

Planned Maintenance Systems requirements

Selective research performed by insurance companies during the 1980s showed a significant decrease of breakdowns and damage to ships with Planned Maintenance systems. The same research also showed an increase in reliability and safety on board. In 2001 the IACS (International Association Of Classification Societies Ltd) published requirements for Planned Maintenance systems on board.^[4] Further regulation was added by ISM (International Safety Management Code), chapter 5, section 10.^[5]
Today, there is a minimum requirement that one Planned Maintenance system must contain:

• The description and documentation of the Planned Maintenance system are to be in the English language.
• Raports in Planned Maintenance system should be in English, except when not suitable for the crew. In that case a brief English summary is required.
• Planned Maintenance program must include equipment manufacturer requirements.
• Inventory content, i.e. items/systems have to be included in the maintenance program.
• Maintenance time intervals, i.e. time intervals at which the maintenance jobs are to take place.
• Maintenance instructions, i.e. maintenance procedures to be followed.
• Maintenance documentation and history, i.e. documents specifying maintenance jobs carried out and their results.
• Reference documentation, i.e. performance results and measurements taken at certain intervals for trend investigations from delivery stage.
• Document flow chart, i.e. chart showing flow and filling of maintenance documents as planning cards, job cards etc.
• Signing instructions, i.e. who signs documents for verification of maintenance work carried out.

For computerised Planned Maintenance systems there are several additional requirements:

• Each person working on system must have unique loginID and password.
• Computerised system must have adequate backup, either backup copy on board or a regular exchange of data between ship and office.

Documentation on maintenance of the category "Classification Surveys" carried out on items/systems covered by the rules is to be signed by the Chief engineer. With computerised systems, access to update the related maintenance documentation and the maintenance program should only be granted to the Chief engineer.
For ships trading in specific areas, e.g. ferries, planned maintenance systems using other languages than English may be accepted. This arrangement is automatically cancelled in case of change of trade.

Computerised Planned Maintenance Systems for use in shipping industry

The development of computerised PMS was boosted by computer development, especially the development of Windows.^[6] A variety of PMS programs for shipboard use appeared, and gradually they become more and more sophisticated and complex. Producers recognized shipping needs and most of the programs today have several (semi)independent modules and the customer (shipping company) can choose what package they want to use. Programs today do not contain only maintenance, they offer almost all what is needed on board the ship.
Most common modules in modern PMS system include:

• Maintenance (main and essential part of program'

• Stock ordering and purchase
• Stock control (inventory)
• Safety management
• Quality management
• Crewing and staff
• Self assessment

Modules can vary between different programs, but they are all based and built around main module, Maintenance.

Maintenance

This module should meet requirements listed in ISM (International Safety Management Code), chapter 5, section 10. The database should be constructed according to the manufacturer's recommendations, and good seamanship practice. The database should include all shipboard vital equipment, and all equipment should have a clearly defined maintenance plan. Performed tasks should be kept in the system as well as notes from crew members performing the task.
Access to various aspects in the system must be selective and programs must have ability to individually recognize users (login ID and password). Best example of this practice is Class requirement that only Chief Engineer have access to jobs linked with Surveys.
Class societies allow special status to ships with well implemented PMS. Survey of various machinery components is performed usually with regular Class surveyor inspection, and it is based on schedule given in Continous Machinery Survey. Surveyor comes to ship several times per year and inspects various machinery components, determining their condition. Inspection is scheduled every five years and the system is intended to assure good functionality of ship's machinery and therefore safety of the ship. As PMS is increasing overall safety and reliability of the ship, Class societies allow another form of Survey to be performed on the ships with well established PMS. Most of CSM inspections (all except steering gear and pressure vessels) is carried out by Chief Engineer, based on regular PMS jobs, and Class surveyor is coming on board the ship only once a year to inspect items Chief Engineer is not entitled to and to check what items were inspected since last Class inspection.

LSA AND FFA

LSA & FFA 

LAUNCHING OF LIFE BOAT IN EMERGENCY
As soon as I take orders from Master:
Sound signal, I will wear my PPE with Life Jacket
Proceed to designated station
Establish communication
Collect my crew with PPE and Life Jacket (check whistle, lights etc)
Head count
Brief them their duties once again
Railing removed, see for obstruction remove, proper illumination, boat falls checked
See over board side clear
Don’t mention harbour pins
Since they are removed as a P.O.B or sailing
Gripes to be removed from the deck
Will check overboard side and lower embarkation ladder
First will send two persons in one will start eng another put plugs in life line to be released in boat itself for free most while lowering
Fwd painter to be passed and made fast to strong point, When at embarkation level
Release tracing pendent and make fast bows in tackle.
All sit in boat except winch man
Lower the boat slowly, checking the over side
Release fall hooks together and make water borne
Once water borne the final person to be in boat
Make 45 deg angle less then by boat hook and 90 deg towards wind water side
Before going additionally I will try to bring in Chart, EPIRB, SART, Binoculars, extra ration, fresh water, warm clothing’s, blankets, walki talkies and area charts.
Note: stay away from sinking/ emergency ground, but stay near the area
Since salvage would search u there.
While lowering fall hooks both to be released together.

DAVIT LAUNCHED INFLATABLE LIFERAFT
1. See for adequate illumination.
2. Remove guardrails. Obstruction.
3. Raise raft from deck by davit, hold bowsing lines at each end of raft, hold painter line and short red fireline.
4. Slew the davit arm to overside, make fast bowsing lines and painter.
5. Check overside obstn, inflate by pulling sharply the red firing line.
6. Once inflated make sure raft is well secured to deck by bowing lines.
7. Ensure all personnel’s are correctly wearing their life jackets.
8. Board the raft make sure it doesn’t tilt since supported by one wire.
9. Once boarding is complete, release bowsing lines and painter and check all clean around and below the raft then lower away.
10. Once in water, release raft and allow to drift clear of immediate danger, before streaming sea anchor.
Instructions for the launching in close proximity to the launching station. Emergency lighting, means of access, drills of above every 4 months by special liferaft.

MANUAL LAUNCHING OF AN INFLATABLE LIFERAFT
1. Look overside clear for launching the raft.
2. Ensure painter is secured to a strong point.
3. Remove any side railings, obstructions, chains etc.
4. Remove any securing arrangements form the raft itself.
5. If safe to launch then throw the raft to overable checking obstruction.
6. Pull painter to full length to inflate the raft.
7. Once raft is inflated (should normally take 1 to 3 min) dependent on climatic conditions then board as soon as possible by means of rope or ladder provided.
Never jump directly into a raft from any height.
Boarding launching instruction to be placed on container itself or near launching station

ALARMS
1. General emg alarm.
2. Other emg alarm.
3. Means: by which abandon ship order is to be given.

MUSTER LIST CONTENTS1. Name and rank of crew member.
2. Duties assigned: (state separately for different emergencies)
3. Muster points (for respective emergencies)
4. Alternative muster points.
5. Boat station (no.1 / no.2)
6. Person responsible (for maintenance of equipments)
7. Name/Rank of responsible person or incharge of respective parties.
Emergency boat muster signal:
7 or more short blast followed by continous long ringing/sounding of ships bells/whistles.

SOLAS TRAINING MANUAL
Shall be provided in each crew mess room and recreation room and bridge.
CONTENTS
Following shall be explained in details.
1. Donning of lifejacket, immersion suit and anti exposure suit.
2. Muster at the assigned station.
3. Boarding, launching and clearing the survival craft.
4. Method of launching from within the survival craft.
5. Release from launching appliances.
6. Method and use of devise for protection in launching areas.
7. Illumination in launching areas.
8. Use of all survival equipment.
9. Use of all detection equipment.
10. Use of radio LSA.
11. Use of engine and accessories.
12. Recovery of survival craft and rescue boat. (including storage and securing).
13. Hazards of exposure and need for warm clothing.
14. Best use of the craft facilities to survive.
15. Methods helicopter rescue and ships LTA.
16. Contents of muster list and emergency instructions.
17. Instructions for emergency repair of LSA.

LIFE BOAT
1. Speed: 6 kts all lifeboats.   2 kts if towing
2. Fuel : sufficient for 24 hrs at 6 kts.
3. Positive pressure: for min 10 mins if fitted with self contained compression.
4. Freefall lifeboats: Drop tested, 1-3 times the height they are certified to drop from the vessel.
5. Engines: run weekly for 3 min (head and astern).
6. Inspection: visually weekly basis and equipments: (once in a month).
7. External lifeboat lights: visible range 2 miles, illumination min 12 hrs, if flashing light type: 50 flashes per minute and should be maintained for 12 hrs.
8. Wire falls: every 2.5 years and renewed every 5 years unless stainless steel.
9. Launching criteria : in 20 deg list and 10 deg trim.
10. Load test : load tested every 5 years.
11. Release gear: to be overhauled every 5 years.
12. Launching instructions reg launch of lifeboat must be displayed in the close proximity and be clearly legible.
13. Life boat capacity: not to be > 150 persons.
14. If lifeboat cannot be launched from on board then same means must be provided (ladder) for a person to board who is lowering the life boat.

MAKING ON LIFE BOATS
1. Dimensions
2. Capacity
3. Makers serial no.
4. Name or trade mark of manufactures. (tag) inside.
5. Date of manufacture.
6. Name and POR of vessel marked on each bow of craft.
7. Callsign on the thwarts, (for seeing from top).
NOTES: about life boats:
• Cargo vessel after 1986 – fully enclosed lifeboat.
• Passenger ships 1986 – totally or partly enclosed lifeboat.
• Oil tankers carrying cargo flashpoint <60 deg.
• Fire protected totally enclosed is fitted with self-contained deluge or sprinkler system.
• 8 min resistance in oil fire.
• Chemical / gas / toxic tankers.
• Life boat with air support system.
• 10 min positive pressure inside.
• Launching – cargo ships 10 min, passenger ships 30 min.

LIFE RAFTS
Weight : weight of throw over the launch raft not >185 kgs.
Inflate : within 1 min fully inflate. Gas non toxic.
Lifer raft external light as per lifeboat.
Painter : twice the height (length) of its stowed position to water time at light ship condition or 15 mts whichever is greater.
MRU : Service annually, Rafts : service annually.
HRU : throw away type – validity two years,
Hook : automatic release hook of raft if fitted must be serviced: 2 – 5 years.
Proof tested 100 % swl every 5 years.
Launching station: a ladder must be provided at each life station.
If davit launch raft: must be capable of being launched with on adverse list of 20 deg / trim of 10 deg.

MARKINGS ON LIFE RAFT (CONTAINER)
1. manufacturers name or trade mark.
2. serial no.
3. capacity of the raft
4. dot approved.
5. solas 86.
6. type of emergency pack enclosed.
7. date of last service.
8. length of painter line
9. maximum height of stowage.
10. launching instructions.

LIFE BUOYS.
• Outer dia : not less than 800 mm.
• Inner dia – not less than 400 mm.
• Grabline dia : not < 9.5 mm and the length is not less the 4 time the outer diameter of buoy 4 loops secured in.
• Colour : highly visible (generally orange)
• Retro reflector tape : at 4 evenly spaced points : 50mm x 100 mm.
• Dropping height : 30 mts without sustaining any damage.

MARKINGS
1. Manufactures name or trademark.
2. Max height above the water line it can be stored if this exceeds 30 m.
3. name and port of registry of the ship.
4. light : must have an intensity of not less than 2 candela.
If flashing then must flash at a rate of 50 flashes per min. and be provided with a source of energy which will give this performance for a period of atleast 2 hrs.
Buoys with no lines – 2 bride wings / 2 self igniting.
Max weight of life buoy – 4 kgs. Min – 2.5 kg.
2 with lines
4 with lights
2 with smoke / bridge wing.

LIFE JACKETS
Cargo ships and tankers:
32 kg and over ; 125% of the capacity of vsl (min 4)
< 32 kg and over ; 100% of the capacity of vsl (min 2)
one 32 kg ; for each watch keeper and remote survival craft station and inflatable lifejackets
Passenger ships:
32 kg over ; 105% of capacity of vsl
< 32 kg over ; 10% of capacity of vsl.
One 32 kg ; for each watch keeper and remote survival craft station and inflatable lifejackets.
• Jumping in water – 4.5 m height without injury max – 6m.
• Donning – 1 min
• Keeps head above water – 12 cm.

MARKINGS
1. Name or trade mark of manufactures.
2. name and call sign of vsl.

DIMENSIONS OF PILOT LADDER
Handhold stanchions ; dia – 32 mm
Above (b.w) height ; 120 cm
Gap between two ; min 70 cm, max 80 cm.
Man ropes without knots :  dia – 28 mm
(if req by pilot) / (as per ladder) height -  as per ladder.
Side ropes : dia – 18 mm
(between two) horizontal gap – 40 cm
vertical gap – 30 – 38 cm
Spreader : length – 180 cm long
     breadth – 11.5 cm
    thickness – 2.5 cm
From bottom 5th step must be a spreader.
After max 8 steps between spreader 9 th spreader.
Ht of ladder above water level as per pilot.
Ladder must rest well over ship side.
No overboard discharge where ladder is placed.
Deck (p.b. area) lit by fwd shining overside light.
Life boat with self igniting light and a responsible d.off to pick up pilot.
Space to be clear of any slippery spaces and obstructions – use of b.w ladder fastened.
Ships with height freeboard (more than 9 m) when no side door available: combination ladder.
Pilot ladder must extend 2 mtrs above lower platform.
Accommodation ladder to rest firmly against ship side.
Should lead aft
Man slope 55 deg.
Lower platform horizontal.
Rigid hand rails preffered.

WATER TIGHT DOORS:
1. Can operate from bridge, locally at door, remote control station.
2. Alarms on bridge, for opening, closing, status light for all doors, low hydraulic pressure.
3. An alarm will be activated out each door when moving until the door is fully opened or closed.
4. Never attempt to pass through a door that is closing.
5. Each door can be operated by a back up system in the event of power failure. ( by hand hydraulics).

MAINTENANCE1. Check for water tight seals for defects.
2. Check cleats and mounting for cracks and corrosion.
3. Check for hydraulic leaks.
4. Check doors seated correctly when closed and locking cleats are in place.
5. Clean up any oil or grease near watertight doors.
6. Report any defect to officer incharge of maintenance.

LIFE BOATS:
500 T or 85 m or greater :
100% L/B on each side – totally enclosed
100% L/B on each side (if this is not possible then 200%)
or
100% L/B (free fall type launched over the stem) and
100% L/R on each side with a davit on side.
And
If vsl is more than 100m the one six man life raft fwd of aft depend on posn of block.
Rescue boat
One inflatable life jacket.
One survival suit for each rescue boat crew member.
50 m if buoyant line suitable for towing another craft.
Emergency lighting
Use to illuminate
1. Muster point
2. Embarkation stn
3. Routes to survival craft
4. Survival craft areas and over side of the vsl.
Davits
One set of davit per boat.

Lifeboat equipments
1. Sufficient buoyant oars to make broadway in calm seas.
2. Crutches or equivalent provided for each oar.
3. 2 boat hooks.
4. A buoyant bailer.
5. 2 buckets.
6. A survival manual.
7. A compass.
8. A sea anchor.
9. 2 painter (one permanent and 1 quick release)
10. 2 Hatchets (one forward and one aft)
11. 3 ltrs of water per person (valid for 3 yrs)
12. 10000 kj of rations per person (valid for 5 yrs).
13. 3 rustproof, graduated, drinking vsls.
14. 6 hand held flares.
15. 4 parachute flares.
16. 2 smoke floats.
17. 1 torch capable of signaling morse, with spare bulb and batteries.
18. 1 signaling mirror.
19. 1 signal card (solas no.2)
20. 1 whistle.
21. 1 first aid kit (valid for 5 yrs)
22. 6 sea sickness tablets for person.
23. 1 sea sickness bag per person.
24. 1 jack knife.
25. 3 tin openers.
26. 2 buoyant rescue quoits with 30m of buoyant line attached.
27. 1 manual bilge pump.
28. 1 set of fishing tackle.
29. Sufficient tools for minor engine repairs.
30. 2 fire extinguishers, suitable for oil fires.
31. 1 search light.
32. 1 radar reflector.
33. TPA for 10% of capacity of the boat or 2 whichever is greater.

 LIFE RAFT EQUIPMENT
1. 2 buoyant paddles.
2. a buoyant boiler, if 13 persons or more then 2 boilers.
3. insts on immediate actions on boarding the raft.
4. a survival manual.
5. 2 sea anchors (one rigged and ready for use)
6. 1.5 ltrs of water per person (Valid for 3 yrs)
7. 10000 kj of rations per person (valid for 5 yrs)
8. 1 rust proof, gradated drinking vsl.
9. 6 hand held flares.
10. 4 parachute flares.
11. 1 torch capable of signaling morse with spare bulb and batteries.
12. 2 smoke floats.
13. 1 signaling mirror.
14. 1 signal card (SOLAS no.2)
15. 1 whistle.
16. 1 first aid kit (valid for 5 yrs)
17. 6 sea sickness tablets per persons.
18. 1 sea sickness bag per person.
19. 1 safety knife.
20. 3 tin openers.
21. 1 buoyant rescue quoits with 30 m of buoyant line attached.
22. 1 bellows p/p.
23. 1 set of fishing tackle.
24. 2 sponges.
25. 1 temporary repair kit
26. 1 permanent repair kit (rubber patches)
27. 1 radar reflector.
28. TPA for 10% of the capacity of the boat or 2 whichever is the greater.

LIFE BUOYS
1. Outer dia not less than 800 mm
2. Inner dia not less than 400 mm.
3. Grab lines must have a dia of not less than 9.5 mm and the length is to be not less than 4 times the outside dia of life buoy and secured in 4 loops.
4. Lifebuoys must be brightly visible in colour.
5. Fitted on each side at 4 evenly points retro reflective material 50mm x 100mm in size.
6. Capable of being dropped from a ht of 30 m without sustaining damage.
7. If a line is fitted then line must be 27.5 m in length.
8. The light must have intensity of not less than 2 candela and if flashing than 50 flashes/minute and provide with source of energy for at least 2 hrs.

MARKINGS:
1. Manufactures name.
2. Max ht above the water line (if exceeds 30 m then name of the ship and port of registry).

REQUIREMENT:
Min – 8
50% with SI lights.
2 with 27.5 m buoyant line
2 with light/ smoke float capable of quick release.

LENGTH OF SHIP
Under 100 m – min 8
100 m and under 150 –10
150 m and under 200 m – 12
200 m and over  - 14

PYROTECHNICS : (Valid for 3 yrs)
On bridge : 12 parachute flares / 4 ltr (4 mm dia, 230 m in calm wx)
On life boat :  6 hand flares.
  4 parachute flares.
  2 smoke floats.
Parachute flares:
a. Can be fired to a lit of 300 m
b. Fall at 5 m / seconds
c. Burn for 40 sec
d. Intensity 30000 candelas
e. Burn red in colour.

HAND FLARES:
a. Burn for 1 minute.
b. Intensity 15000 candelas.
c. Burn red in colour.

ORANGE SMOKE FLOATS:
a. Burns for 2 – 4 minutes.
b. Omits orange coloured smoke.

BRIDGE WING LIGHT/SMOKE SIGNAL
a. Orange in colour.
b. Produce for 15 min.
c. Intensity of light not less than 2 candelas and if flashing then it must flash at a rate of 50 flash / minute with a source of energy for atleast 2 hrs.

LIFE JACKET
• 32 kg and over – 105 % of capacity of vsl.
• Less than 32 kg – 10% of capacity of vsl.
• Over 32 kg l/jacket for each watch keeper and remote survival craft stn and on inflatable lifejacket for those who need them.
Intensity:  0.75 candela for atleast 8 hrs.

LSA REQUIREMENTS:
Passenger ship : 500 t or greater or 200 passenger more.
Lifeboats – 50% each side (partially enclosed)
Liferafts – 12.5% each side with davit even on each side
Or
Lifeboats – 37.5%  each side.
Life rafts – 25% each side
Rescue boats – 2 nos.
In any ease it is 125 % of the total persons onboard.
Passenger ships 500T or 200 persons.
Life rafts each side – 100% davit launched.
Life rafts 150% each side if these are not transferable.
One rescue boat.
CPSC holder:
Persons 41 or less – 2
42 or 61 – 3
62 to 85 – 4
85 or more – 5
Emergency lighting should be form a separate emergency power source.
Illumination required area:
1. Muster points.
2. Embarkation stations
3. Route to survival craft
4. Survival craft area
5. Over the side of the vessel.

SEA ANCHORS
As per solas 1986 reg:
1. Conical in shape.
2. Porous material and slightly shift
3. Stable when towed at 6 knots.
4. Mouth shall open immediately on deplayment.
Length of painter attached to sea anchor : 30 m length
              8mm dia.



SEA ANCHOR

Uses :
Reduces drift of the craft.
Narrows the search area.
Improves the stability of the craft in rough wx.
Makes comfortable motion. Therefore reduces risk of capsize.

SEARCH AND RESCUE RADAR TRANSPONDER: SART
Purpose of sart – indicate position of survival craft.
For vessel of 500 T or more:
Atleast one on each side of the vsl or one on each survival craft.
Operates at 9 ghz, x-band 3 cm radar.
When activated, it will appear on the radar on 12 blips extending outwards from the posn of target.
When target is nearer it will become concentric circles.
Battery should be capable of 96 ltrs on standby followed by 8 hrs of continous interrogation.

EMERGENCY POSN INDICATING RADIO BEACON  (EPIRB)Purpose: to indicate posn of the person or the persons in distress.
Freq: 121.5 mhz : homing signal for air craft.
406 mhz : only call sign or maritime mobile service identity (mmsi) number.
1.6 mhz: also transmits posn with mmsi on gps feed given to it.
On 406 mhz EPIRB
1. Transmit signal to satellite
2. Set calculate the posn of epirb.
3. Relay the distress and posn to earth station.
4. Lut passes msg to mrcc.
5. MRCC is responsible for co-or with s/r opr. Initially and subsequently.
LUT: local user terminal.
MRCC : maritime rescue co-ordination center.
Requirement :
2 EPIRB each side.
          Or
1 EPIRB and 2 sarts each side.

FIRE CONTROL PLAN1. Location of control stations.
2. Remote controls.
3. Fire fighting equipments
4. Detection systems.
5. Fire zones.
6. Ventilation system.
7. Access to spaces.
A spare set of the plan are to be kept in a water tight container on the deck house. (for fire brigade)

FIRE WALLET1. Muster list and location of muster pt.
2. Crew list (no of crew).
3. General arrangement plan
4. Safety plan
5. Cargo plan
6. Trim stability booklet.
7. Details of fired fire fighting system.
8. Details of w/t doors and ventilation.
9. Details of emergency fire pump.
10. Important telephone nos.
11. Pumping arrangement.
Kept near the gangway along with – ISC and l/buoy lit for the easy and nearest access to eb.

FIRE LOCKER.
DCP (powder) extra cartridges, foam detergent, spare hose.
Spare nozzle, safety harness, line, ba cylinders, f.mountfit, torch, fire bucket, fire arc.
Location of fire locker to be well marked in the fire plan, and any changes in fire plan and any changes in fire plan would require to be reconstructed.

INFO TO FIRE BRIGADE.1. Where is the fire (location).
2. Means of access.
3. Ways of ventilating
4. Dtls of cgo together with stowage plan.
5. What fire steps have taken.
6. Any persons missing.
7. What fixed installation are in use.
8. Condition of ships services.
9. General arrangement plan.
10. Stability data.

FIRE WALLET:
1. Muster list
2. No of persons on board.
3. General arrangement plan.
4. Details of fixed fire fighting system.
5. Details of ventilation of w/t doors.
6. Details of emergency fire pump.
7. Important telephone no.
8. Cargo plan and manifest.
9. Trim and stability booklet.
10. Foam platforms
11. Foam monitoring proportionating v/v.
12. Pumping arrangement.
13. Safety plan.

FFA:
1. Fire main
2. Fire hydrant
3. Fire hose
4. Fire nozzle.
5. Emergency fire pump
6. Main fire pump
7. Fixed fire fighting installation (co2, halon, foam, water sprinkler)
8. Portable fire extinguisher.
9. ISC
10. Fire wallet.
11. Ventilation arrangements
12. W/tight doors , fire doors.
13. Fire man’s suit.
14. Emergency fire alarms.
15. Fire blanket
16. Portable foam applicator.

FIRE FIGHTING APPLIANCES:
FIRE PUMPS:
Two pumps each capable of delivering atleast one jet of water simultaneously from each of any two hydrants, hoses, nozzles.
In addition to above one other pump such as g.s bilge, ballast pump shall be capable of delivering water to the fire main.
If a fire in any one compartment could put all fire main out of action.
An independently driven power operated emg fire pump outside machinery space (must be able to deliver atleast one jet of watch from each of any two hydrants). Cargo ships and tankers – 1000t or greater – 2 pump, 500t – 1000 – 1 pump.
Passenger ships ; >4000t – 3 pumps, <4000t – 2 pumps.

Fire hoses:
• One hose for every 30 m length (not less than 5)
• Total hoses length atleast 60% of loa.
• One spare hose.
• In E/R and machinery spaces atleast 2 hydrant.
• 1 port and stbd. (hose and nozzle at each hydrant)
• All nozzle to be spray / jet with shut off facility.
• Hoses to be max 18 m length.
• Hose dia 64mm if unlined.
• Hose dia 45 mm if lined.

HYDRANTS:
Two jets of water on any part of the ship and 1 jet from an single length of hose.
For tankers: isolating v/v’s at end of accom and every 40 mtrs.

PORTABLE FIRE EXTINGUISHER1. All of approved type and capacity not more than 13.5 ltrs and not less than 9 ltrs.
2. Spare charges for 100% of extinguisher.
3. Portable foam applicator consists of air foam nozzle of an indicator type capable of being connected to the fire main by a fire hose and portable tank of 20 ltrs.
4. Rate of foam 1.5 m3/min.

INTERNATIONAL SHORE CONNECTIONCommon link between the vsl and shore for pressuring fire main line.
One to be used on each side of the ship.
Out side dia-178mm, inside dia 64mm, washer – 8
Bolts and nuts – 4 nos (16mm dia: 150 mm in length, thickness flange – min 14.5 mm)

FIRE MAN’S OUTFIT1. Fire proof protective clothing outersurface water proof.
2. Boots and gloves of rubber or non conductive electricity.
3. Rigid helmet.
4. Electric safety lamp (min for 3 hrs).
5. An axe (approved with cover)
6. Breathing apparatus
7. SCBA atleast 1200 ltrs capacity, function for 30 mins (40 ltrs/min).
8. Fire proof line attached to safety harness.

Fixed deck foam system.
1. Capable of delivering foam to ensure cargo tank area as well as into cot.
2. Control station outside and away from cargo area and readily accessible, simple and rapid operation.
3. Rate and foam not less than 0.6 ltrs/m2 min.
4. Sufficient foam concentrate to produce foam for at least 20 min.
5. Foam supplied through foam monitors/applications.
6. Capacity of any monitor at least 3 ltrs/ m2 min.
7. Capacity of any application not less than 400 ltrs / min and turn not less than 15 mtrs.

FOAM
• Min discharge rate not less than 0.6 ltr/min.
• System should be able to produce foam for atleast 20 min.
• Foam supplied for 3 monitor/applicator at lead at 1250 ltrs/min.
• Cap of foam monitor at least 3 ltr/min.
• Discharge cap of applicator at least 400 ltrs/min and should be able to throw the down not less that 50 mtrs.
INERT GAS
Cargo hold : 25% of gross volume of cargohold. Production in 72 hrs.

TANKERS:125% max disch volume
O2 level 5%
Maintain tank O2 level – 8%.
HRU (Hydrostatic release unit)
H2O type:
• Easy way to release life rafts, EPIRB’s and other systems from a sinking ship.
• Light weight.
• Expiry every 2 years.
• After installation it remains on board without maintenance or service ashore for up to two yrs.
• (other approved HRU requires annual torting)
• it will release at all angles and needs only the required water pressure to activate.
• Designed to activate at a depth of between 1.5 to 4.0 mtrs.
• Weak link system, if used shall break under a strain of 2.2 +or- 0.4 kn (kilo Newton)

SCBA MONTHLY CHECKS
1. By pass central is fully closed.
2. Open cylinder valves. The whistle should be heard as the pressure raises in the gel. Check cylinder or fully charged.
3. Check for leaks.
4. With mask on face close cylinder value and hold breath. Observe pressure if it does fall more than set is not leak tight.
5. Check rubber part, o-rings and mask.
6. Clean mask with weak solution of teepol and dried out.

LIFE LINE SIGNALS
2 – pull - more line
3 – pulls - get me out
3 – pulls from operator – came out now
1 – pulls (for bellow) – more air.

FIRE EXTINGUISHERS
Water – colour red
Foam – colour cream
DCP – colour blue
Co2 – colour black
Halon – colour green
Fire blanket – colour red.

FIXED FIRE SYSTEMSCo2 – for e/r and cargo holds.
Halon – for e/r and cargo holds.
Water springle – ferries and paint locker

SCBA PREPARATIONS1. Don the apparatus then adjust the harness for comfortable fit.
2. Open cylinder valve, put on mask and adjust to fit.
3. Inhale 2-3 times to ensure that the air is flowing freely from the demand valve and that the exhalation valve is functioning correctly.
4. Hold breath and make certain that the demand valve is shutting of on exhalation or that leakage if any is slight.
5. Close cylinder value and inhole until the air in the apparatus is exhausted. Listen for the low level audiable alarm, and watch the pressure guage return to zero. The mask should also crush onto the face indicating air tight fit.
6. Re open cylinder values.

FIREF – find
I – Inform
R – Restrict
E – Extinguish
Types of fire : A, B, C, D, E.

A Type:
By solid material carbonation, organic compounds. Eg. Wood, pulp, paper, textiles etc.
B type:
By liquids such as petroleum, oil, paint etc.
Extinguish medium: foam, AFFF foam, Co2, Halon, DCP.
C type:
Gaseous fire, LPG, LNG, Etc.
Extinguishing medium : DCP, Halon.
D type:
Metal fire eg: aluminium, sodium etc.
Extinguishing medium: water, foam, AFFF, DCP.
E type:
Electronic fires, it considered to be possible cause of fire, rather than a type. Fires involving electricity will therefore because one of the previously mentioned classes of fires, once the power is shut off.
Fire extinguishers:
500t – 1 accm, s.space, c.station.
500t – 1000t – min 3 + 1 spare charge per ext.
1000t or over – min 5.
For tankers
>2000t – mobile foam appliance in pump room.

THE ANCHOR
Marking on the anchor:
a. A circle is to be marked is any conspicuous position on the anchor.
b. With in the circles two items of information appears.
c. The symbol x represents the serial number of the test certificate.
d. The symbol yyy represents the letters of the certifying authority.
Marking on crown and shanks anchor:
a. Markers name or initials.
b. Progressive number.
c. Weight of the anchor
d. Serial number of the test certificate
e. Letters of the certifying authority.

Tests on anchors:
1. Drop test
2. Bending test
3. Proof load.

Contents of anchor certificate:
1. Type of anchor
2. Weight in kg.
3. Weight in stock in kg.
4. Length of shank in mm, length of arm in mm.
5. Diameter of trend in mm
6. Proof load applied in tones.
7. Identification of proving house, official marks, and government mark.
8. Number of test certificate.
9. Number of tensile test machine.
10. Year of license.
11. Weight of the head of the anchor.
12. Number of date of drop test.

ANCHOR CABLE MARKING:
1. The markings are to appear on every shackle, at each end of the cable and every 30 mtr along its length.
2. Serial no. of test certificate.
3. The letters of certifying authorities.

PASSENGER SHIPS:
Alarms : manual alarm in accommodation spaces is control station continuously manned at all times.
Crew alarm must be capable of independent operation.
Public address system in accommodation / service spaces.
Fire detection:  all spaces fitted with automatic fire detection and alarm systems.
Springler system: in all part of ship may be fitted.
Fire control plan locations : one copy outside the deck home for shore side fire brigade.
Fire pump: each pump should supply the required 2 jets of water from the fire main simultaneously from separate hydrants.
Pump requirements:  4000t or more – 3 pumps.
 Less than 4000t – 2 pumps.
Pump position:
Fire in are space should not put all fire pumps out of action.

CHECK LIST FOR SEQ
1. Lifeboat
2. Lifeboat davits.
3. Life raft
4. Launching instructions both l/boat, l/raft.
5. Portable radio equipments.
6. Lifebuoys
7. Life jackets.
8. Pyrotechnics.
9. Emergency lighting and alarm systems.
10. Fire control plans and other posters.
11. Fire/smoke detecting systems.
12. Fire pump and emg fire pump.
13. Fire hoses, nozzle, is couplings.
14. Fixed fire fighting system, portable fire extinguisher.
15. Vents, doors, skylights, remote stops, switches etc.
16. Fire mans outfits, breathing apparatus, including scba.
17. Pilot ladders.
18. Navigation equipments, gmdss equipments.
19. Record / maintenance of safety equipments.
20. Official log book

Additional for tankers:
1. Fixed fire fighting equipments/systems of the cargo p/p room.
2. Deck foam and sprinkler system.
3. Inert gas system.

ON LOAD AND OFF LOAD

ON LOAD & OFF LOAD RELEASE MECHANISM OF LIFEBOAT

There are different types of lifeboats used on board a ship on the basis of the type of ship and other special requirements. Not all the lifeboats have the same type of releasing mechanisms, for the launching of a lifeboat depends on several other factors. In this article we will take a look at the main types of lifeboat releasing mechanisms and also learn about the SOLAS requirements for lifeboats.


Types of lifeboat releases: On load and off load release.
There are two types of lifeboat releasing mechanisms- on load and off load. These mechanisms release the boat from the davit, which is attached to a wire or fall by means of a hook. By releasing the hook the lifeboat can be set free to propel away from the ship.


Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water or the boat has been lowered fully into the sea. When the boat touches the surface of water, the load on the fall and hence the hook releases and due to its mechanism the hook detaches from the fall. If the detachment dose not takes place, any of the crew members can remove the hook from the fall. Most of the times the offload mechanism is manually disengaged in case of malfunction; however, in case of fire, it is dangerous to go out and release the hook.

On load mechanism:

On load mechanism can release the lifeboat from the wire, with the ship above the water level and with all the crew members inside the boat. The load will be still on the fall as the boat would not have touched the water. Normally the height of about 1 m is kept for the on load release, so that the fall is smooth without damaging the boat and harming the crew inside. A lever is provided inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the boat without going of the out lifeboat, when there is a fire on ship.

 

Free Fall life boat release:

In Free fall life boat, the launching mechanism is similar to on load release. the only difference is that the free fall lifeboat is not lowered till 1m above water level, it is launched from the stowed position by operating a lever located inside the boat which releases the boat from rest of the davit and boat slides through the tilted ramp into the water.

SOLAS and LSA code Requirements for lifeboat:
-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship and number of ship’s crew, but it should not be less then 7.3 m in length and minimum two lifeboats are provided on both side of the ship (port and starboard).
-The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching when the ship is heading with a speed of 5 knots.
-The lifeboat must carry all the equipments described under SOLAS which can be used in survival at sea. It includes rations, fresh water, first aid, compass, distress signalling equipments like rocket etc.
-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be designated as a rescue boat if more then one lifeboat is present onboard ship.
-The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These       ropes are called gripes.
-The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more then 36m/ min which is controlled by means of centrifugal brakes.
-The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the boat loaded to its full capacity.
-The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on it.
-The lifeboat station must be easily accessible for all the crew members in all circumstances. Safety awareness posters and launching procedures must be posted at lifeboat station.
-Regular drills must be carried out to ensure that the ship’s crew members are capable of launching the boat with minimal time during real emergency.

preparation for dry docking

docking

Preparation of Dry Docking 

For a vessel to maintain its class license, and comply with operational requirements, it must carry out planned dry docking every five years for the renewal of the license. In cases like collision or under water damage the vessel will be brought in for unplanned dry docking for repairs.

purpose

The main objective in carrying out dry docking is to ensure ships are operational and to maintain their class license. Structural machinery and various components are subjected to inspection and maintenance to ensure sea worthiness. Dry docking is also required if a ship has sustained damage to the underwater structure due to grounding, collision or any other damage which will affect the water integrity of the ship’s hull.

Dry Dock Periods

A docking survey should be carried out twice within a 5 year period. The intermediate survey must be completed within 3 years. One of the two docking surveys within the 5 year period should coincide with a special survey. A Docking Survey is considered to coincide with the Special Survey when held within the 15 months prior to the due date of the Special Survey. An in water survey may be accepted in lieu of the intermediate survey For vessels operating in fresh water special consideration may be given.

Preparing the Ship for Dry Docking
1. Make a repair and maintenance list, create or obtain a dry-dock handbook if required, and assign responsible ship staff to their duties on the list. Divide staff into groups to oversee the work carried out by yard gangs.
2. All spare parts must be checked and repair items kept ready for use.
3. Previous dry dock reports should be studied and previous clearance measures noted.
4. Clean engine room tank top and bilges.
5. Prepare sewage treatment tanks, dirty oil tanks and bilge tanks.
6. Flushing of bilge lines is to be carried out prior to dry dock.
7. The oil-water separator filter element should be renewed and the system checked for satisfactory operation.
8. For tankers, all cargo tanks are cleaned and gas freed.
9. Minimum bunkers (Fuel Oil and Fresh water) and ballast carried.
10. All heavy weights secured prior to dry dock.
11. All tanks and cofferdams must be sounded and recorded.
12. Fire fighting plans and safety measures discussed before dry dock
13. Fire fighting equipment on board should be checked and kept ready for use.
14. Emergency lighting and generator should be tested before entry.
15. Escape routes must be clearly marked.
16. All valves and chests to be overhauled must be clearly marked.
17. Shore connections for cooling water and fire line are to be readied.
18. Main engine, generators, and boiler are changed over to diesel oil.
19. CO2 total flooding systems are secured and locked before entry.
20. Vessel must approach dock with even keel.

Duties of ship's Chief Officer when entering dock

Sound round all internal tank soundings (wet soundings) before entering the dry dock

Communicate with the Dry Dock Manager regarding the vessels' draught and trim to suit the dock construction

Prepare all necessary documenation which may be required to complete the docking operation and the expected workload inside the dock

Calculate that the ship has adequate positive stability to withstand the expected 'P' force that will affect the vessel when taking the keel blocks. The GM should be large enough to compensate for a virtual rise in 'G' once the keel touches the blocks and the vessel enters the critical period

To enhance the positive stability all slack tanks, and subsequent free surface effects should either 'pressed up' or alternatively pumped out if possible

Any repair list should be completed and kept readily avialable to hand over to the dock authorities

All utilities required should be ordered in ample time to be supplied to the ship on docking

All store rooms, toilets and ships cmopartments should be locked for the purpose of security and any loose gear should be stowed away before entering the dock

Rig fenders around the vessel before entry into the dock

Plug and secure all upper deck scuppers to reduce the risk of pollution

Log Book Entries when entering dock

-Tugs engaged at rendezvous position
-Vessel proceeding towards open lock (usually under piolatage)
-Line ahore foward and aft
-Tugs dismissed
-Moorings carried up port/starboard
-Stern clears gates
-Vessel stopped making headway inside the dock
-Dock gates closed
-Moorings checked to hold vessel
-Moorings adjusted to align ship fore and aft
-Dock pumps commenced pumping out dock water
-Block contact made and vessel enters critical period
-Vessel sewed on blocks fore and aft
-Side shores passed to port and starboard
-Residual water cleared from dock
-Gangway access landed between shore and ships side
-Gangway walkable
-Pilot dismissed
-Pumping of the dock complete and dock floor walkable

The Docking Process

When it is decided that a ship is to enter the dry dock the first thing that is done is the keel block arrangement. This is done by the Asst Dock Manager. The centre keel block arrangement is always the same. However, the rest of the keel blocks are arranged according to the ships' structure. These are based on the ships construction drawings.

Docking of any ship depends on the ship's draught. It is important to note the draught of the ship so as to estimate the tide at which she should enter the dock. The draughts of container ships are usually 5-7m and for tankers about 3m.

When the ship is near the entrance of the dock, a crane is used to lift wires to secure the whip to the dock winches. Two winches are secured at the aft end and two at the forward end of the ship. These winches are used to guide the ship into the dock and bring it to the exact spot at which it should be laid on the keel blocks. A ship entering a dry dock is shown in the picture below:

Once the ship is braught directly above the keel blocks on which it will be laid on, divers are sent in the dock to ensure the ship sits exactly on the keel blocks as the water is being pumped out of the dock.

The pump room located at the foward end of the dock controls the rate of water being pumped out of the dock. This process can also be refered to as de-ballasting the dock. This is what a ship will look like after the dock is fully de-ballasted.

Once the ship sits properly on the keel blocks, fire hydrants, safety signs and a shore gangway is attached to it. Safety personnel then inspect the ship and mark dangerous areas on it with a Red tape. This is done so that hot work can be carried out with care. An example of such an area would be the fuel oil tanks.

Application for all the necessary permits are then made. These permits include hot work permit, cold work and enclosed space permits. Gas checks are also carried out in enclosed spaces every day to ensure maximum safety.

The Undocking Procedure

When the docking work is near completion, the ships personnel as well as the shipyard personnel will need to carry out their respective checks on the vessel and around the dock area. Once the ship has finished dry docking it may not be immediately ready for normal trading. There are many tests which must be carried out first. These tests engine tests and sea trials and will be explained further in this section. The dry dock is not the loading port of the ship and hence the ship would leave the dock in the ballast condition on route to its loading port.

There are various duties and logs that need to be taken before and when the ship is leaving the dock. These are summarized in the topics descussed below:

Duties of the Chief Officer prior undocking

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

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

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

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

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

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

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

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

The Undocking Process

Before water is pumped into the dock, there are a few checks that must be made. Bottom plugs must be closed and sea chests should be in full working condition. Also, ballasting of the ship must be done. This is to ensure that the ship does not have an even keel draught (the aft draught is usually greater than the forward draught).

The pump room, which is usually located at the forward end of the dock controls the amount of water being pumped out of the dock. This is also referred to as ballasting the dock.

The gangway is lifted sometimes by means of a crane once the dock personnel have cleared the ship. Fire hydrants and all shore connections are disconnected.

The forward and aft ends of the ship are attached to shore based mooring lines which are winch controlled. A crane lifts these lines and places them on the deck so that they can be attached. These help to control the movement of the ship as it leaves the dock so as to ensure it leaves smoothly.

When the level of seawater in the dry dock reaches the sea level, the dock gates are opened.

A tug boat attaches a tug line to the aft end of the ship and begins to pull the ship backwards (out of the dock). The shore based mooring lines help to guide the ship smoothly out of the dock. Another two tugboats are on standby on either side of the ship.

Once the ship is halfway out of the dock, the aft shore based mooring lines are disconnected and the standby two tugboats attach themselves to the ship by means of tug lines.

When the ship has cleared the dock gates, the front shore based mooring lines are detached and the tug boats turn the ship around.

Once the ship is some distance away from the dry dock, the tug lines from all three tug boats are detached and the tug boats move away from the ship. The propeller is then started and ship moves away on its own propulsion.

Dry Dock - Glossary

Keel Blocks
The term given to the center line blocks of the dry dock that the docked ships keel will come to rest on. They are usually made of 'oak' wood and may not always be on the docks centre line, especially when more than one vessel is being docked

Dry Dock Manager
A dockmaster who retains the ultimate responsibility for the complete working of the dry dock

Hot Work
Any work which involves a source of ignition or temperature sufficiently high enough to cause ignition of a flammable gas mixture

Cold Work
Work which cannot create a source of ignition

Hot Work Permit
A document issued by the authorities permitting specific hot work to be carried out in a specific time period in a deifned area

Critical Period
The period of time from the critical moment when the keel of the vessel first touches the line of blocks and ommences to achieve the position of being 'sewn' on blocks.

Shores
Horizontal supports, usually timber employed between the stepped sides of a graving dock and the ships side shell plating. Ideally shores would be positioned in way of deck stringers and framed intersections of the ships steel work.

Authority to Flood Certificate
A certificate which must be presented to the shipboard representative for signature, usually the Chief Officer, prior to the action of re-flooding the dock space and returning the vessel to a floating condition. Chief Officers are advised to ensure all required work is completed to satisfaction prior to signing such a certificate. The Chief Officer would also take time to check that all plugs have been returned to any tanks and that no personnel are still inside the docking area.

PREPARATIONS FOR load line survey and safety equipment survey

 LOAD LINE CERTIFICATIOn(5 years)
 All ships must be issued with a load line certificate. The form of the certificate will depend upon the
Assigning Authority as follows:
*  If the certificate is an International Load Line Certificate it shall be in the form prescribed by
the 1966 Convention which is detailed in the IMO publication ‘Load Lines – 2002 Edition’ .
*  If the certificate is a  United Kingdom Load Line Certificate (applicable to UK registered
ships that must comply with the M. S. (Load Line) Regulations 1998) it shall be in the form
prescribed in Schedule 8 of MSN 1752(M).
 
  Surveys
A ship will be subject to the following surveys:
*  Initial survey before the ship is put into service;
*  Renewal survey at intervals not exceeding five years;  Annual survey within 3 months either way of the *anniversary date of the load line certificate. The
surveyor will endorse the load line certificate on satisfactory completion of the annual survey.
The period of validity of the load line certificate may be extended for a period not exceeding 3 months
or the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed.

PREPARATION FOR A LOAD LINE SURVEY

1.                  Check that all access openings at ends of enclosed structures are in good conditions. All dogs, clamps and hinges to be free and well greased. All gaskets and water-tight seals should be crack free. Ensure that the doors open from both sides

2.                  Check all cargo hatches and access to holds for weather tightness

3.                  Check the efficiency and securing of portable beams

4.                  If portable wooden hatch covers are used check that they are in good condition

5.                  If tarpaulins are used at least two should be provided for each hatch and in good condition

6.                  Inspect all machinery space opening on exposed deck

7.                  Check that any manholes and flush scuttles are capable of being made watertight

8.                  Check that all ventilator openings are provided with efficient weathertight closing appliance

9.                  All airpipe should be provided with satisfactory means for closing and opening

10.              Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight

11.              Ensure that non return valves on overboard valves are operating in a satisfactory manner

12.              Side scuttles and openings below the freeboard deck must have efficient internal watertight deadlights

13.              Check that all freeing ports are in satisfactory conditions

14.              All guard-rails and bulwarks should be satisfactory condition

15.            Derust and paint the deck line, loadline marks, load line and the draught marks
   *     *    * 

Cargo ship safety equipment survey(5 years)
An initial survey of cargo ship safety equipment shall include an inspection of the fire safety systems and appliances, life-saving appliances and arrangements except radio installations, the shipborne navigational equipment, means of embarkation for pilots and other equipment to which Chapters II-1, II-2, III and V of the 1974 SOLAS Convention apply, to ensure that they comply with the requirements of the relevant regulations, and they are in satisfactory condition and are fit for the service for which the ship is intended. In addition the fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals shall also be subject to this survey.
An annual survey shall include a general inspection of the equipment referred to above to ensure that it has been maintained to conform with the provisions of the relevant regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board and that it remains satisfactory for the service for which the ship is intended.
A renewal survey and a periodical survey shall include an inspection of the equipment referred to in the initial survey to ensure that it complies with the relevant requirements of the relevant regulations, is in satisfactory condition and is fit for the service for which the ship is intended

PREPARATION FOR A CARGO SHIP SAFETY EQUIPMENT SURVEY

1.                  Inspect all the lifeboat stores and equipment. Overhaul and renew as necessary

2.                  Inspect the lifeboats pay particular attention to buoyancy material and check that the bottom boards and thwarts are not cracked. Repaint the ship’s name and port of registry

3.                  Thoroughly over haul davits, winches and blocks and grease all moving parts. Renew or ‘end for end’ the falls

4.                  When the boats are in water run any lifeboat engines both ahead and astern

5.                  Check that the inflatable liferafts have been serviced within the last 12 months

6.                  Inspect the survival craft portable radio equipment

7.                  Over haul the lifebuoys especially the self ignighting lights and check that they are correctly located

8.                  Examine the life jackets and check they are correctly distributed

9.                  Check expiry dates of pyrotechnics

10.              Test the emergency lighting system

11.              Check fire control plans are posted and still legible

12.              Test the fire/smoke detection system

13.              Test and try out the fire pump including the emergency fire pump

14.              Check fire hoses, nozzles and applicators are in good conditions

15.              Test and overhaul the fixed firefighting system

16.              Overhaul portable and non portable fire extinguishers

17.              Confirm that all remote controls are operable

18.              Overhaul any applicable closing arrangement for ventilators, skylits, doors, funnel spaces and tunnels

19.              Overhaul the fireman’s outfit and recharge the compressed air B.A

20.              Inspect the pilot ladders, pilot hoists if carried

21.              Navigational equipment is also surveyed

            FORM -E  (RECORD OF EQUIPMENT TOGETHER WITH SEC)

EXAMPLE