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2nd MATE (F.G.)

ORALS

Function 3 Notes

NOTES PREPARED BASED ON FAQ’S BY

SURVEYORS

- Last Updated as per questions of Aug’24

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FUNCTION 3 – SYLLABUS
Controlling the Ship

Compliance with pollution prevention requirements

• Knowledge of precautions to prevent air and sea pollution
• Knowledge of pollution prevention rules and regulations, Anti-pollution procedures,
and all associated equipment.

Maintain the seaworthiness of the ship.

• Working knowledge and application of stability, trim and stress tables, diagrams
and stress-calculation equipment, understanding of basic actions to be taken in case
of partial loss of intact buoyancy, understanding of fundamental principal of
watertight integrity.
• Knowledge of principal structural members of a ship and proper names for the
various parts.

Prevent, control, and fight fires on board

• Knowledge of fire prevention, Ability to organize fire drills, Knowledge of firefighting
systems, and understanding of actions to be taken in the event of a fire, including
fire involving oil systems.

Operate Lifesaving Appliances

• Ability to organize abandon ship drills and knowledge of the operation of survival
craft and their associated equipment including Life Saving Appliances and Life
support apparatuses.

Apply Medical First Aid on board

• Practical application of medical Guide and advice by Radio including the ability to
take effective Life Saving action in case of on-board emergencies.
• Maintenance of medical chest.

Monitor compliance with legislative requirements.

• Basic working knowledge of the main IMO convention, the Indian Merchant Shipping
Act. 1958 and M/M.S. notices and other circulars (Issued by D.G.S. and various
recognized forums)
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Sr. No. INDEX Page No.

1 SOLAS & Emergency Equipment 1
2 MARPOL & Environmental Regulations 19
3 Certificates & Documentation 27
4 Ship Construction & Framing 35
5 Stability & Hydrostatics 43
6 Fire Safety & Life-Saving Appliances 53
7 Other Regulatory & Operational Aspects 62
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SOLAS & Emergency Equipment

SOLAS:
The International Convention for the Safety of Life at Sea (SOLAS) is one of the most important international treaties
concerning the safety of merchant ships. Originally convened in 1914 in response to the Titanic disaster, SOLAS was
designed to specify minimum standards for the construction, equipment, and operation of ships, compatible with their
safety.

Purpose of SOLAS
The primary objective of SOLAS is to specify minimum standards for the construction, equipment, and operation of ships,
ensuring their safety. The convention requires signatory flag states to ensure that ships flagged by them comply with
these standards through inspection and certification.

Contents of SOLAS
SOLAS consists of articles setting out general obligations, followed by an annex divided into 14 chapters. Each chapter has
its own set of requirements related to the safety of ships at sea:
1. Chapter I - General Provisions: Deals with the survey of the various types of ships and the issuance of documents
signifying that a ship meets SOLAS requirements.
2. Chapter II-1 - Construction - Subdivision and Stability, Machinery and Electrical Installations: The focus here is on
ship subdivision and stability, machinery, and electrical installations to ensure the ship remains stable and operational
under duress.
3. Chapter II-2 - Fire Protection, Fire Detection, and Fire Extinction: Provides detailed measures to protect ships from
fire through constructional and operational methods, including detection and extinction systems.
4. Chapter III - Life-saving Appliances and Arrangements: Specifies the standard for life-saving appliances like lifeboats,
liferafts, and lifejackets according to ship type.
5. Chapter IV - Radio Communications: Covers the requirements for radio communications for the global maritime
distress and safety system (GMDSS) which enhances the safety of life at sea.
6. Chapter V - Safety of Navigation: Applies to all ships on all voyages and stresses the importance of good navigation
practices including the obligation of ships to transmit ship identification number and location information.
7. Chapter VI - Carriage of Cargoes: Deals with the safe carriage of cargoes and containers including special measures
for dangerous goods.
8. Chapter VII - Carriage of Dangerous Goods: Includes requirements for the carriage of dangerous goods, detailing the
obligations for both ship and port authorities to safeguard the ship’s crew and environment.
9. Chapter VIII - Nuclear Ships: Contains regulations for the carriage of nuclear ships to ensure safety mainly in terms of
radiation.
10. Chapter IX - Management for the Safe Operation of Ships (ISM Code): Requires compliance with the International
Safety Management (ISM) Code which is mandatory under SOLAS.
11. Chapter X - Safety Measures for High-Speed Craft: Applies to high-speed passenger and cargo crafts.
12. Chapter XI-1 - Special Measures to Enhance Maritime Safety: Includes measures to improve maritime safety and
prevent accidents, including ship identification number scheme.
13. Chapter XI-2 - Special Measures to Enhance Maritime Security: Covers measures to prevent acts of terrorism and
other security threats to ships.
14. Chapter XII - Additional Safety Measures for Bulk Carriers: Includes additional safety measures for bulk carriers that
must comply with mandatory requirements regarding construction and equipment.
15. Chapter XIII - Verification of Compliance: Adds provisions for the verification of compliance with the provisions of
SOLAS.
16. Chapter XIV - Safety Measures for Ships Operating in Polar Waters (Polar Code): Sets additional provisions to ensure
the safety of ships operating in polar waters.

SOLAS Amendments:
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The International Convention for the Safety of Life at Sea (SOLAS) is subject to continual review and amendment to
address evolving safety concerns and incorporate the latest technological advancements in maritime safety. Amendments
to SOLAS are adopted by the International Maritime Organization (IMO) through a specific process and typically enter into
force on an internationally agreed date, following a tacit acceptance procedure unless explicitly rejected by a sufficient
number of parties.

Here are some notable amendments to SOLAS over recent years:

1. 2022 Amendments
• Onboard Lifting Appliances and Anchor Handling Winches: These amendments establish requirements for the
safe operation of onboard lifting appliances and anchor handling winches, including mandatory annual
inspections and thorough examinations at least every five years.
2. 2021 Amendments
• Carbon Intensity Indicators: Introduced mandatory measures to reduce greenhouse gas emissions, including new
operational energy efficiency measures. Ships are required to improve their energy efficiency and reduce carbon
intensity through the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII).
• Life-Saving Appliances: Updated requirements for life-saving appliances and arrangements to enhance
emergency preparedness and response capabilities on ships.
3. 2020 Amendments
• Fire Protection: Enhanced requirements for fire protection, detection, and extinction systems on ships, applicable
to both new and existing vessels.
• Maritime Cyber Risk Management: Included mandatory measures to incorporate cyber risk management into
ships’ safety management systems.
4. 2017 Amendments
• IAMSAR Manual: Updated to ensure consistency with revisions to the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual.
• Passenger Ship Safety: Improved regulations for passenger ships to enhance survivability and ensure the
functionality of critical systems following a casualty.
5. 2016 Amendments
• Damage Stability: New requirements were introduced for damage stability that apply to all ship types, aimed at
improving ship survivability under duress.
• Enclosed Space Entry: Introduced specific requirements to better manage the risks associated with entries into
enclosed spaces, including mandatory provisions for multiple gas detectors.
6. 2014 Amendments
• Emergency Breathing Systems (EBS): Required the provision of emergency breathing systems for firefighters on
board ships.
• Safety for Ships Operating in Polar Waters: Began the integration of mandatory safety measures for ships
operating in Arctic and Antarctic environments, paving the way for the Polar Code.
7. 2010 Manila Amendments (STCW)
• Although primarily affecting the Standards of Training, Certification, and Watchkeeping for Seafarers (STCW),
these amendments also impacted SOLAS to ensure higher standards of seafarer competence and operational
safety.

SOLAS Amendments for GMDSS:

Here is an overview of the SOLAS amendments that specifically pertain to the GMDSS:
1. Adoption of the GMDSS (1988 Amendments)
• Introduction of GMDSS Requirements: The initial adoption of GMDSS was one of the most significant
modernizations in maritime safety, formalized through a comprehensive set of amendments to SOLAS in 1988,
which entered into force in 1992. These amendments mandated the use of GMDSS equipment and procedures
on all cargo ships of 300 gross tonnage and upwards and all passenger ships on international voyages.
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• Equipment Requirements: The amendments outlined specific equipment that all ships must carry, including
satellite EPIRBs (Emergency Position-Indicating Radio Beacons), SARTs (Search and Rescue Transponders),
NAVTEX receivers, and VHF DSC (Digital Selective Calling) radios.
2. 2010 Manila Amendments (STCW)
• Enhanced Training Requirements: While the 2010 Manila Amendments primarily modified the STCW (Standards
of Training, Certification, and Watchkeeping for Seafarers), they included provisions that indirectly affected
GMDSS by enhancing the training requirements for maritime personnel. This ensured that all officers are
proficient in using GMDSS equipment and understanding GMDSS procedures, which are critical for responding to
distress situations.
3. Further Technological Integration (2016 and Beyond)
• Modernization of the GMDSS: Recognizing the rapid evolution of communication technology, subsequent
amendments to SOLAS have sought to integrate modern communication systems into the GMDSS framework.
This includes allowing the use of advanced satellite communication systems beyond those originally specified in
the 1988 amendments.
• Updates to Fit New Technologies: Ongoing amendments are expected as new technologies that can improve
maritime distress communications become available. These updates ensure that the GMDSS continues to serve
its fundamental purpose using the most effective and reliable technologies.
4. 2020 Updates
• Expansion of GMDSS Providers: Previously, the satellite services for GMDSS were primarily provided by Inmarsat.
Recent amendments have expanded the range of service providers, allowing other companies to participate and
offer GMDSS services, which enhances global coverage and redundancy.

Importance of Compliance
• Mandatory Compliance: All ships covered under the SOLAS treaty are required to comply with GMDSS requirements.
This ensures a standardized approach to emergency communication across the global fleet.
• Regular Updates: Ship operators must regularly update their GMDSS equipment and training protocols to comply
with SOLAS amendments, reflecting changes in technology and regulatory requirements.

SOLAS Chapter III Regulation 20:

SOLAS Chapter III Regulation 20 pertains to the operational readiness, maintenance, and inspections of life-saving
appliances and arrangements. This regulation is crucial for ensuring that all life-saving equipment on board is ready for
immediate use and maintained in a condition suitable for the purpose intended. Here’s an overview of what Regulation
20 encompasses:
Key Aspects of SOLAS Chapter III Regulation 20
1. Operational Readiness
• All life-saving appliances must be in working order and ready for immediate use at all times when the ship is at
sea.
2. Maintenance Requirements
• The ship must have procedures in place for the regular maintenance and inspection of all life-saving appliances
to ensure they remain operational and effective.
• Maintenance procedures should follow the guidelines provided by the equipment manufacturers and any
additional requirements set forth by the ship's flag state.
3. Inspections
• Weekly Inspections: Lifeboats (except free-fall lifeboats), rescue boats, and launching appliances must be visually
inspected weekly to ensure they are ready for use. This inspection should include checks on hooks, their activation
systems, and on-load release systems.
• Monthly Inspections: Lifeboats (including free-fall lifeboats), rescue boats, and fast rescue boats must be
inspected monthly. These inspections are more detailed and include checking the engine and other mechanical
parts for operational readiness.
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• Annual Inspections: All life-saving appliances should undergo a thorough annual inspection, which may be
conducted as part of the vessel's safety equipment survey. This includes testing and servicing to ensure
compliance with the applicable regulations.
• Periodic Servicing: At intervals not exceeding five years, lifeboats (except free-fall), launching appliances, and on-
load release gear must be thoroughly examined and operationally tested by competent personnel.
4. Records
• All maintenance, inspections, and servicing activities must be recorded. These records help in the periodic review
of the equipment's condition and ensure that all regulatory requirements have been met.
5. Additional Inspections
• After any period of extended service, repair, or when new life-saving appliances are installed, additional testing
and inspections must be carried out to confirm their functionality and compliance.
6. Crew Training and Drills
• Regular drills and training are required to ensure the crew is familiar with the operation of all life-saving
appliances. This is critical to ensuring a swift and efficient response in the event of an emergency.
Compliance and Enforcement
• The flag state authorities and recognized organizations typically enforce these requirements through regular
inspections and surveys. Failure to comply with Regulation 20 can lead to detention of the ship in port until
deficiencies are rectified.

SOLAS Latest Chapter:

The latest chapter added to the International Convention for the Safety of Life at Sea (SOLAS) is Chapter XV, which is
dedicated to safety measures for ships carrying industrial personnel. This chapter was introduced to ensure the safety of
those who are neither passengers nor crew but who are transported on ships to participate in operations related to the
offshore energy sector.
Chapter XV – Safety Measures for Ships Carrying Industrial Personnel
Purpose and Scope:
• Introduction: Chapter XV was adopted by the IMO to address the unique safety challenges posed by ships carrying
industrial personnel. These vessels often support offshore oil, gas, and renewable energy industries, where
specialized personnel are required for specific tasks not related to the operation of the vessel but to the
completion of specialized industrial activities at sea.
• Safety Measures: The chapter outlines additional safety measures to ensure the safe transportation of industrial
personnel, covering everything from the ship’s construction and equipment to operational requirements and
emergency preparedness.

Who are Industrial Personnel?

Definition:
• Industrial Personnel are defined as individuals who are transported on board ships to provide specialized
knowledge, expertise, or services related to the operational purpose or commercial activity of the ship. This
excludes the carriage of passengers and crew that are necessary for the normal operation and service of the ship.
Examples and Roles:
• Technicians such as wind turbine technicians for offshore wind farms.
• Engineers or specialized workforce involved in the construction, maintenance, or decommissioning of offshore oil
and gas installations.
• Scientific personnel carried on ships for research and development purposes associated with offshore industrial
activities.
Regulatory Focus:
• Safety Training: Industrial personnel are required to undergo specific safety training tailored to their roles and
the operational environment they will be working in.
• Emergency Procedures: Provisions must be made to ensure that industrial personnel are included in the ship’s
emergency procedures, including mustering, evacuation, and any other safety drills.
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• Accommodation and Facilities: Adequate accommodation and welfare facilities must be provided for industrial
personnel, keeping in mind the duration and nature of their work.

SOLAS Certificates:
Under the International Convention for the Safety of Life at Sea (SOLAS), various certificates are required to ensure that
ships comply with international standards for the safety of life at sea. These certificates serve as proof that a ship has
been inspected and found to comply with the necessary safety and environmental protection regulations set by the
International Maritime Organization (IMO). Here is an overview of the key SOLAS certificates:
1. Safety Construction Certificate (SCC)
• Purpose: Confirms that the ship's construction and equipment comply with the safety standards set out in SOLAS
Chapter II-1 regarding subdivision and stability, machinery, and electrical installations.
• Validity: Typically valid for five years.
2. Safety Equipment Certificate (SEC)
• Purpose: Certifies that the ship is equipped with the required safety equipment in accordance with SOLAS
regulations. This includes life-saving appliances, fire-fighting equipment, and navigation and communication
devices as outlined in SOLAS Chapters III and IV.
• Validity: Usually valid for five years, subject to annual endorsements.
3. Safety Radio Certificate
• Purpose: Confirms that the ship's radio communication equipment complies with the requirements set out in
SOLAS Chapter IV. This is crucial for ensuring that ships can communicate effectively in emergencies.
• Validity: Also typically valid for five years with annual endorsements.
4. Cargo Ship Safety Certificate (CSSC)
• Purpose: An optional certificate that combines the Safety Construction, Safety Equipment, and Safety Radio
Certificates into a single document for cargo ships of 500 gross tonnage and above.
• Validity: Valid for five years with annual surveys.
5. Passenger Ship Safety Certificate
• Purpose: Issued to passenger ships and confirms compliance with the requirements for life-saving appliances and
arrangements, fire protection, radio communications, and safety navigation equipment.
• Validity: Valid for one year, requiring annual renewal.
6. Document of Compliance with the Special Measures to Enhance Maritime Safety
• Purpose: This document certifies that a ship complies with additional safety measures as outlined in SOLAS
Chapter XI-1, which includes enhanced survey programs and ship identification number schemes.
• Validity: Valid for five years.
7. International Safety Management (ISM) Code Certificate
• Purpose: Certifies that the shipowner and operator have an approved Safety Management System (SMS) in place,
as required by SOLAS Chapter IX.
• Validity: The Document of Compliance (DOC) is usually valid for five years, and the Safety Management Certificate
(SMC) is valid for five years, with intermediate audits required.
8. International Ship Security Certificate (ISSC)
• Purpose: Ensures compliance with the International Ship and Port Facility Security (ISPS) Code, as specified in
SOLAS Chapter XI-2. This certificate confirms that the ship has appropriate security measures to prevent security
incidents.
• Validity: Valid for five years, subject to intermediate verification within three years.

Process for Obtaining Certificates

• Inspections and Surveys: Ships are inspected and surveyed by the flag state or recognized organizations (ROs)
authorized by the flag state. These inspections ensure that the ship's equipment, construction, and crew capabilities
meet the required safety standards.
• Renewals and Endorsements: Certificates require periodic renewals, endorsements, or intermediate surveys to
maintain their validity. These are conducted to ensure ongoing compliance with SOLAS regulations.
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Emergency Fire Pump Requirements

1. Availability and Accessibility:
• Each ship must be equipped with at least one emergency fire pump. This pump must be located outside the
machinery spaces and must be operable when the main fire pumps are not available due to a fire or other failures.
2. Capacity and Pressure:
• The emergency fire pump must be capable of delivering at least two jets of water from a single pump to any part
of the ship. This is to ensure that firefighting operations can be maintained across the ship.
• The pressure and flow rates must be sufficient to operate two hoses with nozzles at the required pressure.
3. Independent Power Source:
• The emergency fire pump must have an independent source of power, typically connected to the emergency
generator, and it must have its own suction pipe.
4. Controls:
• Controls for starting the emergency fire pump must be available in an easily accessible location that is not likely
to be cut off by a fire or other emergency situation.
5. Testing and Maintenance:
• Regular testing and maintenance of the emergency fire pump are required to ensure it is always ready for use.
The operation of the pump should be a regular part of the ship's safety drills.

Emergency Generator Requirements

1. Capacity and Functionality:
• The emergency generator must be capable of providing sufficient electrical power to operate critical systems
including but not limited to emergency lighting, fire detection and alarm systems, communication systems,
navigation and safety systems, and the emergency fire pump.
2. Fuel Capacity:
• The emergency generator should have a fuel supply that is capable of running the generator under full-load
conditions for at least 18 hours.
3. Location:
• The emergency generator should be located above the uppermost continuous deck. It should be housed in a space
that is readily accessible, well-ventilated, and free from fire hazards.
4. Automatic Starting:
• The emergency generator must be capable of automatically starting within 45 seconds of a blackout or failure of
the main power system.
5. Testing and Maintenance:
• Regular testing and maintenance schedules must be adhered to ensure the emergency generator is always
operational. Its performance and start-up should be routinely tested under load conditions as part of the ship’s
regular safety drills.
6. Independent Operation:
• The emergency generator must be independent of the ship’s main and auxiliary power systems and must have its
own switchboard.

Life Raft Deployment

1. Storage and Accessibility:
o Life rafts are stored in fiberglass containers and secured on deck in locations that are easily accessible and
unlikely to be submerged early during an emergency. They are usually stored in a way that they can float free
if the ship sinks, automatically inflating as they enter the water.
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2. Manual Launch:
o In situations where manual deployment is necessary (such as abandoning ship orders), the crew members
release the life raft by throwing it overboard or by using a launching appliance. This action should be
performed as per the drill and training provided.
3. Automatic Inflation:
o Once in the water, the life raft automatically inflates using a CO2 gas cylinder attached to the raft. The inflation
mechanism is triggered when the painter line (a rope connected to the ship and the life raft) is pulled tight as
the ship sinks, which then activates the gas cylinder.

Hydrostatic Release Unit (HRU) Working

1. Function:
o The HRU is designed to automatically release the life raft from its cradle when the ship sinks, ensuring that
the raft can float free and inflate. It is a critical safety device that operates independently of any action from
the ship's crew, which is especially important if the crew cannot manually deploy the raft.
2. Operation:
o The HRU is activated by water pressure. It is typically installed between the life raft container and the deck
cradle. When the ship sinks and the HRU reaches a depth of approximately 1.5 to 4 meters below the surface,
the water pressure activates the HRU mechanism.
o Upon activation, the HRU cuts through the securing rope or strap that holds the life raft container to the
cradle. This allows the container to float to the surface as the ship continues to sink.
3. Automatic Deployment:
o As the container surfaces, the painter line becomes taut, and once it reaches its full extension, it triggers the
inflation mechanism of the life raft. This rapid inflation ensures that the raft is ready for use by any crew
members or passengers still in the water.
4. Maintenance and Inspection:
o HRUs must be inspected and replaced periodically, typically every two years, to ensure they remain
functional. The expiry date is clearly marked on the unit. Regular inspections are part of the safety equipment
checks carried out on ships to comply with maritime safety regulations.

Simulated Launching of Free-Fall Lifeboats

1. Preparation and Procedure:
• Crew Briefing and Assembly: The crew gathers for a briefing to review the procedure, roles, and safety
precautions. All participants wear proper safety gear including life jackets.
• Inspection: Before the simulation, the lifeboat and its launching system, including release mechanisms and
recovery equipment, are inspected to ensure they are in good working order.
• Securing the Lifeboat: The lifeboat is secured in its stowed position. The crew enters the lifeboat, straps into their
seats, and prepares as if for a real emergency launch.
• Simulation Process: Instead of releasing the lifeboat into the water, the release mechanism is activated in a
controlled manner to simulate the launch without allowing the lifeboat to actually free-fall. This often involves a
secondary safety system or a training mode on the release gear.
• Post-Simulation Inspection: After the simulated launch, the lifeboat and its systems are thoroughly inspected to
identify any potential issues that could arise during an actual launch.
2. Purpose:
• This simulation trains the crew in the operational procedures of launching while ensuring minimal risk and wear
to the boat and launching system. It reinforces safety protocols and ensures crew readiness.
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Launching of Rescue Boats

1. Preparation and Procedure:
• Crew Briefing: Similar to the lifeboat simulation, the crew is briefed, focusing on the specific operations of the
rescue boat.
• Inspection and Lowering: The rescue boat and its davit system are inspected thoroughly. The boat is then lowered
into the water using the davit. This process is carefully controlled to ensure the safety of the crew and equipment.
• Maneuvering: Once in the water, designated crew members board the rescue boat. They start the engine and
maneuver the boat away from the ship, practicing procedures for approaching and recovering a man-overboard
or performing other rescue tasks.
• Recovery: After the drill, the rescue boat is recovered using the davit system, and all equipment and gear are
secured. Crew members practice the stowing and securing procedures to ensure speedy deployment in actual
emergencies.
2. Purpose:
• Actual launching of the rescue boat provides hands-on experience in handling and operating the boat in real water
conditions. It ensures that crew members are familiar with all aspects of boat handling, engine operation, and
recovery processes.
3. Compliance and Safety:
• Both simulated and actual launchings are performed in compliance with SOLAS regulations and other relevant
safety guidelines. Regular drills are mandatory and help ensure that all safety equipment is functional and the
crew is prepared for emergency situations.

Operational Differences between Rescue Boats (RB) and Lifeboats (LB):

Features Rescue Boats (RB) Lifeboat (LB)

Primary Purpose Man-overboard recovery, marshalling liferafts, Escape and survival during ship abandonment
towing operations, and fast emergency due to emergencies like fire, collision, or
response. sinking.
Design and Smaller, more maneuverable, and often Larger, built for capacity and durability,
Construction equipped with outboard motors for quick action. equipped to sustain life with provisions and
insulation.
Capacity Typically smaller, designed to carry a limited Larger, designed to carry more people and
number of people for short durations. equipped for longer sustenance.
Equipment Minimal survival equipment; primarily safety Equipped with survival kits including food,
and rescue gear. water, first aid, and often navigational aids.
Deployment Quick deployment and recovery, intended for Slower to deploy; intended for organized
immediate response to emergencies. abandonment in critical situations.
Operational Use Used for short-term operations near the ship or Used for potentially prolonged periods in life-
in nearby rescue missions. sustaining conditions until rescue.

Operating a fixed CO2 system:

Operating a fixed CO2 (carbon dioxide) fire suppression system is a critical procedure that should be conducted with strict
adherence to safety protocols. Fixed CO2 systems are commonly used in engine rooms and cargo holds on ships to
extinguish fires where using water could be either ineffective or further harmful. Here is a step-by-step guide on how to
operate a fixed CO2 fire suppression system safely:
1. Confirm the Fire and Its Location
• Detection: Ensure the fire has been accurately detected and located before releasing CO2. Use fire detection
systems and physical verification.
• Consultation: Consult with the chief engineer and captain to make an informed decision.
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2. Prepare to Release CO2

• Evacuation: Ensure that all personnel are evacuated from the area to be flooded with CO2. This is critical as CO2
displaces oxygen and can lead to asphyxiation.
• Sealing the Area: Close all access to the area, including doors, ventilation ducts, and any other openings. This
prevents the escape of CO2 and maximizes its fire extinguishing capabilities.
3. Engage the CO2 System
• Warning System: Activate alarms to warn all personnel that CO2 is about to be released. This is typically done
using visual and audible alarms.
• Release Mechanisms: Depending on the system design, you may need to break a glass to access the release
mechanism or turn a key switch.
• Manual Release: Activate the CO2 system manually by opening the valves that release the gas into the protected
area. In many systems, this is achieved by pulling a lever or pressing a button.
4. Monitoring and Control
• Observe: Monitor the area remotely (if possible) to ensure that the fire is being suppressed. Use CCTV systems if
available.
• Additional Release: Some systems may require a second release of CO2 if the fire is not extinguished with the
initial discharge.
5. Post-Discharge Procedures
• Ventilation: Do not re-enter the area until it has been thoroughly ventilated and the atmosphere is confirmed
safe for breathing. CO2 levels and oxygen levels must be checked with appropriate gas detectors.
• Inspection and Recharge: After the situation is under control, inspect the system and recharge it to prepare for
any future emergencies. Ensure that all components are functioning and ready.
6. Safety and Training
• Regular Drills: Conduct regular training drills for all crew members on the correct operation of the CO2 fire
suppression system.
• Maintenance Checks: Regularly check the system as part of routine maintenance to ensure it is operational at all
times. This includes checking the pressure levels in CO2 cylinders, the integrity of piping, and the responsiveness
of control mechanisms.

Important Considerations
• Never enter an area immediately after discharging CO2 as the oxygen level may still be dangerously low and the
fire could reignite from hot surfaces.
• Always use personal protective equipment (PPE) if entering the area is absolutely necessary after discharge.
• Documentation: Document the use of the CO2 system, noting the reasons for its deployment, the outcomes, and
any casualties or damages.

Emergency Escape:
Emergency escape routes and provisions on ships are outlined in the International Convention for the Safety of Life at
Sea (SOLAS), under the Fire Safety Systems (FSS) Code. Specifically, the requirements for emergency escape routes and
arrangements are detailed in:
Chapter III of the FSS Code, which deals with fire safety provisions for the ship's crew and passengers. This chapter
includes guidelines and specifications on the construction, arrangement, and number of emergency escape routes to
ensure safe and rapid evacuation for all individuals on board in the event of a fire or other emergencies.

Provisions in Chapter III of the FSS Code Include:

• Design and Arrangement: The emergency escape routes must be clearly marked, adequately lit, and easily accessible
for all persons aboard. The design should minimize the possibility of blockages and ensure leads as directly as possible
to a safe area.
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• Signage and Lighting: Clear and luminescent signs indicating the direction to escape routes and emergency exits must
be provided. Emergency lighting should be installed along these routes to ensure visibility in power loss scenarios.
• Training and Drills: Regular drills and training sessions should be conducted to familiarize crew and passengers with
emergency escape routes. These drills ensure everyone knows how to quickly and safely evacuate in an emergency.
• Maintenance and Inspection: Emergency escape routes and associated safety features like doors, signs, and lighting
systems must be regularly inspected and maintained in good condition to ensure functionality when needed.

Abandon Ship Drill

Purpose and Frequency:
• Conducted to ensure that everyone on board is familiar with the procedures for abandoning the ship using the
lifeboats, liferafts, and survival gear.
• SOLAS requires that an abandon ship drill be conducted within 24 hours of a ship leaving a port if more than 25%
of the crew has changed, and then monthly thereafter.

Drill Procedure:
1. Alarm Signal: The drill begins with the sounding of the abandon ship signal—seven or more short blasts followed
by one long blast on the ship's whistle and internal alarm system.
2. Muster: Crew and passengers muster at their designated assembly stations, bringing their lifejackets and
immersion suits. Muster stations are usually located near the lifeboats and liferafts.
3. Head Count: A head count is taken to ensure all persons are accounted for.
4. Instructions: The captain or designated officer gives instructions and information about the emergency.
5. Lifejacket and Immersion Suit Donning: Crew and passengers don their lifejackets and immersion suits.
6. Embarkation into Lifeboats and Liferafts: As part of the drill, crew and passengers may practice embarking into
the lifeboats and liferafts, or this may be simulated depending on the conditions and safety considerations.

Lifeboat Launching Procedure

Davit-Launched Lifeboats:
1. Preparation: Check that the lifeboat is seaworthy, with all equipment onboard. Ensure that the release gear is set
to "secure" and that the boat is properly connected to the davits.
2. Boarding: Crew members and passengers board the lifeboat and secure themselves in their seats.
3. Lowering: The lifeboat is lowered into the water using the davit system. This is typically done under power, using
a motor to control the descent.
4. Maneuvering Away: Once afloat, the lifeboat is maneuvered away from the ship using its onboard motor.

Free-Fall Lifeboats:
1. Preparation: Similar to davit-launched boats, check that the lifeboat is ready and all equipment is present. The
boat is secured in its launching cradle.
2. Boarding: Crew members and passengers board the lifeboat and secure themselves in their seats, facing backward
(the direction of travel during free fall).
3. Release: When commanded, the securing pin is pulled (either manually or automatically), allowing the lifeboat to
free-fall into the water from the stern of the ship.
4. Maneuvering Away: The impact with the water can be severe; once stable, the lifeboat is maneuvered away from
the ship.
Safety Considerations:
• During drills and actual emergencies, the importance of calm, orderly conduct cannot be overstated. Panic can
result in injuries or mishaps during the launching process.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 11

• Regular maintenance checks are crucial to ensure that all launching mechanisms and safety equipment are in
optimal condition.

Recovering a lifeboat in heavy weather:

Recovering a lifeboat in heavy weather is a challenging and potentially hazardous operation. It requires careful planning,
coordination, and execution to ensure the safety of both the lifeboat crew and the ship's crew involved in the recovery
operation. Here are the steps and considerations involved in recovering a lifeboat during heavy weather conditions:
1. Assess Weather and Sea Conditions
• Safety First: Continuously assess the weather and sea conditions to determine if recovery is feasible without
jeopardizing the safety of the crew and the vessel. If conditions are too severe, it may be safer to keep the lifeboat
in the water until conditions improve.
2. Prepare the Ship and Crew
• Positioning the Ship: Maneuver the ship to create a lee, reducing wind and wave impacts in the recovery area.
The ship should ideally be positioned with its stern facing the prevailing weather, sheltering the lifeboat from
wind and waves.
• Brief the Crew: Ensure all crew involved in the operation are briefed on their roles and the procedures to follow.
They should be equipped with appropriate personal protective equipment (PPE), such as life jackets and
harnesses.
3. Communicate with the Lifeboat
• Establish Communication: Maintain constant communication with the lifeboat via radio. The lifeboat crew should
be instructed to approach from the leeward side of the ship, taking advantage of the shelter provided by the ship’s
hull.
4. Approach and Maneuvering
• Controlled Approach: The lifeboat should approach the ship slowly and carefully to avoid collision with the ship’s
hull. This must be coordinated with the ship's movements to ensure synchronization.
• Use of Guide Lines: Throw guide lines to the lifeboat from the ship if possible. These lines can help stabilize the
lifeboat as it approaches the recovery position.
5. Recovery Operation
• Engage Lifting Gear: Once the lifeboat is in position, hook the lifting gear or davit falls to the lifeboat under the
supervision of a competent officer. Ensure that the connection is secure before commencing lifting.
• Lift Steadily: Begin lifting the lifeboat, ensuring that the motion is steady and controlled. Adjust the lifting speed
according to the swell to avoid swinging or jerking motions that could endanger the lifeboat and its crew.
• Monitoring: Continuously monitor the operation and be ready to make adjustments based on the sea state or the
ship’s motion.
6. Secure the Lifeboat
• Securing on Deck: Once the lifeboat is onboard, secure it immediately to the cradle or chocks. Ensure that all
securing devices are properly engaged to prevent the lifeboat from moving due to ship’s motion or residual sea
action.
• Safety Check: Conduct a thorough check to ensure everyone involved is safe and accounted for, and that the
lifeboat is not damaged.
7. Debrief and Report
• Debrief Crew: After the operation, debrief all involved crew members to discuss what went well and what could
be improved. This can help refine future recovery operations.
• Documentation: Document the operation in the ship's log, including any issues encountered and the condition of
the lifeboat and crew.
Safety Considerations
• Always prioritize the safety of personnel over the recovery of the lifeboat. If conditions deteriorate, consider
delaying the recovery.
• Ensure that all crew members involved are trained and familiar with the specific recovery procedures and safety
equipment on your vessel.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 12

Precautions of Lowering a freefall lifeboat:

Lowering a freefall lifeboat (FFLB) for drills or actual emergency use involves specific precautions to ensure the safety of
personnel and the effectiveness of the lifeboat. These precautions are outlined in the SOLAS (Safety of Life at Sea) training
manuals, which provide guidelines on the procedures and safety measures to be followed. Here’s a comprehensive list of
precautions to consider when lowering a freefall lifeboat:
1. Inspection and Maintenance
• Pre-Operation Check: Conduct a thorough inspection of the lifeboat, launching appliances, and release
mechanisms before any operation. Ensure that no parts are worn or damaged.
• Maintenance Records: Regularly update and review maintenance records to ensure that all components have
been maintained according to the manufacturer’s recommendations and SOLAS requirements.
2. Training and Familiarization
• Crew Training: Ensure that all crew members are properly trained and familiar with the operation of the freefall
lifeboat, including understanding all launching procedures and safety measures.
• Drill Regularity: Conduct regular drills to keep crew proficiency high. SOLAS requires that freefall lifeboat drills be
conducted at least once every three months.
3. Safety Gear
• Personal Protective Equipment: Ensure that all personnel involved in the launching process are wearing
appropriate safety gear, including life jackets, helmets, and suitable protective clothing.
• Secure Inside the Lifeboat: All personnel inside the lifeboat should be securely seated and strapped in before
release to prevent injuries during the freefall and water entry.
4. Communication
• Clear Communication: Maintain clear and effective communication between the lifeboat crew and the ship’s
bridge or launching control station. Use reliable communication devices to ensure all commands and signals are
clearly understood.
• Launch Authorization: Ensure that the launch is authorized by the ship’s master or officer in charge, and only
proceed with launching when clear instructions are given.
5. Operational Checks
• Release Mechanism Test: Regularly test the release mechanism to ensure it functions correctly and smoothly
without any hitches.
• Securing Devices: Check that the lifeboat’s securing and release devices are correctly set up and fully functional,
preventing premature or accidental release.
6. Weather and Sea Conditions
• Assess Conditions: Evaluate weather and sea conditions to determine if it’s safe to conduct a launching drill. Avoid
launching in adverse weather conditions unless it is an actual emergency.
• Stabilization: If the drill or launch must be performed in less than ideal conditions, take all necessary measures to
stabilize the ship and lifeboat during the launching process.
7. Post-Launch Procedures
• Recovery Plan: Have a clear plan and procedure for recovering the lifeboat after the drill or in the aftermath of
an emergency.
• Inspection After Recovery: After the lifeboat is recovered, conduct another thorough inspection to check for any
damage incurred during the launch and address any issues immediately.
8. Documentation
• Log Entries: Record all drills and actual launches in the ship’s official log, noting any issues encountered and the
condition of the lifeboat post-launch.

Immersion Suit Testing:

 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 13

Immersion suits, also known as survival suits, are designed to ensure survival in the water by providing thermal protection
and buoyancy for the wearer. Regular testing of immersion suits is essential to ensure their reliability and functionality.
1. Visual Inspection:
• Integrity Check: Inspect the suit for any signs of wear, tear, or damage. Check for holes, tears, and deteriorated
seams.
• Zipper Function: Ensure the zipper operates smoothly and seals correctly.
• Seal Integrity: Check the seals around the face, wrists, and ankles to ensure they are intact and flexible.
2. Pressure Testing:
• Conduct pressure or air testing annually to check for leaks. This is usually done by inflating the suit and then
immersing it in water to look for air bubbles which indicate leaks.
• Some manufacturers and regulations may require that this testing be done at certified service stations.
3. Buoyancy and Fit:
• Periodically check the buoyancy and fit of the suit to ensure it still meets the wearer’s needs, especially if there
are changes in the crew’s body sizes or the physical conditions of the suits.
4. Functionality Tests:
• Test other functionalities such as the light and whistle if equipped. Ensure they are operational.
5. Storage Check:
• Ensure that immersion suits are stored properly in an accessible and marked location, free from potential damage
sources like sharp objects or chemicals.

Portable Fire Extinguisher Testing:

Portable fire extinguishers must be maintained in a fully charged and operable condition and kept in their designated
places at all times when not in use.
1. Monthly Inspections:
• Visual Inspection: Check for obvious physical damage, corrosion, leakage, or clogged nozzle.
• Pressure Gauges: Check that the pressure is within the operable range. Extinguishers equipped with a gauge
should show a full charge.
• Seals and Tamper Indicators: Ensure seals and tamper indicators are not broken or missing.
2. Annual Maintenance:
• Conducted by a trained technician. This includes a thorough examination and any necessary repair or replacement
of parts.
• Check the weight and pressure of refillable extinguishers to ensure they meet the specified standards.
3. Hydrostatic Testing:
• Required at different intervals depending on the type of extinguisher. For instance:
o Water, wet chemical, foam, and carbon dioxide extinguishers typically require testing every 5 years.
o Dry chemical extinguishers need hydrostatic testing every 12 years.
• This test involves filling the extinguisher with water or another non-compressible fluid that is pressurized to check
for cylinder strength and leaks.
4. Recharge:
• After any use or as needed following an inspection or maintenance check, extinguishers must be recharged
according to the manufacturer’s instructions.
5. Documentation:
• Maintain records of inspections, maintenance, and testing to ensure compliance with regulations and standards.

Emergency Position Indicating Radio Beacons (EPIRBs)

EPIRBs are devices used to alert search and rescue services in the event of an emergency. They do this by transmitting a
coded message on the 406 MHz distress frequency via satellite and earth stations to the nearest rescue coordination
center.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 14

Types of EPIRBs:
1. Category I EPIRB:
o Automatically Activated: Designed to float free from a sinking vessel and activate automatically when it
comes in contact with water.
o Waterproof and Buoyant: Ensures functionality after it surfaces.
2. Category II EPIRB:
o Manually Activated: Requires manual release and activation, typically used as a backup to the Category I
EPIRB.
Both types of EPIRBs may also include GPS capabilities to enhance the speed and accuracy of the search and rescue
operation by transmitting the location coordinates along with the distress signal.

Types of Lifeboats
Lifeboats are used to evacuate people from ships in an emergency and are designed to sustain the lives of those onboard
until rescue can be effected. They are equipped with supplies such as fresh water, food rations, first aid kits, and signaling
equipment.
1. Conventional Lifeboats:
• Covered Lifeboats: Most commonly found on cargo ships; they are fully enclosed to protect occupants from harsh
sea conditions and fire. These lifeboats are typically launched using davits (mechanical arms that swing the boat
out over the side of the ship).
• Open Lifeboats: Rarely used in modern vessels due to their lack of protection against the elements. These were
more common on older ships.
2. Freefall Lifeboats:
• Freefall Launch: Designed to be launched from a ramp on the stern of the ship, allowing the boat to "freefall" into
the water. This method is quicker and considered safer in rough weather conditions as it minimizes the time spent
on deck during an emergency.
• Advantages: Provides a high level of safety as it can be launched very quickly with minimal crew involvement, and
is less susceptible to adverse sea conditions during launching.
3. Inflatable Liferafts:
• Automatically Inflatable: Deployed using a hydrostatic release mechanism that automatically inflates the raft
when submerged in water.
• Capacity and Visibility: Can carry a large number of people and are highly visible, equipped with reflective
materials and lights.
4. Rigid Inflatable Boats (RIBs):
• Dual Structure: Combines a rigid hull with inflatable sides, used primarily as rescue boats due to their speed and
maneuverability.
• Versatility: Often used for quick response and rescue operations, as well as patrols and other operational
activities around the ship.

Rescue Boats Requirements:

Rescue boats are an essential part of the safety equipment on maritime vessels, serving as crucial aids in man-overboard
situations, emergencies, and for other rescue operations. The requirements for rescue boats are specified in the
International Convention for the Safety of Life at Sea (SOLAS) under Chapter III, which deals with life-saving appliances
and arrangements. Here’s a detailed overview of the key requirements for rescue boats:
SOLAS Requirements for Rescue Boats:
1. General Construction:
o Durability and Robustness: Rescue boats must be constructed to be durable and robust enough to perform
in all expected conditions during an emergency.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 15

o Buoyancy and Stability: Must be capable of maintaining buoyancy and stability in rough waters, even when
waterlogged.
2. Size and Capacity:
o Minimum Capacity: Typically, rescue boats must accommodate at least 5 persons. However, the required
capacity can vary depending on the ship's size and the total number of persons on board.
o Space Requirements: There should be sufficient room to carry out rescue operations, including space for
survivors and any necessary medical equipment.
3. Equipment:
o Communication: Equipped with suitable means of communication, such as VHF radiotelephones or other
waterproof and buoyant communication devices.
o Navigation: Must have equipment necessary for finding the way back to the ship or to a safe area, which can
include compasses, lights, and, in some cases, GPS devices.
o Survival Aids: Includes equipment such as thermal protective aids, first aid kits, and other necessary tools for
survival and assistance.
4. Maneuverability and Propulsion:
o Engines: Rescue boats are usually powered by outboard motors and should be capable of achieving a speed
of at least 6 knots with a full complement of persons and equipment.
o Handling: Must be capable of maneuvering alongside a ship or in close proximity to survivors in the water and
performing towing operations if necessary.
5. Launch and Recovery Systems:
o Launching Arrangements: Should be such that the rescue boat can be quickly and safely launched and
recovered. This often involves single-point lifting systems or davits that allow for rapid deployment and
retrieval.
o Independent Launching: Rescue boats should be capable of being launched and operated independently of
the ship's main power supply.
6. Visibility and Identification:
o High Visibility: Must be painted in highly visible colors and equipped with reflective materials.
o Markings: Clearly marked with the ship's name and port of registry.
7. Crew Training and Drills:
o Regular Drills: Crew members must be trained and drills must be conducted regularly to ensure familiarity
with the operation and handling of the rescue boat. SOLAS requires that a rescue boat drill be conducted at
least once a month.
8. Maintenance:
o Regular Checks: Regular maintenance checks are required to ensure that the rescue boat and its equipment
are always in ready condition. This includes checks before and after each drill or use, as well as detailed
inspections as part of the ship’s safety equipment surveys.

Fire Triangle
The Fire Triangle represents the three elements needed to start and maintain a fire:
1. Heat: The energy required to increase the material to its ignition temperature.
2. Fuel: Any combustible material - solid, liquid, or gas - that can be oxidized.
3. Oxygen: The air contains about 21% oxygen, and most fires require at least 16% oxygen content to burn.
Removing any one of these three elements will extinguish the fire.

Classes of Fires as per ISO & NFPA

Fires are classified based on the type of fuel that is burning, and this classification helps in choosing the appropriate
extinguishing agents and methods.
1. Class A (ISO: Class A, NFPA: Class A)
• Fuels: Fires involving ordinary combustibles such as wood, cloth, paper, rubber, and many plastics.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 16

• Extinguishing Media: Water, water mist, foam, dry chemical powder, and wetting agents.
2. Class B (ISO: Class B, NFPA: Class B)
• Fuels: Fires involving flammable liquids, oils, greases, tars, oil-based paints, and flammable gases.
• Extinguishing Media: Foam, carbon dioxide, dry chemical powders, and halogenated agents.
3. Class C (ISO: Class E, NFPA: Class C)
• Fuels: Fires involving energized electrical equipment.
• Extinguishing Media: Non-conductive agents such as carbon dioxide, dry chemical powders, and halogenated
agents.
4. Class D (ISO: Class D, NFPA: Class D)
• Fuels: Fires involving combustible metals such as magnesium, titanium, zirconium, sodium, lithium, and
potassium.
• Extinguishing Media: Special dry powder agents designed for the specific metal.
5. Class K (ISO: Class F, NFPA: Class K)
• Fuels: Fires in cooking appliances involving combustible cooking media such as vegetable or animal oils and fats.
• Extinguishing Media: Wet chemical extinguishers.

Fire Pump Requirements

Fire pumps are crucial in providing the necessary water pressure and flow for firefighting operations, especially in
buildings, ships, and other facilities.
1. Capacity and Pressure:
• The capacity and pressure requirements of fire pumps depend on the specific needs of the facility, including size,
layout, and potential fire hazards.
• Pumps must be capable of providing adequate flow at a specific pressure to all fire hydrants, hose reels, sprinkler
systems, and other firefighting equipment.
2. Types of Fire Pumps:
• Centrifugal Pumps: Most commonly used because of their ability to handle large volumes of water at high
pressures.
• Positive Displacement Pumps: Used in cases where precise flow control is needed.
3. Installation and Redundancy:
• Fire pumps should be installed according to local fire codes and standards, often requiring redundancy to ensure
functionality if one pump fails.
• In buildings, pumps are typically housed in a dedicated fire pump room with controls accessible for immediate
manual intervention during emergencies.
4. Testing and Maintenance:
• Regular testing and maintenance are critical to ensure that fire pumps operate effectively when needed. This
includes weekly or monthly testing and annual inspections.

SOLAS Requirements for Lifebuoys

Here are the key SOLAS requirements that specify the number, type, and features of lifebuoys that must be carried on
board ships:
1. Number of Lifebuoys:
o The minimum number of lifebuoys required on any vessel is dependent on the ship’s length:
▪ Ships of less than 100 meters in length should have at least 8 lifebuoys.
▪ Ships of 100-150 meters in length should have at least 10 lifebuoys.
▪ Ships of 150-200 meters in length should have at least 12 lifebuoys.
▪ Ships of over 200 meters in length should have at least 14 lifebuoys.
o Additional lifebuoys are required if the distance between two lifebuoys exceeds 100 meters.
2. Positioning and Accessibility:
o Lifebuoys must be distributed along the ship's side, with at least half of them provided with buoyant lifelines.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 17

o They must be readily available on the ship’s navigating bridge, promenade decks, and other locations where
they can be quickly accessed in an emergency.
3. Types and Features:
o Reflective Tape: All lifebuoys must be fitted with retro-reflective tape to enhance visibility during search and
rescue operations at night.
o Self-igniting Lights: At least half of the lifebuoys must be equipped with self-igniting lights to assist rescuers
in locating the person overboard during hours of darkness.
o Lifebuoy Markers: At least two lifebuoys on the vessel should be fitted with buoyant smoke signals (lifebuoy
markers) that can emit smoke for a minimum of 15 minutes, enhancing visibility from afar.
o Buoyant Lifelines: A minimum of one lifebuoy equipped with a buoyant lifeline (at least 30 meters in length)
should be available for quick deployment.
4. Maintenance and Inspection:
o Regular inspections should be conducted to ensure that lifebuoys are in good condition and their lights and
smoke signals (if applicable) are functional.
o Lifebuoys should be free from any damage that could affect their performance, such as deformities or
significant marks and should be kept clean and ready for use.
5. Training and Drills:
o Crew members must be trained in the proper use of lifebuoys, including the deployment of associated survival
and rescue equipment.
o Drills involving the throwing of lifebuoys should be regularly conducted to ensure crew proficiency in their
use during emergencies.

Liferaft Checks:
Regular checks and maintenance of liferafts are crucial to ensure they function correctly during an emergency. Liferafts,
as vital life-saving equipment on vessels, must adhere to stringent safety standards outlined in the International
Convention for the Safety of Life at Sea (SOLAS) and other regulatory bodies. Here’s a detailed look at the key aspects of
liferaft checks:
1. Visual Inspection
• General Condition: Check for any obvious signs of wear, damage, or deterioration. This includes inspecting the
container or valise for cracks, holes, or other compromises.
• Securing and Stowage: Ensure that the liferaft is properly secured and accessible for quick deployment. The cradle
and hydrostatic release unit (HRU) should be checked for correct assembly and function.
2. Servicing at Approved Service Stations
• Service Intervals: SOLAS requires that inflatable liferafts be serviced at an approved service station at intervals
not exceeding 12 months, unless extended to a maximum of 17 months to align with the vessel’s docking
schedule.
• Detailed Checks: During servicing, the liferaft is unpacked and fully inflated. Service technicians check for leaks,
test inflation systems, inspect seams and fabric for strength, and ensure that the gas cylinders and inflation valves
are in good working order.
• Equipment Check: All equipment stored within the liferaft (e.g., flares, water packets, first aid kits) is checked for
expiry dates and proper functioning.
3. Inventory of Safety Equipment
• Mandatory Items: Verify that all mandatory safety equipment as per SOLAS is present, including but not limited
to:
o Signaling devices (flares, whistle, mirror)
o Navigational aids (sea anchor, paddles)
o Survival equipment (water, food rations, thermal protective aids)
o First aid kit
• Documentation: Ensure that all equipment lists and manuals are up to date and stored within the liferaft.
4. Operational Checks
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 18

• Release Mechanism: Check the operation of the hydrostatic release unit (HRU), which automatically deploys the
liferaft at a certain depth underwater.
• Painter Line: Ensure the painter line, which is connected to the vessel and triggers the raft’s inflation upon
deployment, is properly secured and in good condition.
5. Record Keeping
• Service Records: Keep detailed records of all inspections, maintenance, and servicing. These records should
include dates, findings, actions taken, and the identification of the service station.
• Compliance Documentation: Maintain a certificate of serviceability, which is issued after each inspection and
service, ensuring compliance with safety regulations.
6. Crew Training and Drills
• Familiarity with Operations: Ensure that all crew members are familiar with the location, deployment procedures,
and operation of the liferafts.
• Regular Drills: Conduct regular drills that involve the simulated deployment of a liferaft, which helps in reinforcing
the crew’s readiness and ability to manage life-saving equipment during an actual emergency.

How to know that you are following ISM Code on Ship:

The ISM Code requires ship operators to establish and maintain a Safety Management System (SMS) that ensures
compliance with mandatory safety and environmental protection regulations, and to improve the safety management
skills of personnel ashore and aboard ships. Here's how you can ascertain that you are following the ISM Code on a ship:
1. Documentation of the Safety Management System (SMS)
• SMS Manual: The ship should have a clearly defined and documented SMS that includes the safety and
environmental protection policies, objectives, procedures, and management responsibilities as per the ISM Code.
• Document of Compliance (DOC): The company should hold a valid DOC issued by the flag state or Recognized
Organization (RO) indicating that the company and its shipboard management operate in accordance with the
ISM Code.
2. Safety and Environmental Protection Policies
• Clear Policies: Ensure that policies regarding safety management and environmental protection are documented,
implemented, and understood by all ship personnel.
• Regular Reviews: Policies should be regularly reviewed and communicated to ensure they remain effective and
relevant.
3. Procedures for Operational Safety
• Standard Operating Procedures (SOPs): All operational procedures, from navigation to cargo handling and engine
operations, should be in line with the SMS and designed to enhance safety.
• Critical Equipment Operations: Procedures for the operation and maintenance of critical equipment should be
clearly documented and followed.
4. Emergency Preparedness
• Emergency Procedures: The SMS must include procedures for responding to emergencies aboard the ship.
• Drills and Training: Regular drills should be conducted to ensure crew readiness. This includes fire drills,
abandonment, spill response, and other relevant emergency response drills.
5. Audits and Inspections
• Internal Audits: Regular internal audits should be conducted to ensure the SMS is functioning properly and that
the ISM Code requirements are being met.
• External Audits: External audits by the flag state, classification societies, or ROs should confirm compliance with
the ISM Code, leading to the renewal of the DOC.
6. Maintenance of the Ship and Equipment
• Maintenance Schedules: The SMS should include comprehensive maintenance schedules for all ship equipment
and machinery, ensuring they are always in good condition and compliant with safety standards.
• Records and Reporting: Proper records of maintenance, inspections, and corrective actions should be maintained
as part of the SMS.
7. Continuous Improvement
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 19

• Non-conformities, Accidents, and Hazardous Occurrences: There should be a systematic approach to reporting,
investigating, and analyzing non-conformities, accidents, and hazardous occurrences.
• Corrective Actions and Follow-ups: Implement corrective actions based on findings and monitor their
effectiveness over time.
8. Training and Competence
• Crew Competence: All crew members should be properly trained and certified as required for their roles. Training
records should be maintained, and competencies regularly assessed.
• ISM-Specific Training: Crew members should receive specific training on the ISM Code and the ship’s SMS.
9. Communication
• Feedback Systems: Mechanisms should be in place for crew to report safety concerns and provide feedback on
the SMS’s effectiveness without fear of reprisal.

MARPOL & ENVIRONMENTAL REGULATIONS

MARPOL stands for the International Convention for the Prevention of Pollution from Ships. It is one of the most
important international marine environmental conventions, aimed at preventing and minimizing pollution from ships both
at sea and in ports. The convention includes regulations aimed at preventing and minimizing pollution from ships from
various sources.
Historical Background and Enforcement
• MARPOL 73: The original convention was adopted on 2 November 1973 due to growing concern about marine
pollution.
• MARPOL 78: The Protocol of 1978 was adopted in response to a series of tanker accidents in 1976-1977, notably the
grounding of the Amoco Cadiz off the coast of France. The protocol introduced stricter standards to prevent tanker
accidents and minimize accidental pollution.
• Enforcement: The combined instrument, known as MARPOL 73/78, entered into force on October 2, 1983, integrating
the 1973 Convention and the 1978 Protocol into one unified treaty.

MARPOL 73/78 Overview

MARPOL 73/78 is structured into various annexes, each targeting different sources of pollution from ships and prescribing
measures to eliminate or minimize their impacts. As of now, there are six annexes, although not all countries have ratified
all annexes:

1. Annex I: Regulations for the Prevention of Pollution by Oil

Adopted: 1973 (as part of the original MARPOL Convention)
Enforced: 1983
Purpose: To prevent pollution of the marine environment by oil from ships during operations and in the event of an
accident.
Provisions:
• Requires ships to have oil discharge monitoring and control systems.
• Sets limits on oil discharge into the sea, including prohibiting the discharge of oil or oily mixtures within
prescribed distances from the nearest land.
• Mandates the use of Oil Record Books to log all oil transfers and discharges.
• Requires most tankers to have double hulls to reduce the risk of oil spills.

2. Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Adopted: 1973
Enforced: 1987
Purpose: To address pollution by noxious liquid substances carried in bulk.
Provisions:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 20

• Defines categories of noxious and hazardous substances and prescribes the conditions for their discharge into
the marine environment.
• Requires ships carrying noxious liquid substances to have a Pollution Category Certificate.
• Mandates the use of cargo record books.

3. Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
Adopted: 1973
Enforced: 1992
Purpose: To prevent pollution by harmful substances, which are carried in packaged forms.
Provisions:
• Establishes requirements for the packaging, marking, labeling, documentation, stowage, quantity limitations,
exceptions, and notifications for harmful substances.
• Ensures that harmful substances are safely packaged and documented.

4. Annex IV: Prevention of Pollution by Sewage from Ships

Adopted: 1973
Enforced: 2003
Purpose: To regulate the discharge of sewage into the ocean and protect the marine environment from pollution by
sewage.
Provisions:
• Prohibits the discharge of untreated sewage within a specified distance of the nearest land.
• Requires ships to be equipped with either a sewage treatment plant, a sewage comminuting and disinfecting
system, or a sewage holding tank.

5. Annex V: Prevention of Pollution by Garbage from Ships

Adopted: 1973
Enforced: 1988
Purpose: To address the issue of garbage created on ships during their operations and its impact on the marine
environment.
Provisions:
• Prohibits the disposal of all forms of plastics into the sea.
• Specifies distances from land and the manner in which certain types of garbage may be disposed of.
• Requires ports to provide adequate reception facilities for ship-generated garbage.

6. Annex VI: Prevention of Air Pollution from Ships

Adopted: 1997
Enforced: 2005
Purpose: To address air pollution from ships and to protect the environment by controlling airborne emissions from
ship engines and their fuel types.
Provisions:
• Sets limits on sulfur oxide and nitrogen oxide emissions from ship exhausts to minimize their impact on the
environment.
• Establishes requirements to prevent emissions of ozone-depleting substances.
• Introduces energy efficiency measures to reduce greenhouse gas emissions from ships, including the Energy
Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP).

Purpose of the "78" in MARPOL 73/78

The "78" in MARPOL 73/78 signifies the major amendments introduced in 1978, which were primarily in response to
catastrophic incidents that highlighted the need for stricter regulation to prevent marine pollution, particularly from oil
tankers. This amendment enhanced the effectiveness of the original 1973 convention, addressing operational pollution
and completing the legal framework for marine pollution prevention.
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Enhancements in MARPOL 78
• Enhanced Preventative Measures: MARPOL 78 introduced more stringent measures to prevent oil pollution, focusing
not just on accidental spills but also on operational discharges.
• Design and Equipment Standards: It set forth stricter standards regarding the design and equipment of ships to
prevent pollution. For example, it required the design of oil tankers to include segregated ballast tanks, reducing the
risk of oil discharge during ballast operations.
• Operational Procedures: The amendments included improved operational procedures to enhance the safety and
environmental compliance of shipping operations, particularly for oil tankers.
• Special Areas Protection: MARPOL 78 expanded provisions for "special areas" which are considered ecologically
sensitive sea areas that required greater protection through more stringent controls on operational discharges.

Implementation and Impact

The amendments were adopted to ensure that the convention addressed not only accidental pollution but also
operational pollution and to incorporate the latest technological advancements in pollution prevention. The protocol of
1978 effectively updated and enhanced the original MARPOL 73 convention, creating a comprehensive international
regime aimed at minimizing pollution from ships both in terms of operational practices and in response to accidents.

Special Areas under MARPOL Annex I and Annex V

Annex I - Oil: Special Areas under Annex I are designated sea areas where the discharge of oil or oily mixtures is completely
prohibited, except under very strict conditions. The designated special areas under Annex I are:
• Mediterranean Sea
• Baltic Sea
• Black Sea
• Red Sea
• "Gulfs" area
• Gulf of Aden
• Antarctic area
• North West European Waters
• Oman area of the Arabian Sea
• Southern South African waters

Discharge Criteria under Annex II - Noxious Liquid Substances

Annex II regulates the discharge of noxious liquid substances and includes detailed criteria based on the categorization of
substances. Key discharge criteria include:
• Category X: No discharge allowed into the sea; tank residues must be discharged to a reception facility.
• Category Y: Discharge is only allowed while the ship is en route and at a distance of more than 12 miles from the
nearest land, with the ship proceeding at a minimum speed of 7 knots and after ensuring the substance is diluted
at least 100 times.
• Category Z: Discharge must occur at least 12 miles from the nearest land while the ship is en route and proceeding
at a minimum speed of 7 knots.

Annex V - Garbage: For garbage, special areas are designated where the disposal of certain types of garbage is strictly
controlled to prevent marine pollution. Special areas under Annex V include:
• Mediterranean Sea
• Baltic Sea
• Black Sea
• Red Sea
• Gulf area
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 22

• North Sea
• Wider Caribbean Region
• Antarctic area

Garbage Categories under Annex V

Garbage is classified into categories for the purposes of regulation and management:
• Plastics
• Food wastes
• Domestic wastes
• Cooking oil
• Incinerator ashes
• Operational wastes
• Cargo residues
• Animal carcasses
• Fishing gear

Discharge from Machinery Spaces (Annex V)

Garbage from machinery spaces is regulated under Annex V, particularly regarding the disposal of oily mixtures:
• Discharge of oil or oily mixtures from machinery spaces is not allowed unless passed through an oil-water
separator, and the oil content does not exceed 15 parts per million.

Discharge Criteria for Food Waste under MARPOL Annex V

General Criteria:
• Food waste should be minimized to the greatest extent possible, and disposal into the sea should be done as a last
resort.
• Where disposal into the sea is necessary, the food waste must be ground or comminuted unless the ship is located
sufficiently far from land and from designated special areas.

Discharge Provisions:
1. Outside Special Areas:
o Comminuted or Ground: Food waste that has been comminuted or ground may be discharged into the sea
provided that it is capable of passing through a screen with openings no larger than 25 millimeters and the
ship is at least 3 nautical miles from the nearest land.
o Non-comminuted: Non-comminuted food waste may be discharged at a distance of 12 nautical miles from
the nearest land.
2. Within Special Areas:
o Discharge of food waste into the sea is prohibited, except under specific circumstances. Food waste that has
been comminuted or ground may be discharged more than 12 nautical miles from the nearest land, provided
it can pass through a screen with openings no larger than 25 millimeters.
o The Special Areas under Annex V where stricter controls are applied include the Mediterranean Sea, Baltic
Sea, Black Sea, Red Sea, Gulf area, North Sea, Wider Caribbean Region, and Antarctic area.

Garbage Categories Under MARPOL Annex V

Garbage from ships is categorized mainly based on its composition, and each type has specific disposal and management
requirements:
1. Plastics: Includes all types of plastic such as synthetic ropes, fishing nets, plastic bags, and all other plastic items.
Disposal of plastics into the sea is completely prohibited.
2. Food Wastes: Organic waste that is likely to decompose. The disposal of food waste is regulated based on the
distance from the nearest land and whether it has been comminuted (ground).
3. Domestic Wastes: Refers to domestic refuse (excluding food wastes and dishes) such as paper products, rags,
glass, metal, bottles, crockery etc. Disposal regulations depend on whether the waste can float or not.
4. Cooking Oil: Used cooking oil from the galley. Disposal of cooking oil into the sea is prohibited.
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5. Incinerator Ashes: Ashes from incinerated ship waste. Ashes must not contain any unburned or toxic residues,
and can only be disposed of at sea under specific conditions.
6. Operational Wastes: All solid wastes (including slurries) not covered by other Annex V regulations, generated
during the maintenance and operation of the ship. This includes soot, machinery parts, scraped paint, etc.
7. Cargo Residues: Remnants of any cargo material on board that remain on the deck or in holds following loading
or unloading. These are subject to different rules depending on whether the cargo is classified as harmful to the
marine environment and the waters in which the ship is operating.

Cargo Residues Under MARPOL Annex V

Definition and Regulations:
• Cargo residues refer to remnants of any cargo which are left after handling operations are completed. This
includes materials in hold cleaning water and deck washings.
• Harmful to the Marine Environment (HME): A classification for cargoes that, if discharged, would present a threat
in terms of toxicity, persistence, and bioaccumulation. Disposal of HME cargo residues at sea is prohibited.
• Non-HME Cargoes: Residues from non-HME cargoes can be discharged at sea, provided they are en route and at
a sufficient distance from the nearest land (typically more than 12 nautical miles), and the discharge is done in a
manner that disperses the material as widely as possible.
Applicability to Ships
• All Ships: The regulations for garbage management under MARPOL Annex V apply to all ships, which includes all
vessels and offshore platforms of any type operating in the marine environment.
• Special Requirements: Ships that carry solid bulk cargoes must have procedures and practices in place for
managing cargo residues. These must be documented as part of the ship's Garbage Management Plan.
Special Areas: Additional restrictions apply to the discharge of garbage and cargo residues in "Special Areas" where the
adoption of special mandatory methods for the prevention of sea pollution is required due to their oceanographic and
ecological condition and the particular character of their traffic. The designated Special Areas under MARPOL Annex V
include:
• Mediterranean Sea
• Baltic Sea
• Black Sea
• Red Sea
• "Gulfs area"
• North Sea
• Wider Caribbean Region
• Antarctic area

Regulation A1 - Reg 14
Regulation 14 under Annex VI pertains to the Sulphur Oxides (SOx) and Particulate Matter emission controls. It specifies
the limits on sulfur content in fuel oil used on board ships, which is restricted to a maximum of 0.50% m/m globally as of
January 1, 2020, outside of designated Emission Control Areas.

Certificates Required Under MARPOL:

1. International Oil Pollution Prevention Certificate (IOPP Certificate) - Annex I
o Purpose: This certificate confirms that the ship is equipped and managed to prevent oil pollution.
o Validity: Valid for 5 years, subject to annual/intermediate surveys.
o Applicability: Required for oil tankers of 150 gross tonnage and above and other ships of 400 gross tonnage
and above.
2. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate)
- Annex II
o Purpose: Confirms that the ship carries the equipment and management systems to control pollution by
noxious liquid substances.
o Validity: Valid for 5 years.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 24

o Applicability: Required for ships carrying noxious liquid substances in bulk.

3. International Sewage Pollution Prevention Certificate (ISPP Certificate) - Annex IV
o Purpose: Certifies that the ship has the equipment to treat and control sewage discharge.
o Validity: Valid for 5 years.
o Applicability: Required for ships of 400 gross tonnage and above or less if they are certified to carry more
than 15 persons.
4. Garbage Pollution Prevention Certificate (GPPC) - Annex V
o Purpose: Confirms that the ship is equipped and managed to control garbage pollution.
o Validity: Typically valid for 5 years.
o Applicability: Required for all ships of 400 gross tonnage and above and ships of 100 gross tonnage and above
which are certified to carry more than 15 persons.
5. International Air Pollution Prevention Certificate (IAPP Certificate) - Annex VI
o Purpose: Certifies that the ship is equipped to prevent air pollution (SOx, NOx, ODS, VOC emissions).
o Validity: Valid for 5 years.
o Applicability: Required for ships of 400 gross tonnage and above, as well as fixed and floating drilling rigs and
other platforms.
Common Features Across All Certificates:
• Surveys: Initial, annual, intermediate, renewal, and additional surveys as required.
• Issuance and Control: Issued by the flag state or recognized organizations (ROs) authorized by the flag state.
• Record Keeping: Copies of these certificates and the results of surveys must be kept on board and made available
for inspection as required by port state authorities.

MARPOL Amendments:
1. Annex VI – Regulations for the Prevention of Air Pollution from Ships
• 1997 Introduction: Originally adopted in 1997 and enforced in 2005, Annex VI sets limits on sulfur oxide and
nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone-depleting substances.
• 2008 Amendment (Revised Annex VI): Introduced stricter limits on sulfur oxide emissions, established Emission
Control Areas (ECAs) with more stringent controls, and introduced new regulations on shipboard incineration.
2. Annex V – Prevention of Pollution by Garbage from Ships
• 2012 Amendment: Revised regulations to prohibit the discharge of almost all garbage from ships. Enhanced
requirements for garbage management plans and record-keeping onboard ships.
3. Annex I – Prevention of Pollution by Oil
• Double Hull Requirements: Introduced in 1992 following the Exxon Valdez incident, these amendments
mandated double-hull design requirements for new oil tankers.
• 2010 Amendment: Enhanced the regulations for the transfer of oil cargo between oil tankers at sea, improving
the overall safety and environmental protection standards.
4. Special Area Provisions
• Various Amendments: Over the years, amendments have designated specific sea areas as "Special Areas" under
various MARPOL annexes, where the discharge of pollutants like oil, chemicals, and garbage is subject to more
stringent controls than elsewhere. Special Areas include parts of the Mediterranean, Baltic Sea, Red Sea, the
"Gulfs area", and the Southern South African waters.
5. Energy Efficiency Regulations
• 2011 Amendment (Energy Efficiency Measures): Introduced mandatory measures to reduce greenhouse gas
emissions from ships, including the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy
Efficiency Management Plan (SEEMP) for all ships.
6. Ballast Water Management
• While not a MARPOL amendment, the International Maritime Organization (IMO) adopted the Ballast Water
Management Convention in 2004, aiming to prevent the spread of invasive aquatic species through ballast water
discharged from ships, which complements the environmental goals of MARPOL.
7. 2020 Global Sulfur Cap
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• Part of the progressive amendments to Annex VI, this regulation, enforced from January 1, 2020, limits the sulfur
content in the fuel oil used aboard ships to 0.50% m/m globally, significantly reducing the amount of sulfur oxide
emanating from ships.

SOPEP - Shipboard Oil Pollution Emergency Plan

SOPEP is mandated under Annex I, requiring ships to carry a plan on board to respond to oil pollution incidents. This plan
outlines the steps to be taken in case of an oil spill, including notifying authorities, coordinating with relevant parties, and
mitigating environmental damage.
Purpose:
• SOPEP is designed to ensure that ships have a plan in place to respond promptly and effectively to oil pollution
incidents. The main goal is to minimize environmental damage by outlining the actions and procedures the crew
must follow in case of an oil spill.
Regulatory Requirement:
• As per Regulation 37 of MARPOL Annex I, every oil tanker of 150 gross tonnage and above and every non-tanker
of 400 gross tonnage and above must carry an approved SOPEP on board.
Implementation:
• The SOPEP must be specific to each ship, approved by the ship’s flag state, and must comply with the guidelines
provided by the International Maritime Organization (IMO).

SOPEP Contents:
1. Introduction and Objectives:
• Provides an overview of the purpose of the plan and its importance in ensuring preparedness for oil pollution
incidents. It explains the objectives, which include protecting the environment, minimizing the impact of the spill,
and ensuring effective coordination with national and international authorities.
2. Ship Particulars:
• Details about the ship, including name, flag, call sign, IMO number, gross tonnage, and any other relevant details
that might be required during an emergency response.
3. Notification Procedures:
• A step-by-step guide on who must be notified in the event of an oil pollution incident. This includes internal
notifications to ship management and external notifications to coastal state authorities, nearest coastal states,
insurance providers, and other relevant agencies.
• Contact details for all relevant parties, such as the ship's agent, the nearest coastal maritime authority, and the
shipowner’s office.
4. Steps for Incident Assessment and Action:
• Detailed procedures for assessing the situation, including determining the source of the leak, the type of oil
spilled, and estimating the volume of the spill.
• Immediate steps to be taken to stop or minimize the discharge.
• Description of safety measures to protect the crew, ship, and environment.
5. List and Description of Response Equipment:
• Comprehensive inventory of onboard pollution prevention equipment and materials, such as booms, dispersants,
absorbents, PPE (Personal Protective Equipment), and their locations.
• Instructions on how to use this equipment effectively during an oil spill.
6. Mitigation Procedures:
• Guidelines on containment and recovery – describes how to deploy booms and use skimmers and other recovery
equipment.
• Procedures for the use of dispersants, including types, quantities, and methods of application, if applicable and
allowed by local regulations.
7. Cooperation and Coordination with Local Authorities:
• Protocols for coordinating with local and national authorities to manage the response. This includes cooperating
with local response teams and integrating with national contingency plans.
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8. Training and Drills:

• Requirements and recommendations for training crew members in the use of SOPEP.
• Schedule and procedures for regular drills to ensure crew familiarity with the plan and effectiveness in responding
to oil spills.
9. Record Keeping:
• Procedures for documenting actions taken during an incident, including details of the incident, response actions,
communication logs, and outcomes.
10. Diagrams and Ship Plans:
• Detailed ship plans showing the locations of tanks, pipelines, transfer points, and pollution prevention equipment.

Emission Control Areas (ECA)

ECAs are areas designated under MARPOL Annex VI with stricter controls on emissions of SOx, NOx, and particulate
matter. Current ECAs include:
• Baltic Sea
• North Sea
• North American area (covering designated areas off the United States and Canadian coasts)
• United States Caribbean Sea area (around Puerto Rico and the United States Virgin Islands)

EEDI (Energy Efficiency Design Index)

The Energy Efficiency Design Index (EEDI) is a measure introduced by the International Maritime Organization (IMO) to
promote the use of more energy-efficient (and thus less polluting) equipment and engines on ships. EEDI is a key part of
the IMO's broader strategy to reduce greenhouse gas emissions from maritime transport.
Purpose:
• The primary purpose of EEDI is to establish a minimum energy efficiency level for new ships based on a formula
that calculates the amount of CO2 a ship emits per ton-mile of transport capacity.
• The EEDI aims to stimulate innovation and technological development in all aspects of ship design and operation
to make ships more environmentally friendly.
How EEDI Works:
• EEDI requires a certain minimum energy efficiency level that depends on the type and size of the ship. The formula
takes into account various parameters, including the ship's cargo capacity, engine power, and fuel consumption.
• The EEDI value is calculated for new ships and significantly modified ships (including major conversions). It is
applicable to cargo ships, tankers, bulk carriers, gas carriers, container ships, general cargo ships, refrigerated
cargo carriers, and combination carriers.
Implementation Phases:
• EEDI was introduced in phases, starting with Phase 0 (2013-2015), followed by subsequent more stringent phases.
Each phase sets stricter EEDI requirements, pushing for greater improvements in ship design and technology.
• By 2025, it is expected that all new ships will have to be 30% more energy efficient than those built in 2014.

Certificate of AFS Convention

The International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS Convention) was adopted
in October 2001 and entered into force in September 2008. The convention aims to eliminate the harmful environmental
effects of certain antifouling paints used on ships and to protect aquatic ecosystems and human health from adverse
effects of these harmful substances.
Purpose of the Certificate:
• The Certificate of AFS Convention is a document that certifies that the anti-fouling system used on the ship complies
with the requirements of the AFS Convention. This certificate is required for all ships of 400 gross tonnage and above
engaged in international voyages and all ships of 24 meters or more in length but less than 400 gross tonnage which
are not engaged in international voyages.
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Anti-fouling Systems:
• The AFS Convention specifically targets the use of harmful organotins in anti-fouling paints, particularly those
containing tributyltin (TBT), which was found to cause extensive ecological damage to marine life.
• Ships are required to either not use these harmful substances in their anti-fouling systems or to apply a coating that
forms a barrier to such compounds leaching from the underlying non-compliant anti-fouling systems.
Requirements and Documentation:
• Ships must carry a valid International Anti-Fouling System Certificate which provides details such as the type of anti-
fouling system used and any significant alterations to the anti-fouling system.
• Ships are also required to maintain a record in the form of an Anti-fouling System Record Book. This document
records events like the application of an anti-fouling system, any alteration of the anti-fouling system, and any
replacement of the anti-fouling system.

CERTIFICATES & DOCUMENTATION

Difference between Statutory Certificates and Mandatory Certificates:

Statutory Certificates Mandatory Certificates

Definition Issued under international conventions and mandatory Required by various maritime authorities, not
codes adopted by the International Maritime strictly limited to IMO conventions.
Organization (IMO).
Regulatory Derived from international conventions like SOLAS, Can be based on local maritime laws,
Basis MARPOL, STCW, etc. regulations, or additional international
guidelines.
Purpose Ensure compliance with globally recognized standards Ensure compliance with both global
for safety, pollution prevention, and crew competency. standards and additional national or regional
requirements.
Examples - Certificate of Registry - Health and Sanitation Certificate
- Safety Equipment Certificate - Port State Control Inspection Certificate
- Load Line Certificate - Cargo Gear Certificate
- Oil Pollution Prevention Certificate
Issued By Recognized Organizations (ROs) authorized by flag Can be issued by flag states, port authorities,
states, or directly by the flag state itself. or other local maritime bodies.

Surveys related to Maritime Certificates:

Surveys related to maritime certificates are inspections and verifications conducted to ensure that ships comply with
various international and national regulations concerning safety, security, and environmental protection. These surveys
are crucial for issuing and maintaining both statutory and mandatory certificates. Here’s how they are generally organized:
1. Initial Survey:
o Conducted before the ship is put into service.
o Ensures that the construction of a ship, including its structure, machinery, and equipment, complies with the
requirements of the conventions it is subject to.
o Necessary for issuing the initial statutory certificates.
2. Periodic Survey:
o Regular inspections conducted at intervals defined by international conventions or national regulations.
o Ensures ongoing compliance and checks the condition of the ship and its equipment.
o Includes annual, intermediate, and renewal surveys.
3. Annual Survey:
o Conducted yearly.
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o Ensures that the ship and its equipment are maintained in accordance with the regulatory requirements.
o Focuses on general condition of the ship and critical equipment relevant to safety and environmental
standards.
4. Intermediate Survey:
o Conducted at the midpoint of the validity period of a certificate, usually every 2.5 years.
o More detailed than an annual survey but less extensive than a renewal survey.
o Ensures the continued effectiveness and operational condition of the safety systems and equipment.
5. Renewal Survey:
o Conducted every five years before the expiry of the full-term certificate.
o Comprehensive survey that involves checking the ship and its equipment in detail to ensure it meets all
current standards required for the reissuance of the certificate.
6. Additional Surveys:
o Special surveys may be required following a maritime accident, significant repair, or modification.
o These are focused on specific areas that might be affected by the incident or changes made to ensure
compliance with safety and environmental regulations.

The Maritime Labour Convention (MLC) titles:

The Maritime Labour Convention (MLC), 2006, commonly referred to as the "Seafarers' Bill of Rights," aims to ensure
comprehensive rights and protection at work for the world's seafarers. The convention is structured into five broad titles,
each dealing with different aspects of maritime labor conditions:
1. Title 1: Minimum Requirements for Seafarers to Work on a Ship
o Regulation 1.1 – Minimum age: Specifies the minimum age for seafarers.
o Regulation 1.2 – Medical certification: Ensures seafarers are medically fit to perform their duties.
o Regulation 1.3 – Training and qualifications: Requires seafarers to be properly trained and qualified.
o Regulation 1.4 – Recruitment and placement: Sets standards for recruitment and placement practices to
protect seafarers.
2. Title 2: Conditions of Employment
o Regulation 2.1 – Seafarers' employment agreements: Mandates clear employment agreements to be held by
seafarers.
o Regulation 2.2 – Wages: Ensures seafarers are paid for their services.
o Regulation 2.3 – Hours of work and hours of rest: Specifies limits on hours of work/rest to ensure seafarers
have adequate rest.
o Regulation 2.4 – Entitlement to leave: Specifies minimum annual leave rights for seafarers.
o Regulation 2.5 – Repatriation: Guarantees the right of seafarers to be repatriated.
o Regulation 2.6 – Seafarer compensation for the ship’s loss or foundering.
o Regulation 2.7 – Manning levels: Ensures that ships are manned adequately for safe operation.
o Regulation 2.8 – Career and skill development and opportunities for seafarers’ employment.
3. Title 3: Accommodation, Recreational Facilities, Food, and Catering
o Regulation 3.1 – Accommodation and recreational facilities: Ensures accommodation and recreational
facilities meet specified standards.
o Regulation 3.2 – Food and catering: Requires access to good quality food and drinking water.
4. Title 4: Health Protection, Medical Care, Welfare, and Social Security Protection
o Regulation 4.1 – Medical care on board ship and ashore: Provides access to medical care on board and on
shore.
o Regulation 4.2 – Shipowners’ liability: Ensures shipowners are liable for seafarers’ health protection and
medical care.
o Regulation 4.3 – Health and safety protection and accident prevention: Addresses occupational safety and
health protection.
o Regulation 4.4 – Access to shore-based welfare facilities: Ensures seafarers have access to welfare facilities
on shore.
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o Regulation 4.5 – Social security: Mandates social security protections covering specified areas.
5. Title 5: Compliance and Enforcement
o Regulation 5.1 – Flag State responsibilities: Ensures that the flag states effectively enforce the MLC
requirements.
o Regulation 5.2 – Port State responsibilities: Allows for inspection of foreign ships in national ports to ensure
MLC compliance.
o Regulation 5.3 – Labour-supplying responsibilities: Ensures that states which supply labor fulfill their
responsibilities regarding seafarer recruitment and placement.

Main certificates and documents related to the MLC:

1. Maritime Labour Certificate (MLC)
o Purpose: This certificate provides proof that the ship has been inspected and meets the requirements of the
MLC regarding seafarers' working and living conditions.
o Issuance: Issued by the flag state or a recognized organization authorized by the flag state.
o Validity: Typically valid for five years, subject to interim and renewal inspections.
2. Declaration of Maritime Labour Compliance (DMLC)
o Part I: Prepared by the flag state, outlining the national requirements implementing the MLC and the
measures the shipowner must take to ensure compliance with these requirements.
o Part II: Prepared by the shipowner and must be approved by the flag state. It details the specific measures
put in place on the ship to comply with the national requirements stated in Part I.
o Purpose: To demonstrate that the shipowner has procedures in place to comply with the MLC and that these
have been reviewed and approved by the flag state.

International Ship Security Certificate (ISSC):

Purpose:
• The ISSC certifies that a ship is compliant with the security requirements of the ISPS Code. It is crucial for ensuring
that the necessary measures are in place to address security threats related to potential terrorist activities or
other security-related incidents.
Issuance:
• Initial Certification: Includes a thorough on-board verification to assess compliance with the Ship Security Plan
(SSP), carried out by the flag state or a Recognized Security Organization (RSO) authorized by the flag state.
• Interim Certification: Granted under specific conditions, such as when a ship changes flag, a company takes over
the operation of a ship not previously operated by that company, or a new ship is put into service. Interim
certificates are valid for a maximum period of six months and cannot be extended.
Validity:
• An ISSC is typically valid for five years, subject to intermediate verification between the second and third
anniversary of the certificate to ensure ongoing compliance.
Requirements for Issuance:
• The ship must have a Ship Security Assessment (SSA) performed to identify potential security threats and
vulnerabilities.
• A Ship Security Plan (SSP) must be developed based on the SSA, outlining the security measures and procedures
in place to counter identified threats.
• The SSP must be implemented, and all staff involved in ship operations must be trained and familiar with relevant
security procedures.
Inspection and Verification:
• The ISSC is subject to periodic audits and inspections to verify that the security measures outlined in the SSP are
effectively implemented and maintained. These inspections are usually carried out by the flag state or an
authorized RSO.
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International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Purpose:
• Ensures that chemical tankers are built and equipped to carry hazardous and noxious liquid substances in bulk
safely.
• Lists the specific chemicals that the tanker is certified to carry, along with important details about the construction
and equipment necessary for the safe transportation of these chemicals.
Issuance:
• Issued to chemical tankers that comply with the detailed standards of the International Bulk Chemical Code (IBC
Code).
• The certificate details the ship’s construction and equipment as they pertain to the carriage of specific chemicals
noted in the certificate’s appendix, which lists all the chemicals the vessel is permitted to carry.

International Oil Pollution Prevention Certificate (IOPP)

Purpose:
• Certifies that the tanker has the necessary equipment, systems, and procedures to prevent oil pollution.
• The IOPP Certificate also includes the Ship Oil Pollution Emergency Plan (SOPEP) as required by MARPOL Annex I.
Issuance:
• Issued under MARPOL Annex I, which covers prevention of pollution by oil from operational measures as well as
from accidental discharges.
• The IOPP Certificate is required for oil tankers of 150 gross tonnage and above and other ships of 400 gross
tonnage and above.

Certificates as per ISM:

Under the ISM Code, there are two main types of documents that must be maintained to demonstrate compliance:
1. Document of Compliance (DOC)
• Purpose: The Document of Compliance certifies that the ship management company operates in accordance with
the ISM Code. It confirms that the company's safety management system has been audited and that it complies
with the requirements of the ISM Code.
• Issuance:
o Issued by the flag state or a recognized organization (RO) authorized by the flag state.
o The DOC is specific to the shipping company, covering one or more ships of a certain type (e.g., oil tankers,
bulk carriers) operated by that company.
• Validity: Typically valid for five years, subject to annual verification within three months before or after the
anniversary date to ensure continued compliance.
2. Safety Management Certificate (SMC)
• Purpose: The Safety Management Certificate confirms that a ship is manned and operated in accordance with the
approved safety management system. It demonstrates that the ship's management adheres to the safety and
pollution-prevention standards as outlined in the company's Safety Management System (SMS).
• Issuance:
o Issued to individual ships that have shown they are operated according to the safety management system
established by the ship management company holding the DOC.
o Issued following a successful audit of the ship’s SMS, including verification that the SMS functions both in
practice and as documented.
• Validity: Typically valid for five years, with an intermediate audit required between the second and third
anniversary date.
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The Load Line Certificate:

The Load Line Certificate is a crucial document that indicates a ship's legal loading limit in various water conditions and
climates. This certificate is issued under the International Convention on Load Lines, which aims to ensure that ships have
sufficient freeboard and thus adequate reserve buoyancy.

Contents of the Load Line Certificate

The Load Line Certificate includes essential details about the ship and its loading limits:
1. Name and Details of the Ship:
o Ship's name, IMO number, and port of registry.
o Date of building and the details of the ship’s owner and operator.
2. Load Line Marks:
o A diagram or a picture showing the position of the load line mark on the ship’s hull.
o Description of the load line mark (also known as the Plimsoll Line), which includes the draft to which a ship
may be legally loaded.
3. Assigned Freeboard:
o The freeboard of a ship is the distance from the waterline to the upper deck level, measured at the middle of
the ship.
o The certificate lists the minimum freeboard allowed, which varies depending on the ship’s design and the
waters in which it operates.
4. Loading Conditions and Zones:
o Specifies different loading conditions for various seasonal and geographical zones (tropical, summer, winter,
and freshwater).
o Adjustments to the freeboard are made based on these conditions to ensure the ship’s safety.
5. Validity:
o The issue and expiry dates of the certificate.
o The certificate generally has a five-year validity period, subject to periodic surveys.
6. Issuing Authority:
o Name of the organization or authority that issued the certificate, typically a recognized classification society
or the maritime authority of the flag state.
7. Survey Statements:
o Details of the last survey conducted that warranted the issuance or renewal of the Load Line Certificate.
o Notes about any conditions of assignment or specific exemptions granted.

Watertight integrity that are indirectly linked to the Load Line certification process:
1. Survey Requirements:
o During load line surveys, inspectors check the ship’s structure, equipment, and condition to ensure they meet
the required safety standards. This includes detailed inspection of all watertight and weathertight closures on
the hull, such as doors, hatches, scuttles, and windows.
o The condition of the decks, bulkheads, and other structural components is assessed to ensure that they can
maintain integrity under different loading conditions.
2. Construction and Fittings:
o The surveys assess the construction features of the ship that contribute to its overall watertight integrity, such
as the design and condition of the hull, the closing appliances for openings in the hull, superstructures,
deckhouses, etc.
o Details regarding the materials used in areas affecting watertight integrity, maintenance of sealants and
gaskets, and the operational condition of watertight doors and hatches are scrutinized.
3. Stability and Freeboard Calculations:
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oStability calculations take into account the watertight subdivisions of the ship. The adequacy of these
subdivisions can affect the freeboard calculations, which in turn influence the marks indicated on the Load
Line Certificate.
o The integrity of watertight bulkheads and the ship’s ability to remain afloat and stable, considering potential
compartment flooding, are critical factors reviewed during certification.
4. Documentation and Plans:
o As part of the certification process, ship plans and documents related to watertight integrity and damage
stability are reviewed. This includes checking the plans that detail the locations and specifications of all
watertight compartments.
o Any modifications or repairs affecting watertight integrity are also reviewed to ensure they meet regulatory
standards.

ORB Contents:
The Oil Record Book (ORB) is a mandatory document for all ships to maintain, as required by the International Convention
for the Prevention of Pollution from Ships (MARPOL). It serves as a detailed log of all operations involving oil or oily
mixtures, whether from cargo operations, machinery operations, or oil discharges. The purpose of the ORB is to provide
a clear record for inspections by regulatory bodies to ensure compliance with pollution regulations.
The Oil Record Book is divided into two parts:
Part I - Machinery Space Operations (All Ships)
This part records operations related to machinery spaces on all ships of 400 gross tonnage and above, and ships below
400 gross tonnage which are not required to have a Cargo Record Book. It includes:
1. Ballasting or Cleaning of Oil Fuel Tanks
2. Discharge of Dirty Ballast or Cleaning Water from Oil Fuel Tanks
3. Collection and Disposal of Oil Residues (Sludge)
o The disposal of sludge via shore connection
o The quantity of sludge retained on board
o The incineration of sludge and the use of sludge for combustion (burning) in boilers
4. Non-automatic Starting of Discharge Overboard, Transfer or Disposal Otherwise of Bilge Water Accumulated in
Machinery Spaces
5. Automatic Starting of Discharge Overboard, Transfer or Disposal Otherwise of Bilge Water that has
Accumulated in Machinery Spaces
6. Condition of the Oil Discharge Monitoring and Control System
7. Accidental or Other Exceptional Discharges of Oil
8. Bunkering of Fuel or Bulk Lubricating Oil
o Identity of tank(s) bunkered
o Quantity of each type of oil bunkered
9. Additional Operational Procedures and General Remarks
Part II - Cargo/Ballast Operations (Oil Tankers)
This part is specific to oil tankers and records all operations involving cargo and ballast associated with the cargo tanks. It
includes:
1. Loading of Oil Cargo
2. Internal Transfer of Oil Cargo During Voyage
3. Unloading of Oil Cargo
4. Crude Oil Washing (where applicable)
o Tank(s) washed
o Washing method
o Whether the washing was performed between ports or at sea
5. Ballasting of Cargo Tanks
6. Ballast Discharge from Cargo Tanks
7. Cleaning of Cargo Tanks
o Tank(s) cleaned
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o Method of cleaning and the disposal of residues

8. Discharge of Dirty Ballast Contained in Cargo Tanks
9. Discharge of Water from Slops Tanks
10. Closing of all applicable valves or similar devices after slops have been completely discharged
11. Accidental or Other Exceptional Discharges of Oil
12. Additional Operational Procedures and General Remarks

Contents of LSA Plan:

The Lifesaving Appliances (LSA) Plan is an essential document onboard vessels, providing detailed information on the
location, type, and maintenance schedule for all lifesaving equipment. The LSA Plan is part of the vessel’s safety
equipment and is required under the International Convention for the Safety of Life at Sea (SOLAS). It is crucial for ensuring
that all lifesaving equipment is accessible, properly maintained, and ready for use in an emergency.
Key Contents of the LSA Plan
1. General Information:
o Ship’s name, IMO number, call sign, and other identifying details.
o Date of plan preparation and any revision dates.
2. Detailed Inventory of Lifesaving Appliances:
o Lifeboats: Number, type, capacity, and location.
o Liferafts: Number, type, capacity, location, and details on hydrostatic release mechanisms.
o Rescue boats: Specifications and launching arrangements.
o Lifebuoys: Quantity, locations on the ship, and any additional features like light and smoke signals.
o Lifejackets: Number, type (adult, child), location for regular and emergency use.
o Immersion suits and thermal protective aids: Number, type, and storage locations.
o Marine evacuation systems: Details if applicable.
3. Location Diagrams:
o Clearly marked diagrams or plans showing the exact location of all lifesaving appliances.
o Routes to reach these appliances from various locations aboard the ship.
4. Maintenance and Inspection Schedule:
o Detailed schedule for regular maintenance and inspections as per manufacturer guidelines and regulatory
requirements.
o Last serviced dates and due dates for next services.
o Record-keeping formats for ongoing maintenance and inspections.
5. Usage Instructions:
o Instructions for the use of each type of lifesaving appliance.
o Emergency procedures associated with the deployment and use of lifesaving equipment.
6. Training Requirements:
o Details regarding crew training on the use of lifesaving appliances.
o Schedule and records of drills and training sessions.
7. Safety Procedures:
o Specific safety procedures for the deployment of lifesaving appliances.
o Action plans for mustering and evacuation in emergency situations.

Purpose of the LSA Plan

• Safety Compliance: Ensures compliance with SOLAS and other maritime safety regulations.
• Operational Readiness: Assists in maintaining operational readiness of all lifesaving appliances for emergency
situations.
• Crew Training and Drills: Facilitates effective training and regular drills for crew members to be familiar with the
use of lifesaving equipment.
• Inspection and Survey Readiness: Keeps the vessel prepared for inspections and surveys by maritime safety
authorities.
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Documents and Plans before going to dry dock:

Here is a comprehensive list of documents and plans that are typically required before a ship goes into dry dock:
1. Dry Docking Plan
• Detailed plan specifying the scope of work to be carried out, including painting, repairs, replacements, and any
modifications.
• Schedule for the docking period with an estimated timeline for each task.
2. Docking Instructions
• Specific instructions related to the ship's stability and strength requirements during the docking process.
• Information on the vessel's particular characteristics that might affect the docking process, such as draft,
displacement, and any special structural concerns.
3. Class Survey Requirements
• List of surveys and inspections required by the classification society to maintain class during and after dry docking.
• Any specific requirements or recommendations from the classification society related to the vessel’s condition.
4. Repair and Maintenance Specifications
• Detailed descriptions of all repair and maintenance work to be done, prepared in consultation with the technical
department, and if necessary, external repair firms.
• Specifications for any parts, equipment, or materials needed for repairs or replacements.
5. Safety Plan
• A comprehensive safety plan including fire safety, confined space entry, and other relevant safety considerations
for work to be conducted in dry dock.
• Emergency response plan specific to the dry dock facility and the type of work being performed.
6. List of Deliverables
• Comprehensive list of all materials, equipment, and supplies to be delivered to the dockyard or to be provided by
the dockyard.
• Includes tools, spare parts, and other technical supplies necessary for the completion of planned work.
7. Certificates and Documentation
• Current certificates such as Load Line, SOLAS, MARPOL, and any others that might be subject to inspection or
renewal during the docking period.
• Any documentation that supports the vessel's compliance with maritime regulations which may be reviewed
during dry dock.
8. Inventory of Hazardous Materials (IHM)
• A complete and up-to-date inventory of hazardous materials required under the Hong Kong Convention for the
safe and environmentally sound recycling of ships.
9. Crew and Contractor Details
• Information on crew members and contractors involved in the dry docking, including responsibilities and contact
information.
• Work permits and other documentation required for contractors to work at the dockyard.
10. Technical Drawings and Diagrams
• Up-to-date drawings and diagrams of the ship, including structural, mechanical, and electrical systems that might
be relevant to the work being conducted.
• Any modifications or updates to these plans must be documented and available.
11. Insurance Documentation
• Proof of insurance coverage for the vessel during the dry docking period.
• Includes any special insurance required for particular types of work or risks associated with the docking.
12. Waste Management Plan
• Plan detailing the handling, disposal, and management of waste materials generated during dry docking, in
compliance with environmental regulations.
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Contents of the IOPP Certificate

The IOPP Certificate contains several key pieces of information and attachments detailing the ship's oil pollution
prevention equipment and management practices:
1. Ship Details:
o Name and distinctive number or letters of the ship.
o Port of registry.
o IMO number.
o Gross tonnage.
o Deadweight of the ship.
o Type of ship (e.g., oil tanker, bulk carrier, container ship).
2. Certificate Information:
o Issue and expiry dates.
o Authority and location where the certificate was issued.
o Name and signature of the issuing officer.
o Official seal or stamp of the issuing authority.
3. Equipment and Systems for the Control of Oil Discharge:
o Details of oil filtering equipment, including model and type.
o Specifications of oil discharge monitoring and control systems.
o Capacity and details of oil-water separating equipment or oil filtering systems.
o Configuration and capacity of sludge tanks.
o Details about the arrangement of bilge water holding tanks, if applicable.
4. Construction and Equipment Details:
o Diagrams and descriptions of the ship's construction related to oil containment.
o Information about the piping arrangement for handling oily mixtures.
o Specifications of emergency stopping devices and alarms for oil transfer operations.
5. Operational Procedures and Equipment Manuals:
o References to the ship's operational and maintenance manuals for oil pollution prevention equipment.
o Guidelines or references to the procedures for handling oily residues (sludges) and bilge waters.
6. Supplements to the Certificate:
o Form A (for ships carrying oil in bulk as cargo): Contains specifics about cargo and ballast capacities,
segregation arrangements, and other relevant details.
o Form B (for ships other than oil tankers): Details about the machinery space operations, including bilge water
management and equipment.
7. Record Books:
o Reference to the Oil Record Book (Part I for machinery space operations and Part II for cargo/ballast
operations for oil tankers), which must be maintained aboard the ship.
8. Survey Reports:
o Attachments or references to the last survey report that verifies the ship's compliance with MARPOL Annex
I.

SHIP CONSTRUCTION & FRAMING

Framing System of a Ship:

The framing system of a ship is a fundamental part of its structural design, providing necessary strength and stability.
Frames run transversely across the ship from the keel to the upper deck in the hull's construction. Let's delve into the
aspects of framing systems, how frames are numbered, and the marking conventions used.
1. Transverse Framing System:
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o In this traditional framing system, frames are placed at right angles to the keel. It's more common in smaller
ships and provides good resistance against the bending moments that occur in rough seas.
2. Longitudinal Framing System:
o Used primarily in larger vessels, where strength along the length of the ship is more critical. This system
consists of longitudinally oriented framing members (longitudinal girders) supported by transverse web
frames and bulkheads that are spaced further apart compared to traditional transverse frames.
3. Hybrid or Combined Framing System:
o Combines elements of both transverse and longitudinal framing systems to take advantage of the benefits
provided by each, often seen in complex vessel structures such as those of container ships or large tankers.

Numbering of Frames
Frame numbering on a ship follows a specific convention to provide a clear reference of location and spacing:
1. From the Bow to Stern:
o Frames are numbered starting from the forward part of the ship (bow) towards the aft (stern). This provides
a sequential order that helps in locating specific frames along the ship’s length.
2. Spacing:
o Frames are typically spaced equidistantly; common spacings are 24 inches (610 mm), 30 inches (762 mm), or
36 inches (914 mm), depending on the ship’s design requirements. The spacing helps determine the frame
number based on its distance from the bow.
3. Reference Point:
o The first frame at the forward perpendicular of the ship is often used as a reference point for numbering. Each
subsequent frame is then numbered incrementally as you move towards the stern.

How Frames are Marked

The marking of frames on a ship is crucial for identification during construction, inspection, and repair. Here’s how frames
are typically marked:
1. Stamping or Welding:
o Frame numbers can be stamped or welded onto the frame itself, making them easily identifiable even after
construction is complete.
2. Paint:
o In some cases, numbers are painted onto the frames, especially during construction or major overhauls in dry
dock.
3. On Plans:
o In addition to physical markings, frame numbers are indicated on the ship's structural plans and drawings,
aligning with the physical marks on the actual frames.
4. Use of Tags:
o During construction or repair, temporary tags might be used to identify frames, particularly when multiple
sections are pre-fabricated before assembly.

Longitudinal Framing
Longitudinal framing in ship construction involves arranging the primary structural members along the length of the ship,
parallel to the keel. This method contrasts with traditional transverse framing, where frames are set perpendicular to the
keel. Longitudinal framing is primarily used in larger vessels where longitudinal strength and flexibility are critical. Here
are key features and benefits of longitudinal framing:
Key Features:
• Longitudinal Girders and Stringers: These are the main structural components that run lengthwise from bow to
stern. They provide significant strength along the ship's length and help in resisting bending moments due to
waves and loading conditions.
• Transverse Web Frames and Bulkheads: These components are used to support and stabilize the longitudinal
elements, placed at larger intervals compared to a transverse framing system. They assist in maintaining the
vessel’s shape and structural integrity.
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• Reduced Frame Spacing: In areas where additional strength is required, such as near the engine room, the spacing
between longitudinal members may be reduced.
Advantages:
• Improved Structural Strength: Offers greater strength along the ship's length, which is crucial for large vessels
that face significant bending moments.
• Weight Reduction: Typically, longitudinal framing allows for a lighter structure compared to transverse framing,
contributing to better fuel efficiency and higher cargo capacity.
• Flexibility in Design: Facilitates the integration of larger open spaces within the hull, beneficial for cargo holds
and tanks.

Composite Framing on Ships

Composite framing refers to a construction method that combines elements of both longitudinal and transverse framing
systems. This approach is often adopted in modern shipbuilding to leverage the strengths of both framing methods,
enhancing the structural robustness and flexibility of the vessel.
Composition of the System:
• Longitudinal Members: Positioned along the length of the ship, these members primarily handle the longitudinal
stresses and contribute to the bending strength of the hull.
• Transverse Frames: These are placed at intervals across the breadth of the ship. They help in distributing local
loads and stresses and contribute to the overall torsional strength.
• Hybrid Sections: Areas of the ship may feature a denser grid of transverse and longitudinal members, such as
around the engine room or cargo holds, to handle higher stresses or specific operational requirements.
Advantages:
• Enhanced Structural Integrity: By combining both longitudinal and transverse elements, composite framing offers
superior resistance against various stresses—bending, torsional, and shear forces.
• Flexibility in Load Management: This system allows for more effective distribution of both cargo and operational
loads across the ship's structure.
• Adaptability: Composite framing can be tailored to meet specific design criteria and operational needs, making it
suitable for a wide range of ship types and sizes.
Applications:
• Container Ships: Often use composite framing to support the large open spans required for container storage.
• Tankers and Bulk Carriers: Benefit from composite framing in managing the heavy and shifting loads associated
with liquid or granular cargoes.

Duck Keel:
The duct keel is an integral structural feature found in many types of ships, particularly in larger vessels. It plays a critical
role in both the functionality and structural integrity of the ship.
Purpose of Duct Keel
1. Conduit for Piping and Cabling:
o The primary purpose of a duct keel is to serve as a protected passage within the ship’s structure through
which essential systems such as piping, cabling, and ducting can be routed. This arrangement facilitates easy
access for maintenance, inspection, and replacement without disrupting other shipboard operations.
2. Structural Strength:
o The duct keel contributes significantly to the longitudinal strength of the ship. It acts as a reinforcement for
the keel, helping to distribute stresses that the ship's hull experiences during operations, particularly in rough
seas.
3. Ballasting and Stability:
o In some ship designs, the duct keel can be used for ballast purposes. It may house ballast water lines and
systems, aiding in the stabilization and trim adjustments of the ship.
4. Damage Control:
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o The duct keel can enhance the ship’s safety by providing a compartmentalized area that limits flooding in case
of hull breach. This compartmentalization helps in controlling the spread of water ingress to other parts of
the ship.

Location of Duct Keel

• Positioning:
o The duct keel is typically located along the bottom of the ship, running longitudinally along the centerline,
beneath the main deck or cargo holds. It is generally situated close to the keel, which is the lowest and most
central part of a ship’s hull, adding to its utility in improving structural rigidity.
• Accessibility:
o Designed to be accessed via manholes and vertical access shafts, the duct keel allows personnel to enter for
inspections and to perform maintenance on the systems housed within it.

Garboard Strake
The garboard strake is the first strake of planking on either side of the keel of a wooden ship or the lowest strake of
plating next to the keel on a steel ship. This part of the ship's hull is crucial because it marks the transition between the
bottom and the sides of the vessel, connecting directly to the keel.
Purpose of the Garboard Strake
• Sealing and Structural Integrity:
o The garboard strake is instrumental in ensuring the integrity and watertightness of the hull. It must be
well-secured to prevent water ingress, as any failure in this area can lead to significant leaking due to its
low position close to the waterline.
• Strength Against Hydrodynamic Forces:
o It bears significant stress from hydrodynamic forces and must be robustly constructed and maintained to
preserve the structural strength of the hull.

How Strakes are Marked

Strakes in shipbuilding are named and marked to simplify the construction, repair, and inspection processes. Here’s how
the strakes are typically identified:
1. Naming System:
o Garboard Strake: Directly adjacent to the keel.
o Sheer Strake: The uppermost strake under the main deck beam at the ship’s side.
o The strakes in between are usually given alphabetical names (A-Strake, B-Strake, etc.), starting from the
garboard strake upwards or numbered systematically.
2. Marking on the Hull:
o During construction, strakes are marked directly on the steel plates or wooden planks. These markings are
usually done with paint or temporary chalk marks that indicate the position and alignment of each strake.
3. Technical Drawings and Documentation:
o Detailed plans and sections of the ship include labeled diagrams showing the position and extent of each
strake. These documents are crucial during the construction and maintenance phases to ensure correct
placement and alignment.
4. Physical Marking:
o In the steel construction of ships, the edges of steel plates in each strake might be stamped or engraved with
identifiers corresponding to their position as laid out in the construction blueprints.
5. Maintenance and Inspection Reports:
o During inspections and maintenance, the condition of each strake (especially critical ones like the garboard
strake) is noted in reports, with specific references to their marked identifiers.

Shell Expansion Plan:

 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 39

The Shell Expansion Plan is a crucial document in shipbuilding and repair, detailing the layout of the steel plates that
make up the outer shell or hull of a ship. This plan is essential for ensuring the correct fabrication and assembly of the
hull's steel plates and provides comprehensive information about the placement, size, and shape of each plate.

Purpose of the Shell Expansion Plan

1. Facilitates Assembly:
o The plan guides the shipyard workers in cutting, shaping, and assembling the hull plates correctly, ensuring
that all components fit together precisely as designed.
2. Ensures Structural Integrity:
o By providing detailed mappings of the hull's steel plates, the shell expansion plan helps maintain the structural
integrity of the ship, ensuring that the plates effectively distribute stresses and withstand external forces such
as water pressure.
3. Aids in Maintenance and Repairs:
o The plan is used during routine maintenance and repairs to identify specific plates and their connections,
simplifying the process of replacing or reinforcing damaged sections of the hull.

Contents of the Shell Expansion Plan

1. Plate Layout:
o Detailed illustrations show the layout of the hull plates in relation to the ship’s overall structure. This includes
the arrangement from bow to stern and from keel to deck.
2. Plate Identification:
o Each plate is uniquely identified (often numerically or alphabetically) to aid in tracking and assembly.
3. Dimensions and Shape:
o The plan specifies the dimensions and contours of each plate, including any necessary cutouts for openings
such as portholes, doors, or mechanical access points.
4. Welding and Fastening Details:
o Information on seam types, welding methods, and fastening requirements to ensure strong and watertight
joints between plates.
5. Material Specifications:
o Details about the type of steel or alloy used for each plate, taking into account factors such as strength,
flexibility, and corrosion resistance.
6. Strake and Frame References:
o The plan aligns each plate with the corresponding frames and strakes, ensuring proper placement and
alignment relative to the ship’s structural framework.
7. Markings and Annotations:
o Additional annotations for special treatments like corrosion protection coatings, insulation, or thermal
treatments.

Usage in Shipbuilding
• Pre-fabrication Stage:
o Before any steel is cut, the shell expansion plan is used to create templates and guides for shaping the
plates.
• Assembly Stage:
o As the hull is assembled, the plan provides a reference to ensure that each plate is correctly oriented and
joined to its neighbors.
• Quality Control:
o Inspectors use the shell expansion plan to verify the accuracy of the assembly and the adherence to design
specifications.

General Arrangement (GA) Plan:

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The General Arrangement (GA) Plan of a ship is a crucial document in both the design and operational phases of a vessel's
life. It provides a comprehensive overview of the ship's layout, including the locations and basic dimensions of the
structure, equipment, and spaces. This plan is essential for visualizing the overall design and functionality of the ship.

Purpose of the GA Plan

1. Design and Planning:
o Helps naval architects and engineers design and optimize the space allocation within the ship. It ensures that
all necessary components, such as machinery, passenger amenities, and cargo spaces, are appropriately
integrated into the overall ship design.
2. Construction and Building:
o Serves as a blueprint for shipbuilders, providing a detailed layout to follow during the construction process.
It outlines the placement of bulkheads, decks, superstructures, and other critical structural elements.
3. Regulatory Approval and Certification:
o Used to demonstrate compliance with safety and design standards to regulatory bodies. The GA plan must
meet the requirements set by maritime safety regulations, such as those from the International Maritime
Organization (IMO) or relevant classification societies.
4. Operational Use:
o Aids the crew in understanding the layout of the ship for operational, maintenance, and emergency
procedures. It includes escape routes, fire control plans, and the locations of safety equipment.
5. Sales and Marketing:
o Useful in sales and marketing contexts to show potential buyers or charterers the arrangements and
capacities of different spaces within the ship.

Key Elements of the GA Plan

1. Decks:
o Layouts of each deck, including the main deck, accommodation deck, bridge, and lower decks, showing
all compartments and their uses.
2. Machinery Spaces:
o Locations of the engine room, auxiliary machinery, tanks, and any technical spaces.
3. Accommodation Areas:
o Arrangement of passenger and crew accommodation areas, including cabins, mess rooms, and
recreational facilities.
4. Cargo Spaces:
o Detailed layouts of cargo holds, storage areas, and any special cargo handling facilities such as refrigerated
spaces or container slots.
5. Navigation and Bridge Areas:
o Layout of the bridge and associated navigational and operational control spaces.
6. Safety Equipment:
o Positions of lifeboats, liferafts, firefighting equipment, and other safety installations.
7. Access Points:
o Stairways, ladders, and corridors connecting different areas of the ship.
8. Service Areas:
o Locations of galleys, laundries, medical centers, and other service-related spaces.
9. Scale and References:
o The plan includes a scale and sometimes references for modifications or specific notes relevant to
different phases of the ship's lifecycle.
Usage of the GA Plan
• Pre-construction Reviews:
o Reviewed by all stakeholders, including design engineers, shipowners, and regulatory bodies, to ensure that
the design meets all requirements and is operationally viable.
• During Construction:
o Continually referenced by the shipbuilding team to ensure accurate implementation of the design.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 41

• In Operation:
o Used by the ship's crew for general orientation, training new crew members, and planning maintenance and
emergency response operations.

Spacing in the pounding region:

Pounding refers to the impact experienced by the bottom structure of a ship as it encounters heavy seas. This is a dynamic
phenomenon where the ship’s bow, particularly the forward bottom, strikes against the water surface during heavy
weather, creating significant stresses on the hull structure. Managing these impacts effectively is critical to maintaining
the structural integrity and safety of the vessel.

Importance of Spacing in the Pounding Region

In the pounding region of a ship, typically located towards the bow and sometimes extending midships depending on the
vessel’s design and operational profile, the spacing of structural components like frames, girders, and stringers is a critical
design consideration. Here’s why:
1. Increased Structural Support:
o Closer spacing of structural members in the pounding regions helps distribute the loads and stresses caused
by frequent impacts more evenly across the hull structure, reducing the risk of structural failure.
2. Enhanced Stiffness and Strength:
o Reducing the spacing between frames and longitudinal members increases the overall stiffness and strength
of the hull in these critical areas, helping to prevent deformation and damage due to pounding.
3. Reduction of Vibration and Fatigue:
o More frequent supports can also help reduce the vibration transmitted through the hull structure, which in
turn can decrease the fatigue experienced by materials over time.
Typical Spacing Adjustments
• Transverse Frames:
o In general ship construction, transverse frames are typically spaced between 600 mm to 1,200 mm apart.
However, in regions susceptible to pounding, this spacing may be reduced significantly to increase the
structural robustness of these areas.
• Longitudinal Members:
o Longitudinal members (stringers and girders) may also be spaced more closely in the forward part of the ship.
This arrangement adds to the longitudinal strength and helps in mitigating the bending moments experienced
during pounding.
• Plate Thickness:
o The plating in the pounding regions is often thicker than in other parts of the hull to withstand the repeated
impacts without cracking or buckling.
Design Considerations
• Hydrodynamic Analysis:
o During the design phase, hydrodynamic analyses, including slamming analysis, are performed to predict the
loads and stresses at the bow during operation in various sea states. This analysis helps in determining the
appropriate spacing and sizing of structural elements.
• Classification Society Rules:
o Classification societies provide specific rules and guidelines for the design and construction of ship structures,
especially in high-stress areas like the pounding region. These rules often specify minimum requirements for
frame spacing, plate thickness, and other relevant parameters.
• Material Selection:
o Using high-strength materials can also be a strategy to enhance the durability of the pounding regions without
necessarily decreasing the spacing between structural members significantly.

Spacing between Vertical Stringers:

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The spacing between vertical stringers in ship construction is a critical aspect that contributes to the overall structural
integrity and strength of the hull. Vertical stringers, often used in conjunction with horizontal or diagonal stringers, help
to reinforce the ship's shell plating against external pressures and impacts, such as waves and floating debris.
Importance of Stringer Spacing
1. Structural Support and Load Distribution:
o Stringers serve to reinforce the ship's hull, helping to distribute stresses more evenly across the surface of the
shell. Proper spacing ensures that the load is not concentrated in specific areas, which could lead to structural
failures.
2. Enhanced Stiffness and Stability:
o Adequate spacing between stringers increases the stiffness of the hull, which is essential for maintaining the
shape and stability of the ship under various load conditions.
3. Resistance to Buckling and Deformation:
o Close spacing of stringers can significantly enhance the buckling strength of the plating, especially in areas
subjected to higher dynamic loads, such as the bow or areas near the engine room.

Typical Spacing in Ship Construction

• General Spacing Guidelines:
o The spacing of vertical stringers typically ranges from about 600 mm to 1,200 mm. This range can vary based
on the size of the ship, the type of cargo, and specific design requirements determined by hydrodynamic and
structural analyses.
• Factors Influencing Spacing:
o Ship Type and Size: Larger ships or those with longer spans between major transverse members might require
closer stringer spacing to ensure adequate support.
o Operational Conditions: Ships that operate in harsh environments, such as icebreakers or vessels frequently
navigating in ice-prone waters, may have closer spacing to withstand higher operational stresses.
o Load Characteristics: The nature of the load (e.g., bulk cargo, containers, liquids) also influences the structural
design, including stringer spacing. Bulk carriers, for instance, might have different requirements compared to
container ships or oil tankers.
• Classification Society Rules:
o Classification societies provide specific guidelines and rules that dictate the minimum requirements for
stringer spacing. These guidelines are based on extensive research, testing, and historical data on ship
performance and safety.
• Customization Based on Structural Analysis:
o Advanced structural analyses, including finite element analysis (FEA), are often used during the design phase
to optimize stringer spacing. These analyses take into account global and local stresses, potential fatigue life,
and other relevant factors to determine the most effective spacing for each specific vessel design.

Steering Gear Room:

The steering gear room, located at the aft end of the ship near the rudder, houses the essential equipment and systems
required to control the ship's steering mechanism. It is a vital component of the ship's navigational safety, ensuring that
the vessel can be steered as intended under various conditions. Here’s what you typically find in a steering gear room:
1. Steering Gear Units:
• Hydraulic Rams/Pistons: These are the main components that move the rudder based on the helm commands.
They are usually part of a hydraulic system that converts hydraulic pressure into mechanical movement.
• Electric Motors: In some modern vessels, electric motors are used either to drive the hydraulic pumps or directly
move the rudder via electromechanical actuators.
2. Hydraulic Systems:
• Hydraulic Pumps: These generate the necessary hydraulic pressure to operate the rams or pistons that move the
rudder.
• Hydraulic Fluid Reservoirs: Tanks that store the hydraulic fluid used in the steering system.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 43

• Piping and Valves: These direct the flow of hydraulic fluid to the rams under controlled pressure.
3. Power Units:
• Power Packs: Consisting of an electric motor, a hydraulic pump, and a reservoir, these units supply power to the
hydraulic system.
• Backup Systems: To ensure redundancy, most steering gear systems have duplicate or even triplicate systems
that can be activated in case of a failure.
4. Control Systems:
• Telemotor Units: These hydraulic or electric units transmit steering orders from the bridge to the steering gear.
• Electronic Control Panels: Used for monitoring and controlling the steering gear. These panels allow the crew to
operate the steering gear manually if necessary and provide diagnostics and system status.
5. Feedback and Sensors:
• Rudder Angle Indicators: These devices provide real-time feedback on the rudder’s position to the bridge.
• Load Sensing Devices: Sensors that monitor the load on the steering system to prevent overload and potential
damage.
6. Safety and Monitoring Equipment:
• Alarms: Systems designed to alert the crew to any malfunctions or failures in the steering gear.
• CCTV Cameras: Often installed for remote monitoring of the steering gear room from the bridge or other parts of
the ship.
7. Maintenance Tools and Spares:
• Toolkits: For routine maintenance and repairs.
• Spare Parts: Critical spares such as seals, valves, hydraulic hoses, and other components that might need quick
replacement.
8. Documentation and Manuals:
• Operating Manuals: Detailed guides on operating the steering gear systems.
• Maintenance Logs: Records of all maintenance activities performed on the steering gears.

STABILITY & HYDROSTATICS

Angle of Loll:
The angle of loll is a term used in naval architecture to describe a condition where a ship is inclined to one side (either
port or starboard) and remains at this angle without external forces like wind or waves influencing it. This static tilt is an
indication of stability issues within the ship and is different from the dynamic rolling movement experienced due to
external forces.
Causes of Angle of Loll
1. Negative Initial Metacentric Height (GM):
o The angle of loll is primarily caused by having a negative GM, which means that the metacentric height (the
point about which a ship rolls) is below the center of gravity. This situation may arise due to improper loading,
consumption of fuel and water, or shifting of cargo, which lowers the center of buoyancy or raises the center
of gravity.
2. Free Surface Effect:
o Large quantities of liquid in partially filled tanks can shift from side to side as the ship rolls, worsening the
stability by effectively raising the center of gravity, leading to a free surface effect that can cause or exacerbate
an angle of loll.
3. Asymmetrical Loading or Flooding:
o If the cargo is not evenly distributed or if the ship experiences flooding in compartments asymmetrically, it
can lead to an imbalance that results in the ship settling at an angle of loll.

Consequences of an Angle of Loll

 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 44

• Reduced Operational Safety:

o Operating at an angle of loll can significantly impair a ship’s operational capabilities, including navigation and
cargo operations.
• Increased Risk of Capsizing:
o Prolonged or severe loll can potentially lead to capsizing if the condition worsens, especially under rough sea
conditions or if additional shifts in cargo or ballast occur.
• Structural Stress:
o Consistent leaning to one side puts additional stress on the ship’s structure, potentially leading to long-term
damage or failure of components.

Correction of Angle of Loll

• Ballasting:
o Adjusting the ballast water by either adding or redistributing it can help correct the center of gravity and
restore stability.
• Cargo Redistribution:
o Rearranging cargo to even out weight distribution across the ship can eliminate the loll.
• Pumping Out Free Water:
o Removing water from ballast tanks or bilges that is causing a free surface effect can stabilize the ship.
• Operational Adjustments:
o Sometimes, simply altering the operational mode, such as changing the speed or heading of the ship, can
reduce the effect of loll.

Angle of loll 5° on stbd side, corrections?

To correct an angle of loll of 5° on the starboard side, you'll need to address the underlying issues affecting the ship’s
stability. The primary goal is to shift the center of gravity (G) back towards the centerline of the ship or adjust the weight
distribution to achieve a positive metacentric height (GM). Here are some steps to consider for correcting this situation:
1. Ballast Adjustment:
• Add Ballast on the Port Side: Increase the ballast on the port side to counterbalance the tilt towards the
starboard. This helps shift the center of gravity back towards the centerline or even slightly to port, which can
help right the ship.
• Reduce Ballast on the Starboard Side: Alternatively, or in conjunction, reducing the amount of ballast on the
starboard side can also help in correcting the list.
2. Cargo Redistribution:
• Shift Cargo to Port: If the loll is caused by uneven cargo distribution, redistributing cargo from the starboard side
to the port side can help correct the imbalance.
• Secure and Balance Cargo Properly: Ensure that cargo is properly secured to prevent shifting, which could
exacerbate the angle of loll or lead to other stability issues.
3. Pumping Out Free Surface Water:
• Check for and Remove Free Surface Water: Water in tanks (especially ballast or fuel tanks) can move freely and
exacerbate the loll due to the free surface effect. Pumping out or properly securing such free surface liquids can
significantly enhance stability.
4. Fuel Consumption Management:
• Use Fuel from Starboard Tanks: If applicable, using fuel from the starboard side tanks first can help reduce the
weight on that side and assist in correcting the list.
• Balance Fuel Levels: Ensure that fuel levels are balanced across the ship to avoid creating further imbalance.
5. Operational Adjustments:
• Change Ship’s Speed or Heading: Sometimes, operational adjustments such as changing the ship's speed or
altering its heading relative to waves and wind can help manage and reduce the angle of loll temporarily. This can
be particularly useful when immediate physical adjustments aren't possible.
6. Inspection and Analysis:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 45

• Conduct a Stability Test: It may be necessary to conduct a stability test to get a precise understanding of the
ship’s current stability status and to plan further corrections.
• Inspect for Water Ingress: Ensure there's no unnoticed water ingress in any part of the ship, which could be
contributing to the problem.

What will happen if the ship is heeled further more than angle of loll?
If a ship is heeled further than the angle of loll, the stability of the ship could be severely compromised, leading to
potentially dangerous outcomes. The angle of loll itself indicates a condition of negative initial stability where the
metacentric height (GM) is negative, meaning the center of gravity (G) is above the metacenter (M). Here’s what can occur
if the heeling progresses beyond this point:
1. Further Reduction in Stability:
• As the ship heels beyond the angle of loll, the righting lever (the horizontal distance between the center of gravity
and the center of buoyancy) may decrease even further, reducing the vessel's ability to return to an upright
position. This reduction increases the risk of capsizing.
2. Increased Water Ingress:
• Excessive heeling can lead to more of the ship's deck and potentially the hull being submerged or exposed to
water, leading to water ingress. This can escalate the situation by increasing the weight on the already lower side,
further lowering the ship’s stability.
3. Dynamic Instability:
• In dynamic sea conditions, additional heeling beyond the angle of loll can introduce more complex movements
such as rolling and pitching. These dynamics can worsen the stability problems, especially if the ship encounters
waves that match the natural roll period, potentially leading to synchronous rolling or parametric rolling.
4. Potential Capsizing:
• If the heel angle continues to increase without any corrective action, the ship could reach a point of no return
where the righting energy (ability to self-right) is insufficient to counteract the heeling moment. This can lead to
capsizing, where the ship could turn over completely.
5. Shifting of Cargo and Equipment:
• Further heeling can cause unsecured cargo and equipment to shift, which might not only cause damage but also
shift the center of gravity further upwards or to the side, exacerbating the heeling.
6. Impact on Operational and Emergency Procedures:
• Critical operations aboard the ship can be hindered, including navigation and the ability to carry out emergency
procedures. In severe cases, the functioning of essential machinery and access to emergency equipment can be
compromised.
Preventative and Corrective Actions:
• Immediate Reduction of Heel: Actions should be taken to reduce the heel immediately, such as adjusting ballast,
shifting cargo to lower and center positions, and controlling any free surface effect in tanks.
• Stability Analysis: A thorough stability analysis should be performed to understand the current stability
characteristics and to determine the best course of corrective action.
• Emergency Preparedness: Crew should be prepared for emergency actions, including potential evacuation if the
stability of the ship cannot be restored and capsizing becomes imminent.

Geared container ship at port discharging and stbd side alongside. Listed to port 15deg and remains still. Why? angle
of loll condition:
This situation implies a stability issue where the ship's center of gravity has shifted unfavorably, leading to a negative
initial metacentric height (GM). Here’s a breakdown of what might be causing this and why it manifests as an angle of loll:
Causes and Contributing Factors
1. Uneven Cargo Handling:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 46

o If cargo is being discharged unevenly from the starboard side without compensatory ballasting or cargo
handling on the port side, it can cause the center of gravity to shift towards the port side. This shift can be
exacerbated if more weight (cargo) remains on the port side while starboard-side cargo is removed.
2. Inadequate Ballasting:
o Failure to adjust the ballast water appropriately during cargo operations can lead to an imbalance. If ballast
water isn’t added to the starboard side tanks or removed from the port side tanks to counteract the weight
of cargo on the port, it can result in a list.
3. Free Surface Effect:
o Fluids in partially filled tanks can move side to side, raising the center of gravity when the ship rolls or lists.
This free surface effect can significantly reduce the ship's stability, contributing to an angle of loll.
4. Distribution of Fuel and Other Consumables:
o Consumption or shifting of fuel oil, lubricants, or freshwater in asymmetrically located tanks can also alter the
ship’s balance during operations.

Addressing the Angle of Loll

Immediate Actions:
• Ballast Management: Adjusting the ballast to balance the ship can help correct the list. This might involve
pumping ballast water into starboard side tanks or out of port side tanks.
• Halting Cargo Operations: Temporarily stopping cargo operations to assess and strategize the redistribution or
securing of cargo might be necessary.
• Cargo Redistribution: Reassess and possibly redistribute cargo more evenly across the ship or specifically increase
weight on the starboard side to counter the list.
• Checking for Water Ingress: Ensure there's no water ingress or accumulation in unintended compartments which
might be exacerbating the list.
Long-Term Solutions:
• Review and Planning of Cargo Operations: Implement a more systematic approach to cargo handling, ensuring
that cargo weight is always counterbalanced during operations.
• Regular Stability Checks: Conduct regular stability tests and maintain accurate stability and ballasting information
to be referenced during cargo operations.
• Training Crew: Ensure all relevant crew members are trained in understanding and managing ship stability,
including dealing with angle of loll scenarios.

Container ship at angle of loll on port side, stbd side alongside jetty. Action to correct loll:
When dealing with an angle of loll on a container ship where the vessel is listed to the port side and the starboard side is
alongside the jetty, immediate and effective actions are required to correct the stability issue and bring the ship back to
an upright position. Here’s a step-by-step approach to address the situation:
1. Assess the Situation:
• Quickly gather all available information about the current cargo distribution, ballast conditions, and any possible
water ingress.
• Determine the exact degree of the list and verify that the situation is stable or worsening.
2. Ballast Management:
• Add Ballast to Starboard Side: Transfer ballast water into the starboard side tanks to help counteract the list to
port. This should be done carefully to ensure not to overcompensate and create a list on the opposite side.
• Remove Ballast from Port Side: Alternatively, or additionally, remove ballast from the port side tanks to reduce
the weight on that side.
3. Cargo Handling and Redistribution:
• Halt Discharging Operations: Temporarily stop all discharging operations if ongoing, and reassess the cargo
handling plan.
• Redistribute Cargo: If feasible, adjust the cargo distribution, shifting weights from port to starboard. This might
involve moving containers within the ship or onto the jetty if logistics allow.
4. Monitor and Adjust Fuel and Consumables:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 47

• Check the distribution of fuel, fresh water, and other consumables. Use or transfer these fluids to help balance
the ship, similar to managing ballast but with consideration to operational needs.
5. Inspect for Water Ingress:
• Thoroughly inspect the ship for any signs of water ingress that might be contributing to the list. Address any
findings immediately by pumping out water and securing the area against further ingress.
6. Utilize Tugboats:
• If available, tugboats can help physically maneuver the ship to assist in reducing the list or holding the ship steady
while corrective actions are taken.
7. Continuous Monitoring:
• Continuously monitor the list angle and the effects of the corrective actions. Adjust the interventions as necessary
based on real-time feedback and the dynamic situation.
8. Consult with Experts:
• If the situation does not improve or if there’s any uncertainty, consult with stability experts, naval architects, or
the ship's classification society for further technical guidance and support.
9. Documentation and Reporting:
• Document all actions taken and the outcomes. Report the incident and the corrective measures to the relevant
authorities and stakeholders as required by company policy and international regulations.
10. Review and Learn:
• After the situation is stabilized, conduct a thorough review to understand the cause of the angle of loll. Implement
lessons learned into future operations to prevent recurrence, including potential changes to procedures for
loading, ballasting, and cargo handling.

TPC (Tons Per Centimeter)

TPC stands for Tons Per Centimeter of immersion, which indicates how many metric tons of weight must be added to or
removed from a ship to change its draft by one centimeter. This measurement is crucial for precise cargo loading and
ballasting operations.
• Calculation: It is calculated by the formula TPC=Δρ100TPC = \frac{\Delta \rho}{100}TPC=100Δρ, where Δ\DeltaΔ
is the waterplane area (in square meters) at the waterline and ρ\rhoρ is the density of the water (in tonnes per
cubic meter).
• Usage: Understanding the TPC is vital for load planning and stability calculations, especially when considering the
changes in draft that occur as a ship moves from freshwater to saltwater or vice versa.

Camber
Camber, also known as the "round of beam," refers to the curvature of the deck in the transverse direction. It is designed
to ensure that water on the deck drains off to the sides quickly rather than pooling on the deck.
• Design Purpose: Camber is incorporated into the deck design for practical reasons primarily involving drainage
and safety. A flat deck can collect water, leading to potential hazards and increased weight.
• Measurement: Camber is generally expressed as a ratio of the height of the arch (rise) at the centerline to the
beam (width) of the deck, often a few centimeters per meter of beam.

Sheer
Sheer refers to the longitudinal curve of a ship’s deck from bow to stern, with the deck typically rising towards the bow
and stern. This design feature helps improve the seaworthiness of the vessel by providing additional buoyancy at the ends,
which can be particularly beneficial in rough seas.
• Functionality: Sheer helps the ship handle waves better by allowing the bow to lift over waves rather than plowing
through them. This can be crucial in reducing slamming, which is both uncomfortable and structurally taxing.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 48

• Aesthetic and Structural Role: Besides its functional role in seaworthiness, sheer also contributes to the aesthetic
appearance of a ship and provides structural strength by distributing the stresses encountered in rough seas.

Waterplane Area:
The waterplane area is a key concept in naval architecture that refers to the horizontal cross-sectional area of a ship at
the waterline. This area is critical for calculating several important characteristics of a ship, including stability, tonnage,
and how the ship will react when loaded or in motion.

Definition and Importance

• Definition: The waterplane area is the area of the ship's hull that is in contact with the water at any given draft. It is
defined by the outline of the ship at the waterline level.
• Importance: The waterplane area is a fundamental parameter in determining the ship's hydrostatic properties, which
include buoyancy, stability, and how it will sit in the water.

Calculation and Usage

• Calculation: The waterplane area can be calculated by integrating the ship's shape at the waterline level. This is
typically done using a plan of the ship's lines, which shows all the cross-sections of the hull. Advanced computational
tools and naval architecture software can also perform this calculation more efficiently and with greater precision.
• Usage:
o Buoyancy: It directly affects the buoyancy of the ship, as it helps in calculating the volume of water displaced
by the hull, which according to Archimedes’ principle, is equal to the buoyancy force acting on the ship.
o Stability: Changes in the waterplane area, when a ship is heeled (tilted to one side), are crucial in calculating
the ship's initial stability. A larger waterplane area generally indicates better initial stability.
o TPC (Tons Per Centimeter): It is used to determine the Tons Per Centimeter immersion, which indicates how
much weight needs to be added or removed to change the ship's draft by one centimeter. The formula
∆𝜌
involves the waterplane area and the density of the water, expressed as 𝑇𝑃𝐶 = , where Δ is the
100
waterplane area.

Impact on Ship Design

• Seakeeping and Resistance: The shape and size of the waterplane area affect the ship's resistance in water and
its seakeeping abilities. A well-designed waterplane can help minimize resistance, improving fuel efficiency and
speed.
• Load and Capacity: It plays a role in defining load lines and safety regulations, which determine how heavily a
ship can be safely loaded in different water conditions (freshwater, saltwater, tropical waters, etc.).

Dynamic Changes
• Impact of Waves and Load: The waterplane area can change with the ship's draft and trim, affected by loading
conditions, water density, and wave action. Understanding these dynamics is essential for the safe operation of
the vessel, especially in rough seas.

Will the density of water affect TPC of ship?

Yes, the density of the water significantly affects the Tons Per Centimeter (TPC) of a ship. TPC is a measure that indicates
how many metric tons of weight need to be added to or removed from a ship to change its draft by one centimeter. It is
directly influenced by the density of the water in which the ship is floating.
How Density Affects TPC
The TPC is calculated using the formula:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 49

∆𝜌
𝑇𝑃𝐶 =
100
Where:
• Δ is the waterplane area of the ship (in square meters).
• ρ is the density of the water (in tonnes per cubic meter).
• The factor of 100 comes from converting the unit from centimeters to meters and aligning the units of volume
displacement with that of density.

Impact of Different Water Densities

1. Saltwater vs. Freshwater:
o Saltwater is denser than freshwater due to its salt content. Typical seawater has a density of about 1025
kg/m³, whereas freshwater is about 1000 kg/m³. Consequently, a ship will have a higher TPC in saltwater than
in freshwater. This means that the same ship will sink less in saltwater for the same amount of weight added
compared to freshwater.
2. Temperature and Salinity Variations:
o Water density can also vary with temperature and salinity. Warmer water is less dense than colder water, and
water with higher salinity is denser than water with lower salinity. These variations can occur in different parts
of the ocean and during different seasons and can affect the TPC of a ship.

How to find GM?

The term GM refers to the metacentric height, an indicator of a ship's initial stability. It is the distance between the center
of gravity (G) of the ship and the metacenter (M). A positive GM value indicates good initial stability, while a negative GM
suggests poor stability, making the ship prone to excessive rolling or even capsizing under certain conditions.
Calculating GM
GM is calculated using the following relationship:
GM = KB + BM – KG
Where:
• KB is the distance from the keel to the center of buoyancy (B).
• BM is the metacentric radius, a geometric property of the hull that depends on the waterplane area of the ship.
• KG is the distance from the keel to the center of gravity (G) of the ship.

Detailed Steps to Find GM

1. Determine KB:
o KB can be found from the ship's hydrostatic tables or from stability software, which provides this value based
on the ship's draft. This value changes as the ship's load changes and alters the draft.
2. Calculate BM:
𝑰
o BM is given by the formula: 𝑩𝑴 = where I is the second moment of area (or moment of inertia) of the
𝑽
waterplane about a transverse axis through the center of buoyancy, and VVV is the displaced volume of water.
o I can be calculated from the ship's lines plan or obtained from stability software, and V is the displacement at
the current draft.
3. Measure or Estimate KG:
o KG is typically measured or estimated based on the ship's loading condition. This involves calculating the
vertical center of gravity of the ship from the keel, considering the distribution of all weights onboard (cargo,
fuel, ballast, etc.).
4. Compute GM:
o Plug the values obtained into the formula GM = KB + BM − KG to find the metacentric height.

Practical Measurement of GM
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In practice, GM can also be determined experimentally through an inclining experiment, which measures how the ship
inclines or tilts due to known weights being moved across the deck:
• Inclining Experiment:
o This is typically performed in a controlled setting such as during a sea trial or after significant alterations to
the ship.
o Known weights are moved a known distance across the deck, and the angle of heel is observed.
𝒅𝑿𝑾
o The GM is then calculated using the formula derived from the principles of moments: 𝑮𝑴 = is the
𝒘 𝑿 𝐭𝐚𝐧 ∅
distance the weight W is moved, www is the weight moved, and ϕ is the angle of heel caused by moving the
weight.

Importance of GM in Ship Stability

• A larger GM indicates greater initial stability, meaning the ship will return more forcefully to an upright position
if tilted.
• A very high GM, however, can cause a ship to snap back upright too quickly, which can be uncomfortable or
dangerous in rough seas.
• A low or negative GM indicates poor stability and increases the risk of capsizing.

Righting lever:
The righting lever, often symbolized as GZ, is a critical concept in naval architecture related to a ship’s stability. It is the
horizontal distance between the center of gravity (G) and the center of buoyancy (B) when a vessel is inclined. This
distance is a direct indicator of the moment (torque) that is trying to right the ship, or return it to an upright position,
after it has been heeled by external forces.
Definition and Importance
• Righting Lever (GZ): Measures the effectiveness of the restoring force that acts to right the ship when it is heeled.
The righting lever is crucial for assessing the initial and dynamic stability of a vessel.
• Importance: A larger righting lever at a given angle of heel generally indicates greater stability, as it implies a
stronger righting moment that can counteract the heeling force more effectively.
Calculation of the Righting Lever
The righting lever, GZ, can be calculated by: GZ = GM sin (θ) Where:
• GM is the metacentric height, the distance between the center of gravity (G) and the metacenter (M).
• θ is the angle of heel.

Detailed Explanation
1. Metacenter (M): When a ship is upright, the metacenter is directly above the center of buoyancy. As the ship
heels, the center of buoyancy shifts laterally (sideways) due to the change in underwater hull geometry.
2. Center of Gravity (G): The ship's center of gravity is a fixed point determined by the distribution of all weight
aboard the ship, including the hull, machinery, cargo, and ballast.
3. Center of Buoyancy (B): Moves side to side as the ship heels, depending on the submerged volume’s shape.
4. Angle of Heel (θ): The angle to which the ship has tilted from the vertical.

Practical Application and Measurement

• Stability Curves: Righting arm curves, or GZ curves, are plotted for various angles of heel. These curves are
essential tools used in stability booklets to assess the vessel's ability to recover from heeling. The area under these
curves, up to a certain angle, provides a quantitative measure of the ship’s overall stability.
• Inclining Experiment: The righting lever is also measured during inclining experiments to determine a ship’s
stability characteristics. By applying known weights at known arms and measuring the resulting angles of heel,
the actual righting lever can be compared against theoretical values.

Importance in Safety and Design

 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 51

• Safety Regulations: Maritime safety regulations often specify minimum stability criteria, including adequate
righting levers at various angles of heel, to ensure that ships can recover from heeling due to winds, waves, or
operational activities.
• Ship Design: During the design phase, naval architects use calculations of the righting lever to ensure that the
ship will have sufficient stability for its intended operations. Adjustments to the hull form, weight distribution,
and load line are made based on these calculations.

Use of GZ curves:
The GZ curve, also known as the righting arm curve, is a fundamental tool in naval architecture for assessing a ship's
stability. It plots the righting arm (GZ) against the angle of heel, providing a visual representation of the vessel's ability to
resist capsizing under various conditions. Understanding and utilizing GZ curves are essential for both the design and
operational safety of maritime vessels.
Purpose and Use of GZ Curves
1. Assessment of Stability:
o The primary use of a GZ curve is to evaluate the ship's stability at different angles of heel. The curve shows
how the righting lever changes as the ship tilts, which directly affects the ship's ability to return to an upright
position after being heeled by external forces.
2. Safety and Regulatory Compliance:
o GZ curves are used to demonstrate compliance with international stability criteria set by maritime regulatory
bodies such as the International Maritime Organization (IMO). These criteria often require specific values of
GZ at certain angles of heel to ensure that the ship has adequate stability.
3. Operational Planning:
o Operators use GZ curves to understand the stability characteristics of their vessels during loading and
unloading operations, ballasting, or when navigating in rough weather. Knowing the stability limits helps in
making informed decisions about cargo loading, ballast adjustments, and safe operational practices.
4. Design and Modifications:
o Naval architects use GZ curves during the design phase to ensure that the vessel will have sufficient stability
for its intended purpose. If a ship is being modified or retrofitted, new GZ curves are generated to assess how
changes in structure, weight distribution, or loading conditions affect stability.
5. Dynamic Stability Analysis:
o GZ curves are also used in dynamic stability analysis, where the vessel’s response to wind and waves is
studied. This analysis is crucial for vessels operating in extreme weather conditions or sensitive environments.

Characteristics of GZ Curves
• Initial Stability: At small angles of heel, the steepness of the GZ curve indicates the ship's initial stability. A steep curve
suggests good initial stability, meaning the ship will resist small disturbances strongly.
• Range of Positive Stability: This is the range over which the GZ curve is above the horizontal axis (positive GZ). It
indicates the angles between which the ship can recover from a heeled position. A wider range suggests better overall
stability.
• Maximum GZ and Angle of Vanishing Stability:
o The peak of the GZ curve represents the maximum righting arm and is crucial for understanding the most
effective point of righting leverage.
o The angle at which the GZ curve crosses back to zero (if it does) is known as the angle of vanishing stability or
the angle of loll. This angle indicates the limit beyond which the ship cannot right itself without assistance.

Intact Stability Criteria for Grain:

1. Specific Criteria:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 52

o Ships carrying grain are subject to the International Grain Code, which mandates specific stability criteria to
address the potential for grain to shift during transit. This shifting can drastically alter the center of gravity
and threaten the stability of the ship.
2. Heeling Moments:
o The Code requires calculations to ensure that the ship can withstand the heeling moments caused by potential
grain shift. It mandates that the ship maintains sufficient metacentric height (GM) after accounting for the
worst-case grain shift scenario.
3. Minimum GM Requirements:
o A minimum GM of 0.30 meters is generally required after correcting for the free surface effects of loaded
grain. However, the exact value may vary based on the ship's size and the specific voyage.
4. Use of Strapping and Bundling:
o The Code also requires that measures be taken to limit grain shift, such as using strapping or securing with
bundles, and the installation of shifting boards to prevent the movement of grain in holds.
5. Documented Procedures and Calculations:
o Detailed calculations of stability must be provided before departure, and specific documentation must be
carried aboard the vessel. This includes a document outlining the stability for the worst-case scenario of grain
shifting.

Intact Stability Criteria for General Cargo:

1. General Criteria:
o General cargo vessels must comply with the stability criteria outlined in the International Maritime
Organization’s (IMO) resolutions, such as Resolution A.749(18), known as the "Code on Intact Stability for All
Types of Ships Covered by IMO Instruments."
2. Stability Booklet:
o A stability booklet must be prepared and approved, containing all relevant stability data under various loading
conditions. This booklet helps in planning and assessing the ship's stability under different operational
scenarios.
3. Minimum Stability Standards:
o The criteria include minimum standards for metacentric height (GM), the area under the righting arm curve
(a measure of the ship's ability to resist capsizing), and the maximum allowable heel angle during operations.
4. Weather Criteria:
o Additional criteria may be specified for vessels that might encounter adverse weather conditions, requiring
the vessel to demonstrate adequate stability in rough seas.
5. Operational Limits:
o Operational limits based on stability calculations must be clearly defined and observed to ensure safety during
the voyage.

What is the valve between deck seal and bulkhead called, is it automatic or manual?
The valve located between the deck seal and the bulkhead, particularly in systems handling inert gas for cargo tanks such
as on oil tankers, is typically referred to as the Inert Gas System (IGS) Non-Return Valve or Check Valve. This valve plays
a crucial role in the safe and effective operation of the inert gas system.

Purpose of the Non-Return Valve:

• Prevent Backflow: The primary purpose of this valve is to prevent the backflow of gases from the cargo tanks to
the inert gas plant or other connected systems. This is crucial for maintaining the safety of the vessel by ensuring
that flammable or inert gases do not travel back into areas where they could pose a risk of fire or explosion.
• Maintain Directional Flow: It ensures that the inert gas flows in one direction—from the gas generation source
or supply towards the cargo tanks.
Automatic or Manual Operation:
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 53

• Automatic Operation: Most non-return valves or check valves in inert gas systems are automatic. They are
designed to allow flow in one direction and automatically close to prevent reverse flow when the directional
pressure changes. This automatic feature is critical for safety, ensuring immediate response to changes in system
pressure without the need for manual intervention.
• Safety and Control: While the primary function and operation are automatic, there can also be manual overrides
or controls integrated into the system. These manual controls allow for the isolation of parts of the inert gas
system for maintenance, testing, or emergency response.
Additional Features:
• Fail-Safe Mechanisms: These valves are often equipped with fail-safe features that ensure they close or move to
a safe position in the event of a malfunction or loss of power.
• Materials and Construction: Given the corrosive nature of some gases and the critical safety role these valves
play, they are constructed from robust materials that can withstand harsh conditions and exposure to various
gases.
Installation and Inspection:
• Regular Checks and Maintenance: Non-return valves, like all components of safety-critical systems, require
regular checks, maintenance, and testing to ensure they function correctly. This might include visual inspections,
leak tests, and functional checks to ensure the valve closes fully and opens appropriately under operational
conditions.

FIRE SAFETY & LIFE-SAVING APPLIANCES

Lifebuoys:
Lifebuoys, also known as life rings or life belts, are critical safety devices designed to be thrown to a person in the water
to provide buoyancy and prevent drowning. They are a standard and mandatory piece of safety equipment on all seagoing
vessels, including cargo ships, passenger ships, and offshore installations. Lifebuoys must meet specific specifications and
requirements set by international maritime safety regulations, notably those stipulated by the International Maritime
Organization (IMO) and outlined in the Safety of Life at Sea (SOLAS) Convention. Here are the key specifications and
buoyancy requirements for lifebuoys:
Lifebuoy Specifications
1. Material and Construction:
o Lifebuoys are typically made from buoyant materials such as polyurethane foam or other materials that do
not absorb water. They are covered with a durable, weather-resistant synthetic or canvas fabric to withstand
harsh marine environments.
2. Size and Weight:
o The outer diameter of a standard lifebuoy typically ranges from 720 to 800 mm (approximately 28 to 31.5
inches), and the inner diameter is usually about 400 to 500 mm (15.7 to 19.7 inches).
o The weight of a lifebuoy is generally at least 2.5 kg (5.5 lbs) to ensure it can support additional equipment
such as a light or smoke signal.
3. Color and Markings:
o Lifebuoys are required to be orange or similarly high-visibility color. They must also have retro-reflective tape
that enhances visibility during search and rescue operations at night or in poor visibility conditions.
o They should be marked with the ship's name and port of registry for identification purposes.
4. Attachments:
o Lifebuoys must be fitted with a grab line (a rope that circles around the lifebuoy) with a minimum length of 4
times the outside diameter of the lifebuoy.
o Some lifebuoys are also equipped with self-activating smoke signals and self-igniting lights to facilitate
location during rescue operations, particularly in adverse conditions.

Lifebuoy Buoyancy
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 54

1. Buoyancy Level:
o The minimum buoyancy requirement for a standard lifebuoy is 14.5 kg (32 lbs). This ensures that the lifebuoy
can support an adult person in the water until rescue can be effected.
o The buoyancy is provided by the material used in the lifebuoy’s construction, which is designed to remain
stable and afloat in choppy water conditions.
2. Performance in Water:
o The lifebuoy must be capable of supporting a specified amount of iron weights (typically around 14.5 kg) for
at least 24 hours without sinking in fresh water.
o It should be capable of quick deployment and easy grabbing, able to perform efficiently in different sea
conditions, including being thrown into the sea from a height (up to 30 meters specified in some regulations)
without sustaining damage.

Arrangement of Lifebuoys Onboard

The arrangement of lifebuoys onboard is governed by strict regulations to ensure they are readily available in an
emergency. These regulations specify not only how many lifebuoys must be present but also how they should be
distributed around the ship. Here's an overview of typical arrangements:
1. Number and Location:
o The International Convention for the Safety of Life at Sea (SOLAS) requires all ships to carry a minimum
number of lifebuoys depending on the ship's length. For instance, ships of 151 meters in length and over
must carry at least 8 lifebuoys, while smaller ships will carry fewer.
o Lifebuoys must be distributed evenly on both sides of the ship to ensure they can be accessed and
deployed quickly from either side in an emergency.
2. Accessibility:
o Lifebuoys are positioned to be readily accessible in locations such as the bridge wings, stern, and other
strategic points around the vessel, especially near the crew's living and working areas.
o They must be stored in such a way that they can be rapidly deployed without having to move any obstacles
or unlock storage containers.
3. Additional Equipment:
o At least half of the onboard lifebuoys are equipped with self-igniting lights to aid visibility at night or in
poor weather conditions.
o Two of the lifebuoys must be fitted with buoyant lifelines.
o SOLAS also mandates that at least two lifebuoys on the ship are equipped with smoke signals for marking
location in distress situations at sea.

Is MOB Marker a Lifebuoy?

Man Overboard (MOB) Markers are not considered lifebuoys but serve a complementary purpose in man-overboard
situations. They are used to mark the position where a person has fallen overboard. Here’s more on MOB markers:
1. Purpose and Function:
o The primary function of an MOB marker is to provide a visible indication of the location where a person has
fallen into the water. MOB markers are typically fitted with flashing lights, smoke signals, or both to increase
visibility and aid in rescue operations.
o They are designed to float upright in the water and may deploy a flag or light to increase visibility. Some
advanced MOB markers also include a radar reflector to enhance detection by radar.
2. Deployment and Use:
o MOB markers are typically thrown into the sea immediately after a man-overboard incident occurs to mark
the spot as accurately as possible. They help rescuers focus their efforts in a specific area, increasing the
chances of a successful recovery.
3. Difference from Lifebuoys:
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o Unlike lifebuoys, MOB markers do not provide buoyancy aid to a person in the water. Instead, they are purely
for marking purposes and to assist in the location and recovery operation.
o Lifebuoys are intended to be thrown to a person in the water to provide something to hold onto, helping
them stay afloat until rescued.

Types of Lifeboats
1. Open Lifeboats:
o Description: Traditional lifeboats that are open on top, with no roof or covering. They are equipped with
manual oars and sails but may also have a motor.
o Use: Less common nowadays due to their vulnerability to harsh weather and sea conditions. Still found on
older vessels.
2. Closed Lifeboats:
o Description: Fully enclosed lifeboats designed to protect occupants from harsh weather, high seas, and cold
water. They are self-righting, can survive rough seas, and are generally motorized.
o Use: Most common on modern ocean-going vessels due to their enhanced safety features.
3. Freefall Lifeboats:
o Description: Specially designed for rapid deployment, these lifeboats can be launched by free-falling into the
water from a ramp positioned on the stern of the vessel.
o Use: Often used on oil rigs, tankers, and cargo ships where quick evacuation is necessary.
4. Inflatable Lifeboats:
o Description: These are not rigid and can be stored in a compact state. They are inflated automatically when
deployed.
o Use: Common on commercial vessels, including passenger ships, as secondary or supplementary lifeboats due
to their ease of storage and deployment.
5. Partially Enclosed Lifeboats:
o Description: A hybrid between open and closed lifeboats, offering protection from the elements with partial
enclosures.
o Use: Found on ships where full enclosure isn’t deemed necessary but some protection is beneficial.

Types of Davit Launch Systems

Davits are the mechanical arms used to lower the lifeboats into the water. Several types of davit systems are employed
depending on the ship's design and the lifeboats used.
1. Gravity Davits:
o Function: Utilize gravity to lower the lifeboat into the water, with mechanisms to brake and control the
descent.
o Common Use: Widely used because of their simplicity and reliability.
2. Hydraulic Davits:
o Function: Use hydraulic systems to lower lifeboats, offering smoother, more controlled operations, especially
beneficial in rough conditions.
o Common Use: Preferred on larger vessels where heavier lifeboats necessitate a more robust system.
3. Freefall Davits:
o Function: Specifically designed for freefall lifeboats, these davits securely hold the lifeboat on a ramp
positioned above the waterline and allow it to slide off and enter the water without any hoisting.
o Common Use: Essential for rapid deployment in emergency situations, typically on tankers and bulk carriers.
4. Single Pivot Gravity Davits:
o Function: These allow the lifeboat to pivot out over the water before it is lowered, using gravity to assist the
deployment process.
o Common Use: Useful in situations where space constraints prevent the use of standard gravity davits.
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5. Telescopic Davits:
o Function: These davits extend outwards and lower the lifeboat into the water, ideal for ships with limited
deck space.
o Common Use: Often found on cruise ships and passenger ferries.

Lifeboat Requirements
Lifeboats are a critical part of shipboard safety equipment, and their requirements are strictly regulated under
international conventions like SOLAS (Safety of Life at Sea), which is administered by the International Maritime
Organization (IMO). Here are the key requirements that lifeboats must meet:
1. Capacity and Number:
o The number and capacity of lifeboats must be sufficient to accommodate at least 100% of the people on
board the ship. Often, ships are equipped with more than one lifeboat for redundancy.
2. Construction:
o Lifeboats must be constructed to be watertight and capable of maintaining buoyancy when fully loaded with
passengers and equipment, even if damaged. They should be unsinkable even when flooded and right
themselves if capsized.
3. Equipment:
o Each lifeboat must be equipped with sufficient supplies as per SOLAS requirements, including drinking water,
food rations, first aid kits, and means for making distress signals. Tools and spare parts for the engine and
other critical components are also required.
4. Propulsion:
o Motorized lifeboats must have engines that are capable of operating even after the boat has been immersed
in water. Oars or paddles are also required.
5. Launch and Recovery Systems:
o Lifeboats must have launching and recovery arrangements that allow for safe, efficient, and rapid deployment
and retrieval. These systems must be capable of being operated even when the ship is listing or heeled.
6. Survival Features:
o Lifeboats should have thermal protective aids, a canopy for shelter, and insulated floors to protect occupants
from cold water and weather conditions.
7. Communication and Navigation:
o Equipped with portable VHF radiotelephones, navigational aids, compasses, and, in some cases, GPS devices
to assist in navigation and rescue operations.
8. Regular Maintenance:
o Lifeboats must be regularly maintained and serviced according to the manufacturer's guidelines and maritime
safety regulations. This includes regular drills for the crew on how to deploy and operate the lifeboat in an
emergency.

Function of Sea Anchor Tripping Line

A sea anchor, also known as a drift anchor, is a crucial piece of equipment for lifeboats. It is essentially a parachute-like
device deployed in the water to stabilize the lifeboat by increasing its drag through the water and reducing the speed of
its drift. The sea anchor also helps to keep the lifeboat’s bow facing into the waves, which enhances stability and safety
in rough seas.
Tripping Line Function:
• Deployment and Orientation Control:
o The tripping line is used to deploy the sea anchor properly and ensure it opens fully once it is in the water. It
also helps in controlling the orientation of the sea anchor, making sure it functions effectively to stabilize the
lifeboat.
• Retrieval Assistance:
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o The tripping line facilitates the retrieval of the sea anchor. By pulling the tripping line, the crew can collapse
the sea anchor, making it easier to bring it back aboard the lifeboat.
• Adjustment of Position:
o The line allows for adjustments to the position of the sea anchor relative to the lifeboat, helping to manage
the attitude of the lifeboat against the waves and wind more effectively.

Fire integrity on ships:

Fire integrity on ships refers to the design, construction, and operational practices aimed at preventing, containing, and
suppressing fires onboard. The importance of fire integrity cannot be overstressed, given the potential for catastrophic
loss in maritime environments. Regulatory bodies, such as the International Maritime Organization (IMO), enforce
stringent requirements through international conventions like SOLAS (Safety of Life at Sea) to ensure ships have adequate
fire protection systems and structures in place.
Key Aspects of Fire Integrity on Ships
1. Fire-Retardant Materials:
• Construction: Ships must be constructed using materials that are fire-resistant. This includes the use of steel for
the majority of structural elements and non-combustible or fire-retardant materials for walls, ceilings, and
insulation.
• Furniture and Furnishings: Materials used in cabins, public spaces, and other areas accessible to passengers and
crew must also comply with fire safety standards to minimize the risk of fire spread.
2. Compartmentalization:
• Bulkheads and Decks: Ships are divided into watertight and fire-resistant compartments by bulkheads and decks
that can resist fire for a specific period, typically ranging from 30 minutes to 60 minutes, depending on the location
and function of the compartment.
• Integrity of Seals: Doors and other openings in fire-rated areas must be equipped with mechanisms that ensure
they can be closed securely to maintain the integrity of the fire zones.
3. Detection and Alarm Systems:
• Smoke Detectors and Alarms: Comprehensive smoke detection systems are required throughout the ship to
provide early warning of fire. These systems must be connected to alarms that can alert all onboard quickly and
effectively.
• Manual Alarm Points: Ships are equipped with manual fire alarm points allowing crew and passengers to alert
others to a fire emergency.
4. Fire Suppression Systems:
• Fixed Systems: Common systems include CO2, foam, and water mist systems designed to suppress fires in engine
rooms, cargo areas, and other critical spaces.
• Portable and Semi-portable Fire Extinguishers: Readily available extinguishers suitable for different types of fires
(e.g., electrical, oil, standard combustibles) must be accessible throughout the ship.
• Fire Pumps and Hoses: A minimum of two fire pumps, along with a sufficient number of fire hoses and hydrants,
are required for use by the crew to fight fires.
5. Emergency Response and Procedures:
• Fire Control Plan: Every ship must carry a fire control plan that provides detailed information about the onboard
fire protection systems, the location of firefighting equipment, and escape routes.
• Training and Drills: Regular fire safety training and drills are mandatory for all crew members to ensure they are
familiar with the procedures for dealing with fires and can act effectively in an emergency.
6. Ventilation Systems:
• Shutdown Capabilities: Ventilation systems must be designed to allow for rapid shutdown in the event of a fire
to prevent the spread of smoke and flames.
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Difference between Fire control plan and FFA plan:

Fire Control Plan (FCP) Fire Fighting Appliances (FFA) Plan
Purpose Provides detailed information on the ship's Specifically details the locations, types, and
layout, fire protection systems, and equipment maintenance details of all fire fighting appliances
locations for use during a fire emergency. on board.
Focus Broadly focuses on the overall strategy for Concentrates on the specific tools and devices
controlling fires, including escape routes, safety available for fighting fires, such as extinguishers,
equipment, and structural divisions. fire suits, breathing apparatus, etc.
Regulatory Required by SOLAS (Safety of Life at Sea) and Required as part of SOLAS regulations, ensuring
Requirement must be approved by the flag state or all firefighting equipment is accessible and well-
classification society. maintained.
Content - Ship's construction materials and particulars - Detailed inventory of all firefighting appliances
- Detailed location of fire sections, fire doors, - Locations where fire fighting appliances are
and escape routes stored
- Locations of fire detection and extinguishing - Specific maintenance routines for each piece of
controls equipment
- Instructions for operating various fire-fighting
systems
Use Used by the crew to manage overall fire safety Used primarily by the crew to quickly locate and
and emergency responses. It is also crucial maintain firefighting equipment during regular
during inspections and for training purposes. operations and in case of fire emergencies.
Updates and Must be updated whenever there are structural Must be updated whenever new equipment is
Maintenance changes to the ship or updates in fire safety added, existing equipment is replaced, or when
regulations. maintenance schedules are adjusted.

Fire Pumps Requirements:

1. Number and Capacity:
o SOLAS Requirements: Ships are required to have at least two fire pumps, although the exact number can vary
depending on the ship's size and the regulations applicable to specific types of vessels.
o Capacity: Each fire pump must be capable of delivering sufficient water to two jets of water from fire hoses
at the required pressure to ensure effective firefighting.
2. Location:
o Fire pumps must be located such that they are not likely to be rendered inoperative by a single fire incident.
This usually means situating them in separate compartments or areas of the ship.
3. Power Supply:
o Fire pumps are typically powered by the ship's main power system. However, they must have connections for
alternative power sources to ensure operation during a power loss.

Emergency Fire Pumps Requirements:

1. Requirement:
o In addition to the standard fire pumps, SOLAS mandates that all ships are equipped with at least one
emergency fire pump. This pump is intended to operate independently of the ship's main power and fire
protection system.
2. Location:
o The emergency fire pump must be located outside of the machinery spaces. It should be in a compartment
that is not likely to be affected by the same incident that might disable the main fire pumps.
o It is typically located at the opposite end of the ship from the main fire pumps to reduce the risk of all pumps
being incapacitated by a single event.
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3. Power Supply:
o The emergency fire pump must have an independent power source, usually a dedicated diesel engine. This
ensures that it remains operational even if electrical power is lost.
4. Capacity and Performance:
o The emergency fire pump must have the capacity to deliver at least two water jets, similar to the main fire
pumps. Its capacity and pressure should be adequate to ensure effective firefighting across the ship.
5. Access and Controls:
o Controls for the emergency fire pump should be easily accessible and located in a position that is safely
reachable during an emergency. The system should also be designed for easy operation by the crew under
emergency conditions.

FSS code contents:

The International Code for Fire Safety Systems (FSS Code) provides international standards for the fire safety equipment
and systems that are required on board ships. Adopted by the International Maritime Organization (IMO), the FSS Code
aims to ensure a high level of safety at sea by specifying design and construction standards along with testing and
maintenance requirements for various fire safety systems. Here's a detailed overview of the contents of the FSS Code:
Contents of the FSS Code:
1. General:
o Scope: Outlines the applicability and fundamental principles that guide the rest of the code.
o Definitions: Provides definitions for terms used throughout the code to ensure clarity and consistency.
2. International Shore Connections:
o Details specifications for the fittings to be used for connecting ship fire systems to shore-based fire systems.
3. Personnel Protection:
o Specifies requirements for protective clothing and equipment to be used by crew members during firefighting
operations, including firemen’s outfits and breathing apparatus.
4. Fire Extinguishers:
o Requirements for the type, number, and distribution of portable and non-portable fire extinguishers on
board.
5. Fixed Gas Fire-Extinguishing Systems:
o Guidelines for the installation and maintenance of systems that use gas to extinguish fires, such as CO2
systems.
6. Fixed Foam Fire-Extinguishing Systems:
o Specifications for systems that use foam for fire suppression, including details on foam concentrates, storage,
and system configuration.
7. Fixed Pressure Water-Spraying and Water-Mist Fire-Extinguishing Systems:
o Requirements for fixed systems that use water sprays or mists to suppress or extinguish fires, focusing on
system components, operation, and effectiveness.
8. Automatic Sprinkler, Fire Detection, and Fire Alarm Systems:
o Details the standards for automatic sprinkler systems as well as fire detection and alarm systems to ensure
early warning and rapid response capabilities.
9. Fixed Fire Detection and Fire Alarm Systems:
o Details on the design, installation, and maintenance of fire detection systems that provide automatic alerts
and alarms in case of a fire.
10. Sample Extraction Smoke Detection Systems:
o Provides guidelines for the installation and maintenance of smoke detectors that use air sampling to detect
fires.
11. Low-Location Lighting Systems:
o Specifies the installation and performance of emergency lighting systems that can guide personnel to safety
in low visibility conditions, such as smoke-filled passageways.
12. Fixed Emergency Fire Pumps:
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o Requirements for emergency fire pumps, including capacity, location, and power supply, ensuring
functionality during emergencies.
13. Arrangement for Means of Escape:
o Guidelines for the arrangement of escape routes and access to life-saving appliances and assembly stations.
14. Fixed Deck Foam Systems:
o Requirements for fixed foam systems used primarily on tanker decks to combat large fuel fires.
15. Inert Gas Systems:
o Specifications for the design and operation of inert gas systems used primarily in cargo spaces of tankers to
prevent the ignition of flammable gases.
16. Fixed Hydrocarbon Gas Detection Systems:
o Outlines requirements for systems used to detect hydrocarbon gases in cargo areas, particularly on tankers.

SCBA Alarms:
Self-Contained Breathing Apparatus (SCBA) systems are critical for firefighters and emergency responders, particularly in
environments that are immediately dangerous to life and health (IDLH), such as during shipboard fires. SCBA units are
equipped with various safety features, including audio and visual alarms, to alert the wearer about issues that could
compromise their safety. Here’s an overview of the typical alarms found on SCBA units:
Audio Alarms
1. End-of-Service Time Indicator (ESTI):
o Purpose: Alerts the user that the air supply is running low, typically when there is about 20-25% of the air
supply remaining. This alarm gives the wearer sufficient time to exit the hazardous environment before the
air supply is depleted.
o Sound: This is a loud, continuous ringing or beeping sound that is easily distinguishable from other noises in
the environment.
2. Pass (Personal Alert Safety System) Alarm:
o Purpose: Designed to activate either manually by the wearer or automatically when the wearer remains
motionless for a pre-set period (usually 30 seconds). It is used to signal distress and help locate the wearer
who is incapacitated or unable to move.
o Sound: It starts with a pre-alert that is a softer signal which if not reset by movement, escalates to a full, loud,
shrill alarm that continues until it is manually reset.
Visual Alarms
1. Heads-Up Display (HUD):
o Purpose: Provides a visual indication of the remaining air supply directly in the wearer’s field of vision. The
HUD typically uses a series of lights to indicate the level of air left, with different colors such as green, yellow,
and red to denote safe, low, and critical air levels respectively.
o Display: May include flashing lights as the air supply diminishes, particularly when reaching the critical low air
threshold.
2. Cylinder Pressure Gauge:
o Purpose: Although primarily an analog gauge, it is often accompanied by a visual warning, such as a red
indicator, when air supply reaches a critical low point. Some newer models integrate digital displays with
backlighting or flashing features for enhanced visibility in dark or smoke-filled conditions.
3. Electronic Display Panels:
o Purpose: Some advanced SCBA models include digital panels that provide readouts of air pressure,
temperature, and even telemetry data. These panels can include visual alarms such as flashing text or icons
to alert the wearer about various conditions like low battery, low air, or malfunctions.

Frequency of davit launch liferaft lowering:

 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 61

The frequency of lowering davit-launched liferafts as part of routine maintenance and crew training exercises is regulated
to ensure that both equipment and crew are always prepared for an emergency. The International Maritime Organization
(IMO) and the regulations set forth in the International Convention for the Safety of Life at Sea (SOLAS) specify these
requirements. Here’s an overview of the frequency and guidelines:
SOLAS Requirements for Lowering Davit-Launched Liferafts
1. Lowering for Maintenance:
o Routine Maintenance: SOLAS requires that davit-launched liferafts be lowered by means of their launching
appliances at least once every three months. This exercise ensures that the launching mechanisms, including
the winch, cables, and davits, are in good working condition.
o Operational Testing: During these quarterly lowerings, the operation of the release mechanism and the winch
should be tested to ensure that they function smoothly without any hitches.
2. Lowering for Crew Training:
o Crew Familiarization: Beyond maintenance, the lowering of liferafts is also critical for crew training. Crew
members should be trained and familiar with the launching procedures. While the full lowering is done
quarterly, additional drills that involve crew training on the deployment procedures can be conducted more
frequently using simulators or on-deck drills without actual lowering.
o Deployment Drills: SOLAS mandates that every crew member must participate in an abandon ship drill that
includes the deployment of a davit-launched liferaft within 24 hours of the ship leaving a port if more than
25% of the crew has not participated in such a drill in the previous month.

Racking Stress
Racking stress is experienced when a ship's hull is subjected to torsional forces as it navigates through rough seas. This
type of stress can twist and distort the hull, affecting the ship's structural integrity.
• Compensated by:
o Transverse Frames: These are the primary structural members that help resist racking stresses. Transverse
frames extend across the breadth of the ship and provide support against the hull distorting or twisting under
stress.
o Longitudinal Girders: These run along the length of the ship and are crucial for providing longitudinal strength,
but they also assist in maintaining the hull shape against racking.
o Cross Deck Beams: These beams connect the transverse frames at the deck level and help in distributing the
torsional loads more evenly across the ship's structure.
o Bulkheads: Especially watertight bulkheads, these contribute significantly to the torsional rigidity and overall
structural integrity of the ship.

Pounding Stress
Pounding stress occurs when the bow of the ship repeatedly slams down into the water as the ship pitches in heavy seas.
This type of stress is concentrated at the forward part of the hull and can lead to structural damage over time.
• Compensated by:
o Longitudinal Strengthening Members (Stringers): These members run along the length of the hull and help
reinforce the ship’s structure where the pounding is most intense, typically at the forward sections of the hull.
o Double Bottom Structure: The double bottom, consisting of two layers of watertight hull surfaces, provides
additional strength and cushioning against impacts with the sea surface.
o Reinforced Bow Structure: The bow area, particularly vulnerable to pounding, is often reinforced with thicker
plates and additional longitudinal and transverse members to withstand the impacts.

Is steering gear considered machinery space:

Yes, the steering gear is typically considered a part of the machinery spaces on a ship. According to maritime regulations,
including those outlined by the International Maritime Organization (IMO) and specified in the Safety of Life at Sea (SOLAS)
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Convention, the steering gear compartment is classified as a critical machinery space. This designation is primarily due to
the vital role the steering gear plays in the safe navigation and operation of the ship.
Why Steering Gear is Part of Machinery Spaces:
1. Functionality: The steering gear is essential for maneuvering the vessel, controlling the direction of the ship via the
rudder(s). It consists of hydraulic pumps, motors, actuators, valves, and electronic controls that require protection,
regular maintenance, and monitoring similar to other critical machinery onboard.
2. Location: The steering gear is usually located in a dedicated compartment at the stern (aft part) of the ship, close to
the rudder to minimize the length of mechanical linkages or hydraulic lines. This area is specifically designed to house
and protect the steering mechanisms and associated equipment.
3. Safety and Compliance: SOLAS regulations mandate specific safety measures for machinery spaces, which include fire
protection, ventilation, and accessibility. The steering gear room must adhere to these safety standards due to its
importance in the ship's overall safety and operational integrity.
4. Accessibility and Control: Accessibility for maintenance and operation during normal and emergency situations is
crucial, making its integration into the machinery spaces logical. The design ensures that the steering gear is both
accessible for regular checks and safeguarded against various shipboard hazards.

OTHER REGULATORY & OPERATIONAL ASPECTS

Watertight:
The term watertight refers to the ability of a structure or component on a ship to prevent the passage of water through
it under specific conditions. This property is crucial for the integrity of the ship's hull and for the functioning of various
compartments and doors that must prevent water ingress to ensure the vessel's stability and safety.
Definition of Watertight
• Watertight: A watertight structure, seal, or closure is one that is designed and constructed to be impervious to
water under certain pressure conditions, usually when submerged partially or completely. Watertight
compartments and doors are engineered to withstand the hydrostatic pressures expected during normal
operation and in adverse sea conditions.
Governing Convention
The primary international convention that discusses and mandates watertight integrity for ships is the International
Convention for the Safety of Life at Sea (SOLAS). SOLAS is an IMO treaty that sets minimum safety standards in the
construction, equipment, and operation of merchant ships.

Details and Requirements in SOLAS

• SOLAS Chapter II-1 - Construction - Subdivision and Stability, Machinery and Electrical Installations:
o Part B - Subdivision and Stability: This part deals extensively with watertight integrity. It includes
requirements for watertight subdivision of the ship's hull to enhance survivability in the event of hull damage.
It defines standards for watertight bulkheads, doors, and decks.
o Regulation 12 - Watertight Integrity: This specific regulation within SOLAS details requirements for the
watertight integrity of ships from the keel to the freeboard deck. It covers the strength and construction
standards for watertight doors, hatches, scuttles, and other openings.
o Testing and Inspection: SOLAS mandates that watertight compartments and doors undergo rigorous testing
and inspections, which include hose tests, chalk tests, and ultrasonic tests to ensure no water can pass
through when they are sealed.

Applications on Ships
• Watertight Doors and Bulkheads: Used between compartments below the waterline to prevent flooding from
spreading across the ship, enhancing the ship’s survival capability in case of hull breach.
• Watertight Hatches: Often found on decks and used to access below-deck areas without compromising the deck's
integrity against water ingress.
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• Special Areas: Engine rooms, steering gear rooms, and electrical compartments often have enhanced watertight
integrity to protect critical machinery and systems essential for the ship's operation and safety.

Additional Protocols and Codes

Besides SOLAS, watertight integrity is also discussed in:
• Load Line Convention (LLC): This convention includes regulations that ensure there is a proper freeboard and thus
a sufficient reserve of buoyancy. It indirectly affects watertight integrity by dictating the height and construction
standards of the deck and bulwarks, which contribute to preventing water ingress.
• Shipbuilding and Class Society Rules: Classification societies like Lloyd’s Register, DNV GL, and others provide
detailed standards and guidelines for designing and constructing watertight structures.

Watertight Integrity:
In the context of SOLAS, watertight integrity requirements primarily focus on ensuring that all openings in the ship's hull,
decks, and superstructures below the margin line are capable of preventing the passage of water into the ship under
normal seagoing conditions. The margin line is a crucial concept here:
• Margin Line: Defined in SOLAS as being at least 76 mm (3 inches) below the upper surface of the bulkhead deck at
side. The bulkhead deck is the uppermost deck up to which transverse watertight bulkheads are carried.
Specific Height Considerations
• Below the Margin Line: All structures and openings located below this line must be designed to ensure watertight
integrity. This includes watertight doors, hatches, scuttles, and any other openings that can potentially allow water
ingress.
Testing and Verification
To ensure watertight integrity, various tests are conducted during the ship's construction and periodically throughout its
operational life:
• Hose Test: Typically used for testing deck openings and closures like hatches and doors.
• Chalk Test: Used for checking the watertightness of doors and hatches by applying a chalk line on the gasket,
closing the item, and then inspecting the transfer of the chalk to verify proper sealing.
• Ultrasonic Test: A non-destructive test that uses ultrasonic waves to detect leaks in watertight closures and
seams.

Carbon Intensity Indicator (CII):

The Carbon Intensity Indicator (CII) is a regulatory mechanism introduced by the International Maritime Organization
(IMO) as part of its strategy to reduce greenhouse gas (GHG) emissions from shipping. The CII measures how efficiently a
ship transports goods or passengers in terms of CO2 emissions per transport work and aims to encourage the maritime
industry to improve the energy efficiency of ships, thereby reducing their carbon footprint. This regulation is part of the
IMO's broader commitment to halve global shipping emissions by 2050 compared to 2008 levels.
Aspects of CII
1. Calculation:
• CII Formula: The CII is calculated as the ratio of CO2 emissions (in grams) to the amount of cargo carried over the
distance traveled by the ship. The formula used is:

𝑪𝑶𝟐 𝒆𝒎𝒊𝒕𝒕𝒆𝒅 (𝒈𝒓𝒂𝒎𝒔)

𝑪𝑰𝑰 =
𝑪𝒂𝒓𝒈𝒐 𝒄𝒂𝒓𝒓𝒚𝒊𝒏𝒈 𝒄𝒂𝒑𝒂𝒄𝒊𝒕𝒚 (𝒕𝒐𝒏𝒏𝒆𝒔)𝑿 𝑫𝒊𝒔𝒕𝒂𝒏𝒄𝒆 𝒕𝒓𝒂𝒗𝒆𝒍𝒆𝒅 (𝒏𝒂𝒖𝒕𝒊𝒄𝒂𝒍 𝒎𝒊𝒍𝒆𝒔)

• CO2 Emissions: These are estimated based on the ship's fuel consumption and the type of fuel used, utilizing
factors that convert fuel consumption data into CO2 emissions.
2. Rating System:
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• Ships are rated annually based on their CII performance from A (Major Superior) to E (Inferior), encouraging ship
operators to adopt more efficient operational practices and technologies.
• A – Major Superior
• B – Minor Superior
• C – Moderate
• D – Minor Inferior
• E – Inferior
3. Compliance and Reporting:
• Annual Reporting: Ship operators must calculate and report the CII for each of their ships annually. This
information, along with the assigned CII rating, must be submitted to the ship's flag state and subsequently
verified by an appropriate third party.
• Ship Energy Efficiency Management Plan (SEEMP): Each ship is required to have a SEEMP that includes a plan for
improving the CII score. The SEEMP must be updated regularly to reflect changes in operational practices and
energy efficiency measures.
4. Implementation and Phases:
• The CII regulations are set to become progressively stricter over time, in line with the IMO's phased approach to
reduce total annual GHG emissions. This approach encourages gradual improvements and innovation in ship
design and operational strategies.
5. Impact on Ship Design and Operation:
• Incentives for Energy Efficiency: By establishing a direct link between carbon intensity and regulatory compliance,
the CII incentivizes shipowners to invest in more energy-efficient technologies and operational practices.
• Operational Adjustments: Operators may adjust sailing speeds, optimize routes, and enhance cargo loading and
unloading efficiency to improve their CII scores.
• Retrofitting and Upgrades: Older ships may need retrofitting with new technologies such as air lubrication
systems, advanced propellers, or energy-efficient engines to meet stricter CII targets.

Latest MARPOL Amendments (CII):

1. Carbon Intensity Indicator (CII):
o Ships must calculate their annual operational carbon intensity based on their actual emissions and distance
traveled.
o The CII rating is assigned annually, grading ships on a scale from A (best) to E (worst) based on their efficiency.
o Ships falling into categories D or E for three consecutive years will need to submit a corrective action plan to
improve their rating.
2. Applicability:
o The CII regulations apply to ships 5,000 GT and above engaged in international voyages.
o These ships must collect data on fuel consumption, distance traveled, and other operational parameters to
determine their carbon intensity.
3. Annual Operational CII:
o Ships need to achieve annual reductions in carbon intensity based on a trajectory towards progressively
stringent targets.
o These reductions align with the IMO’s decarbonization goals for 2030 and beyond.
4. SEEMP (Ship Energy Efficiency Management Plan):
o The SEEMP must now include the required CII targets and corrective actions for continuous compliance.
o This plan is subject to verification by the flag state or recognized organizations.

Marpol Category XYZ:

• Category X: Substances in this category present a major hazard to either marine resources or human health and,
therefore, justify the prohibition of the discharge into the marine environment. For these substances, tank prewashing
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is mandatory, and the washings must be discharged to a reception facility until the concentration of the substance in
the effluent is below 0.1% by weight.
• Category Y: Substances that present a hazard to either marine resources or human health but less severe than
Category X substances. These substances also require control of discharge into the marine environment. Prewash is
mandatory in some cases, especially when unloading has been carried out in areas where adequate reception facilities
are not available. The effluent must be below 0.1% by weight before the tank washings can be discharged into the
sea.
• Category Z: Substances that present a minor hazard to either marine resources or human health and therefore require
a lesser degree of restriction on their discharge into the marine environment. Prewash requirements for Category Z
substances are generally less stringent, and they are often not required except in special areas where more strict
control is needed to protect the environment.
• Other Substances (OS): These substances are assessed not to be harmful to marine resources or human health and
do not need strict discharge controls. There are no prewash requirements for substances in this category.

Prewash Requirements:
• Prewash for Category X and Y Substances:
o Mandatory prewashing is required under MARPOL Annex II for tanks that have carried Category X substances
and sometimes for Category Y substances, particularly when the last cargo was a Category Y substance and
the vessel intends to discharge washing water into the sea. This process involves cleaning the cargo tanks and
associated piping systems before the ship leaves the discharge port. The objective is to minimize the amount
of cargo residue left in the tanks.
o For Category Y substances, prewashing may be required in specified areas to ensure that no significant residue
remains that could harm the marine environment.
• Procedures for Prewashing:
o The prewash procedure typically involves flushing the tanks with water or a suitable cleaning agent, then
stripping the tanks and pumping the residues ashore to reception facilities. The process must be documented
in the ship's Cargo Record Book, detailing the amount and concentration of residues.
o Specific conditions and procedures for prewashing, including any exceptions and detailed regional
requirements, are outlined in the ship's Procedures and Arrangements Manual (P&A Manual), which is
approved by the flag state and based on IMO guidelines.

Determining Sulfur Content in Fuel

1. Bunker Delivery Note (BDN):
o When marine fuel is delivered to a ship, a Bunker Delivery Note must be provided. This document includes
detailed information about the fuel, including its sulfur content. The BDN serves as a record that the fuel
complies with the current global cap on sulfur in marine fuels, which is 0.50% m/m (mass by mass) for fuels
used outside designated Emission Control Areas (ECAs).
o Inside ECAs, the sulfur content of fuel oil used on board ships must not exceed 0.10% m/m.
2. Fuel Oil Sample Testing:
o In addition to checking the BDN, ship operators often test fuel samples. Samples are taken during bunkering
and may be tested by accredited laboratories to ensure compliance with the specified sulfur content as
documented in the BDN and regulatory requirements.

Monitoring NOx Emissions

1. NOx Technical Code:
o NOx emissions are regulated by the IMO through the NOx Technical Code under MARPOL Annex VI. The NOx
emission limits depend on the engine's speed and when the engine was installed. The regulations are tiered,
with Tier III being the most stringent, applicable in the ECAs.
2. Engine International Air Pollution Prevention (EIAPP) Certificate:
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o Every marine diesel engine with a power output of more than 130 kW is required to have an EIAPP certificate,
which certifies that the engine meets the applicable NOx emission limits.
3. Continuous Emission Monitoring Systems (CEMS):
o Some ships are equipped with CEMS that continuously measure the emission of NOx (and other pollutants)
to ensure ongoing compliance with regulations.

Recent Amendments on Bunker Delivery Note

In 2018, the IMO amended MARPOL Annex VI related to the Bunker Delivery Note. The amendment came into force on
January 1, 2019. The key updates include:
1. Sulfur Content Declaration:
o The amendment requires the sulfur content of the fuel oil delivered to be stated on the Bunker Delivery Note,
aligning documentation with the lower 0.50% sulfur limit that came into effect from January 1, 2020.
2. Supplier’s Declaration:
o The supplier of the fuel oil must declare that the sulfur content of the fuel oil supplied conforms with the
applicable regulations and that the fuel is in conformity with regulation 18.3 of MARPOL Annex VI. This
regulation concerns the properties of the fuel oil regarding flashpoint, total sediment potential, and other
qualities.
3. MARPOL Sample Label:
o Enhancements in the labeling of MARPOL delivered samples to ensure better traceability and compliance
checks.

Drydocking: Plans & Documents:

Preparing for dry docking is a critical activity that involves a significant amount of planning and documentation to ensure
the work is completed safely and efficiently. Here is a comprehensive list of documents and plans that are typically
required before a ship goes into dry dock:
1. Dry Docking Plan
• Detailed plan specifying the scope of work to be carried out, including painting, repairs, replacements, and any
modifications.
• Schedule for the docking period with an estimated timeline for each task.
2. Docking Instructions
• Specific instructions related to the ship's stability and strength requirements during the docking process.
• Information on the vessel's particular characteristics that might affect the docking process, such as draft,
displacement, and any special structural concerns.
3. Class Survey Requirements
• List of surveys and inspections required by the classification society to maintain class during and after dry
docking.
• Any specific requirements or recommendations from the classification society related to the vessel’s condition.
4. Repair and Maintenance Specifications
• Detailed descriptions of all repair and maintenance work to be done, prepared in consultation with the technical
department, and if necessary, external repair firms.
• Specifications for any parts, equipment, or materials needed for repairs or replacements.
5. Safety Plan
• A comprehensive safety plan including fire safety, confined space entry, and other relevant safety considerations
for work to be conducted in dry dock.
• Emergency response plan specific to the dry dock facility and the type of work being performed.
6. List of Deliverables
• Comprehensive list of all materials, equipment, and supplies to be delivered to the dockyard or to be provided
by the dockyard.
• Includes tools, spare parts, and other technical supplies necessary for the completion of planned work.
7. Certificates and Documentation
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• Current certificates such as Load Line, SOLAS, MARPOL, and any others that might be subject to inspection or
renewal during the docking period.
• Any documentation that supports the vessel's compliance with maritime regulations which may be reviewed
during dry dock.
8. Inventory of Hazardous Materials (IHM)
• A complete and up-to-date inventory of hazardous materials required under the Hong Kong Convention for the
safe and environmentally sound recycling of ships.
9. Crew and Contractor Details
• Information on crew members and contractors involved in the dry docking, including responsibilities and contact
information.
• Work permits and other documentation required for contractors to work at the dockyard.
10. Technical Drawings and Diagrams
• Up-to-date drawings and diagrams of the ship, including structural, mechanical, and electrical systems that might
be relevant to the work being conducted.
• Any modifications or updates to these plans must be documented and available.
11. Insurance Documentation
• Proof of insurance coverage for the vessel during the dry docking period.
• Includes any special insurance required for particular types of work or risks associated with the docking.
12. Waste Management Plan
• Plan detailing the handling, disposal, and management of waste materials generated during dry docking, in
compliance with environmental regulations.

MS ACT:
The "MS Act" typically refers to the Merchant Shipping Act, a legislative framework governing merchant shipping
operations in various jurisdictions around the world. Each country may have its own version of the Merchant Shipping
Act, which establishes the regulations for ships registered under its flag, including safety, registration, manning,
navigation, and environmental compliance. Here, I'll outline the general application of such Acts, assuming a broad
perspective, while specific details can vary by country.

General Application of the Merchant Shipping Act

1. National and Foreign Ships:
o Within Territorial Waters: The Merchant Shipping Act of a country generally applies to all ships operating in
its territorial waters, regardless of whether they are national or foreign-flagged, particularly when it comes
to safety and environmental regulations.
o National Ships Worldwide: For ships registered under the nation's flag (national ships), the Act applies
regardless of where they are in the world. This means that a ship flying, for example, the UK flag is subject to
the UK Merchant Shipping Act even when it is navigating or docked in foreign waters.
2. Coverage of Ship Types:
o The Act covers a wide range of vessel types including but not limited to cargo ships, tankers, passenger ships,
and sometimes extends to fishing vessels, depending on the specific provisions of the national legislation.
o It typically does not apply to warships, naval auxiliaries, or other ships owned or operated by a government
and used only on government non-commercial service.
3. Key Areas Regulated:
o Safety of Life at Sea: Regulations concerning the safety of the ship's construction, equipment, and operation
to ensure the safety of passengers, crew, and ship.
o Prevention of Pollution: Enforcing international and national environmental standards, including waste
management and pollution control measures as per MARPOL and other relevant treaties.
o Living and Working Conditions: Establishing standards for the living and working conditions aboard ships,
including aspects like minimum rest hours, payment of wages, and repatriation as outlined in conventions like
the Maritime Labour Convention (MLC).
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o Training and Certification: Setting requirements for the training and certification of seafarers to ensure they
are qualified for the duties they perform.
o Ship Registration and Documentation: Procedures for the registration of ships, issuance of shipping
documents, and the maintenance of shipping registers.
o Maritime Casualty Investigation: Provisions for the investigation of maritime accidents to determine causes
and improve safety.
4. Enforcement and Compliance:
o The Act is enforced by the maritime authority or coast guard of the respective country, and these bodies have
the power to inspect ships, enforce regulations, and issue penalties for non-compliance.
o Compliance with the Merchant Shipping Act is also monitored through port state control inspections when
ships enter the ports of other nations, ensuring adherence to international maritime safety and
environmental standards.

MS Notice:
Marine Safety (MS) Notices are official communications issued by maritime authorities to inform and instruct
stakeholders in the maritime industry about various regulatory, safety, and compliance issues. These notices can cover a
wide range of topics, including changes in regulations, safety requirements, navigation warnings, and updates on maritime
law.
Sources of Marine Safety Notices
1. National Maritime Authorities:
o The primary source for MS notices is the national maritime authority or administration of a country. These
bodies are responsible for overseeing maritime safety and operations within their jurisdiction and typically
issue notices as part of their mandate to ensure compliance with maritime laws and safety standards.
o Examples include the Maritime and Coastguard Agency (MCA) in the UK, the United States Coast Guard
(USCG) in the USA, and the Australian Maritime Safety Authority (AMSA) in Australia.
2. Maritime Safety Websites:
o Most maritime authorities have dedicated websites where they publish MS notices and other important
safety information. These websites are regularly updated to reflect the latest information and advisories.
o Ship operators, owners, and crew can subscribe to updates or check these websites regularly to stay informed
about new or revised safety regulations and practices.
3. Notices to Mariners:
o While traditionally focusing on navigational warnings and updates to nautical charts, Notices to Mariners
sometimes include or reference relevant MS notices that impact navigation and safety.
o These are distributed by hydrographic offices and can often be accessed online through their respective
websites.
4. Port State Control (PSC):
o Port authorities and PSC organizations may also disseminate MS notices relevant to their regions, especially
if there are specific local regulations or safety concerns that visiting vessels need to comply with.
5. Maritime Industry Publications and Newsletters:
o Industry publications, journals, and newsletters often share and discuss MS notices as part of their content,
providing analysis and additional context for the maritime community.
6. Class Societies and P&I Clubs:
o Classification societies and Protection & Indemnity (P&I) Clubs often forward and provide summaries of
critical MS notices to their members and clients, ensuring that shipowners and operators are aware of
relevant safety and regulatory changes.

Damage Stability:
Damage stability refers to a ship's ability to remain stable and afloat in the event of hull damage that leads to water
ingress. This aspect of stability is critical for the safety of the vessel and everyone on board. It involves considerations of
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how the ship will behave when one or more compartments are flooded due to damage, and it is a fundamental criterion
in ship design and operational regulations.
Elements of Damage Stability:
1. Regulatory Compliance:
o Ships must comply with international regulations, primarily set by the International Maritime Organization
(IMO), such as those detailed in the SOLAS (Safety of Life at Sea) Convention. SOLAS includes specific
requirements for subdivision and damage stability to enhance the ship's survival capability.
2. Subdivision and Watertight Integrity:
o The ship’s hull is divided into watertight compartments. The ability of these compartments to contain flooding
without capsizing or sinking the ship is a measure of its damage stability.
3. Stability Calculations:
o Damage stability calculations determine the ship's stability in various damaged conditions. These calculations
are used to establish the damage stability criteria that the ship must meet. These include the GZ curve
characteristics and the range of stability under assumed damage scenarios.
4. Floodable Length and Permeability:
o These calculations consider the ship’s floodable length, which is the maximum length of the ship that can be
flooded without causing the vessel to submerge. Permeability of spaces, or the extent to which they can be
waterlogged, is also factored into stability calculations.
5. Stability Software and Tools:
o Modern ships use advanced software for real-time monitoring and assessment of stability under various
loading and potential damage conditions.

Preparation for SEQ Survey

The SEQ Survey, or Safety Equipment Survey, is part of the regular inspections conducted to ensure that all safety
equipment on board a vessel is present, properly maintained, and ready for use. Preparing for this survey involves several
key steps:
Checklist for SEQ Survey Preparation:
1. Life-Saving Appliances:
o Ensure all lifeboats, liferafts, and rescue boats are in good condition and properly equipped according to
SOLAS requirements.
o Check that personal life-saving appliances, such as lifejackets, immersion suits, and lifebuoys, are available in
the required quantities and are properly maintained.
2. Fire Fighting Equipment:
o Inspect all firefighting equipment, including fire extinguishers, fire hoses, fire pumps, and fixed firefighting
systems, to ensure they are operational.
o Confirm that fire control plans are up-to-date and accessible.
3. Navigation and Communication Devices:
o Verify that all navigation aids and communication devices are functioning correctly.
o Ensure that all required charts and publications are updated and onboard.
4. Alarm Systems and Emergency Instructions:
o Test alarm systems, including general alarm and fire detection systems, to ensure they are fully functional.
o Review and update emergency instructions and muster lists.
5. Documentation and Certificates:
o Gather all relevant certificates and documents, such as the Certificate of Registry, Safety Management
Certificate, and previous survey reports.
o Prepare the Record of Equipment for the Safety Equipment Certificate.
6. Drills and Crew Training:
o Conduct drills prior to the survey to ensure the crew is proficient in emergency procedures.
o Review training logs to confirm that all required training has been completed and documented.
7. Physical Inspection and Cleanliness:
o Perform a thorough inspection of the vessel for overall cleanliness and orderliness.
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o Check for any obstructions or hazards that could impede access to safety equipment.

Voyage Data Recorder (VDR) Annual Performance Test:

1. VDR and its Function:
• The VDR system collects and stores comprehensive data concerning the ship’s position, movement, physical
condition, command and control for a period leading up to and during an incident.
• This includes bridge audio, radar data, VHF communications, engine orders, and responses, as well as navigational
data and depth under keel.
2. Annual Testing:
• The International Maritime Organization (IMO) requires that the VDR be subjected to an annual performance test
as outlined in the SOLAS Convention (Safety of Life at Sea).
• The test ensures that all aspects of the VDR equipment are functioning as intended and are capable of performing
in the conditions that might be encountered during an emergency.
3. Purpose of the Test:
• To verify the accuracy, duration, and recoverability of the recorded data.
• To ensure that the VDR system is fully operational and effective in storing data as per the set standards, which is
crucial for accident investigations.
4. Who Performs the Test:
• The annual performance test must be conducted by a manufacturer-approved service technician or an entity
certified by the manufacturer to carry out such tests.
• A certificate is issued upon successful completion of the test, which must be kept on board as part of the ship’s
mandatory documentation.

Testing a 20-ton crane:

Testing a 20-ton crane on a ship is a crucial step in ensuring the operational safety and reliability of the equipment. This
process, known as a load test, involves several stages, from planning and preparation to execution and documentation.
Here’s a detailed guide on how to go about testing a 20-ton crane:
1. Preparation and Planning
• Safety First: Before beginning any test, ensure all safety measures are in place. This includes securing the area,
notifying all personnel involved, and confirming that all safety equipment is functional.
• Review Manufacturer’s Guidelines: Consult the crane’s manual for specific testing procedures and safety
precautions recommended by the manufacturer.
• Inspect the Crane: Perform a thorough visual inspection of the crane, including its structure, wires, hooks, and
any attachments. Check for signs of wear, damage, or any other condition that could affect the performance of
the crane.
2. Assemble the Testing Team
• Qualified Personnel: Ensure that the team includes certified professionals who are experienced in handling and
testing heavy lifting equipment. This may include a certified crane operator, a rigging specialist, and a safety
officer.
• Roles and Responsibilities: Clearly define the roles and responsibilities for each team member to ensure the test
proceeds smoothly and safely.
3. Testing Equipment
• Test Load: Prepare a test load that is appropriate for the crane’s maximum capacity. For a 20-ton crane, the load
used in testing should typically be up to 25 tons (125% of the crane’s rated capacity) to comply with certain safety
standards and regulations.
• Certified Weights: Use certified and calibrated weights for the test. These weights should be clearly marked and
verified for accuracy.
4. Conducting the Load Test
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• Slowly Apply the Load: Begin the test by slowly applying the load to the crane. This can be done by gradually
lifting the test weight from the ground.
• Monitor Crane Behavior: Carefully observe the crane’s response to the load. Watch for any abnormal
movements, sounds, or signs of strain. Use load-measuring instruments if available to ensure the load does not
exceed the test parameters.
• Operational Tests: Perform operational tests including hoisting, lowering, and, if applicable, slewing the crane to
ensure all functions operate smoothly under load.
• Hold the Load: Once the maximum test load is reached, hold the load at maximum lift height for a specified period
(typically a few minutes) to check the stability and endurance of the crane under load.
5. Inspection Post-Test
• Immediate Inspection: Once the load test is complete and the weight is safely lowered and removed, perform
another thorough inspection of the crane.
• Check for Damage: Look for any signs of structural deformation, overheating, or component failure that could
have occurred during the test.
6. Documentation and Certification
• Record Results: Document the test results, including any measurements taken, observations noted, and the
outcome of the post-test inspection.
• Certification: If the crane passes the load test without any issues, a certification or a report should be issued by a
qualified inspector or testing agency, confirming that the crane is safe to operate at its rated capacity.
7. Regular Maintenance and Inspections
• Follow-Up: Ensure that regular maintenance and inspections are scheduled as per the manufacturer’s
recommendations and regulatory requirements to maintain the crane in safe working condition.

Sighted rocket parachute flare, action?

Sighting a rocket parachute flare at sea typically indicates that there is a vessel or person in distress nearby. The sighting
of a flare is an emergency situation that requires immediate action to assist, as per maritime law and humanitarian
obligations. Here’s a step-by-step guide on the actions to take upon sighting a rocket parachute flare:
Immediate Actions
1. Alert the Crew:
o Inform the bridge and notify the captain and all available crew members. Immediate action is needed, and
full crew cooperation is essential.
2. Determine the Direction and Distance:
o Use binoculars and compass bearings to ascertain the direction from which the flare was sighted. Although
the distance might be harder to gauge accurately, a general direction is crucial for starting a search.
3. Alter Course:
o Change course to head towards the area where the flare was seen. Maintain a safe speed to approach the
area.
4. Communicate with Other Vessels:
o Use VHF radio to alert other ships in the vicinity. They might be closer to the position or able to assist in the
search and rescue operation.
5. Alert Maritime Authorities:
o Contact the nearest Coast Guard or Maritime Rescue Coordination Centre (MRCC) immediately. Provide them
with your coordinates, the direction of the sighted flare, and any other pertinent information. Follow any
instructions they provide.
6. Prepare for Rescue Operations:
o Ready your vessel's lifeboats, man overboard equipment, and any other rescue gear. Ensure that the crew
dons life jackets and other personal protective equipment.
o Conduct a headcount to ensure all your crew is accounted for, confirming the distress signal did not originate
from your own vessel.
7. Search the Area:
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oConduct a careful search of the area. Use searchlights if the sighting occurs at night or in poor visibility
conditions. Keep lookout personnel on high alert for any signs of a vessel or individuals in the water.
8. Document the Event:
o Log the event in the ship’s logbook, detailing the time of sighting, actions taken, and any communications
with authorities and other ships.

Additional Considerations
• Continuous Monitoring: Keep monitoring VHF channels for any distress messages or additional instructions from
maritime rescue authorities.
• Be Vigilant: Watch for other signals or signs of distress, such as smoke, debris, life rafts, or people in the water.
• Coordination with Rescue Authorities: Once the authorities are involved, coordinate with them and follow their
directions. They may take over the coordination of the search and rescue operation.

Post-Event Actions
• Review and Debrief: After the situation has been resolved, conduct a debrief with your crew to discuss what
happened, what was done well, and what could be improved in future emergency responses.
• Report Submission: Submit a detailed report to the relevant authorities if required, and provide any findings or
outcomes from the search and rescue operation.

Distress signal or notification received that another vessel has a man overboard (MOB), action:
Immediate Actions Upon Notification
1. Acknowledge the Distress Signal:
o If you hear a mayday or distress call on the VHF radio regarding a man overboard, respond immediately.
Acknowledge the message and note down the position given for the MOB if available.
2. Inform Your Crew:
o Alert your crew immediately. Assign specific tasks such as preparing the rescue boat, manning the lookout,
and getting ready with recovery equipment.
3. Proceed to the Location:
o Change your course to head towards the given coordinates at the best speed possible while maintaining
safety. Keep in constant communication with the vessel that has lost a man overboard or with local maritime
authorities coordinating the search and rescue operation.
Preparation for Rescue
1. Rescue Equipment:
o Lifebuoys: Ensure lifebuoys are ready to be thrown into the water. Some should be equipped with self-igniting
lights and smoke signals.
o Rescue Boat: Prepare and lower the rescue boat or lifeboat if conditions allow. Make sure it is equipped with
appropriate safety gear, including extra life jackets.
o Throwing Lines and Life-Slings: Have these ready on deck to aid in recovery.
o First Aid Kit: Prepare a first aid kit and hypothermia blankets for immediate medical treatment once the
person is recovered.
2. Crew Preparation:
o Lookouts: Assign multiple crew members to keep watch with binoculars from different points on the ship, as
spotting a person in the water can be challenging, especially in rough seas or poor visibility.
o Rescue Team: Have a dedicated rescue team ready to deploy. This team should wear life jackets and all
necessary personal protective gear.
o Communication: Assign a crew member to maintain communication with the vessel that reported the MOB
and/or with maritime search and rescue (SAR) authorities.
During the Rescue
1. Coordination:
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o Keep coordinating with the vessel that lost the person overboard and any rescue coordination centers
involved. They might provide updates on the position or state of the person overboard.
2. Search Patterns:
o Conduct a search based on standard patterns like the Williamson Turn, Scharnow Turn, or Anderson Turn,
depending on the situation and last known position. These maneuvers are designed to bring the ship back to
a person who has fallen overboard.
3. Recovery:
o Once the person is located, carefully execute the recovery. Use the boat hook, life-slings, or man overboard
recovery devices to assist. Be cautious of the ship’s propeller and ensure the engine is in neutral when close.
o Pull the person onboard the rescue craft or vessel, taking extreme care not to cause further injury.
After Recovery
1. Medical Attention:
o Provide immediate medical attention. Check for injuries, hypothermia, shock, or water inhalation.
o Continue to monitor the person’s condition closely.
2. Report the Incident:
o Notify the relevant maritime authorities about the incident, the actions taken, and the current status of the
recovered person.
o Follow any instructions from the authorities regarding where to disembark the individual or any further
actions to be taken.
3. Debrief:
o Conduct a debrief with your crew to discuss the rescue operation. Note any lessons learned and consider how
to improve future MOB responses.

Seaworthiness of a Ship:
Seaworthiness of a ship refers to the vessel's condition to be suitable for safe navigation in the waters it is intended to
travel. It encompasses not just the structural integrity and operational capability of the ship but also includes adequate
provisions, safety equipment, competent crew, and proper documentation. Ensuring a ship's seaworthiness is a
fundamental obligation under maritime law and is critical for the safety of the crew, the vessel, and its cargo.
Key Aspects of Seaworthiness
1. Structural Integrity
• Hull and Machinery: The hull must be free from defects, properly maintained, and suitable for the expected sea
conditions. The machinery, including engines, steering systems, and other operational machinery, must be in good
working order.
• Regular Surveys and Maintenance: Ships undergo regular inspections and maintenance checks as per the
schedules dictated by international conventions and classification societies. These checks ensure that the ship's
structural and mechanical systems meet safety standards.
2. Proper Loading and Stability
• Cargo Stowage: Proper stowage and securing of cargo are crucial to prevent shifts that could affect the ship's
stability. Loading plans should be meticulously followed to maintain the vessel's stability.
• Stability Calculations: Accurate stability calculations must be done and updated as needed, especially after
loading, unloading, or in changing weather conditions.
3. Navigational and Communication Equipment
• Navigational Aids: Equipment such as radar, GPS, and charts must be up-to-date and in good working condition.
• Communication Devices: Essential communication devices, including radio equipment conforming to the Global
Maritime Distress and Safety System (GMDSS), must be operational.
4. Safety Equipment and Procedures
• Life-Saving Appliances: Adequate lifeboats, liferafts, life jackets, and other safety equipment must be on board
and easily accessible.
• Firefighting Equipment: Properly maintained and readily accessible firefighting equipment, including
extinguishers, fire suppression systems, and alarms, must be available.
 2nd Mate Orals F3 – Notes prepared based on FAQs of Surveyors Visit Owaysonline.com for latest notes 74

• Drills and Training: Regular safety drills, such as fire drills and man-overboard drills, are required to ensure the
crew is prepared for emergencies.
5. Crew Competence
• Qualified Personnel: The crew must be properly qualified, trained, and certified for their respective roles aboard
the ship.
• Rest and Work Hours: Compliance with regulations regarding rest and work hours to prevent fatigue, which is a
significant factor in maritime accidents.
6. Documentation and Certification
• Certificates: All necessary documentation, such as the Certificate of Registry, Safety Management Certificate, and
others required by international regulations, must be valid and on board.
• Insurance: Appropriate insurance coverage, including Protection & Indemnity (P&I) and Hull & Machinery (H&M),
must be in place.
7. Environmental Compliance
• Pollution Prevention Equipment: Equipment and procedures for preventing pollution, such as oil-water
separators and sewage treatment plants, must be functional and used appropriately.
Legal Implications
• Under maritime law, the shipowner has a duty to ensure that the ship is seaworthy at the start of its voyage.
Failure to ensure seaworthiness can lead to legal liabilities in case of accidents or incidents.
• Cargo Claims: If cargo is damaged due to the ship's unseaworthy condition, cargo owners might have claims
against the shipowner.

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