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Class 1 & 2 Oral Answers ( Part 24 )

REST HOURS

Applicable to officer in charge of a watch and ratings forming part of a watch.

A minimum ten hours rest in any twenty four hours period.

Rest hours may be divided in not more than two parts.

One part should be at least six hours in length.

Minimum ten hours period may be reduced to not less than six consecutive hours periodprovided that:

Such reduction does not extend beyond two days.Not less than seventy hours of rest are provided in each seven days period.

Required rest hours need not to be maintained:In the event of emergency.

DrillsAny other urgent condition.

Calling master as per STCW-95If restricted visibility is encountered or expected.If traffic conditions or movements of other ships are causing concern.If difficulty is experienced in maintaining course.On failure to sight land, a navigation mark or obtain soundings by the expected time.If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs.On the breakdown of the engines, steering gear, or any essential navigationalequipment.In heavy weather, if in any doubt about the possibility of weather damage.If the ship meets any hazard to navigation, such as ice or derelicts.In any other emergency or situation in which the OOW is in any doubt.

STCW-95 for chief officerChief officer has the responsibility for

Familiarization training Basic training Watch arrangement and

Rest hours for watch keeping officers and crews.

To conduct familiarization training for new joining crew before being assigned to dutiesto familiar with shipboard equipment, operating procedures of various equipments.

To conduct basic training for watch keeping, safety and environment protection,emergency procedures.

To prepare onboard training programs for crew, cadet including junior officers. Example:

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Rigging pilot ladder. Understanding helm orders. Duties while berthing and unberthing. Basic knowledge of deck maintenance and tools used on deck.

To monitor on their progress and skills and documented in training record books.

To maintain rest hours for watch officers and crews forming part of watch as per STCW-95.

To maintain the ship and equipment properly and ready for port state control inspection.

MSA OVERVIEW CH-2CH-2 -IIRegulation-2:a) Fire safety objectivesPrevent the occurrence of fire and explosion.

Reduce the risk of life caused by fire.

Reduce the risk of damage caused by fire to the ship, its cargo and the environment.

Contain, control and suppress fire and explosion in the compartment of origin.Provide adequate and readily accessible means of escape for passengers and crews.

b) Functional requirementsView requirements

Regulation-3:Definitions

A-Class division:Divisions formed by bulkheads and decks which comply following regulations:

Constructed of steel or other equivalent material.Suitably stiffened.

Insulated with approved non-combustible materials such as The average temperature of the

unexposed side will not rise more than 140C above the original temperature

The temperature at any one point, including any joint, rise more than 180C above the original

temperature.Within the time period:

Class A-60 60 minClass A-30 30 min

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Class A-15 15 minClass A-0 0 min.

Constructed as to be capable of preventing the passage of smoke and flame to the end of the one

hour standard fire test.

A test is required as per FTP code.

Main vertical zone:Sections into which the hull, superstructure and deckhouses are divided by A-class divisions.Mean length and width of which on any deck does not in general exceed 40m.

Regulation-10:

International shore connection:Required for ships 500GT and upwards.At least one.

Specifications as per FSS code.Can be used on either side of the ship.

Fire pumps:Ships shall be provided with independently driven fire pimps. Passenger ships: 4000GT and

upwards: at least three.

Others: at least two.

Cargo ships: 1000Gt and upwards: At least two.

Others: At least two (one independent).

An emergency fire pump for cargo ships and passenger ships less than 1000GT, if fire in anycompartment cause all the pumps inoperative.

Fire hoses and nozzles:Non perishable material.

At least 10m length.

Not more than 15m in machinery space.Not more than 20m in other spaces and open decks.

Not more than 25m for open decks for ships with max breadth more than 30m.

Complete interchangeability of hose, couplings and nozzles, unless one hose and nozzle for each

hydrant is provided.

For cargo ships 1000GT and upwards, 1 for every 30m and 1 spare (not less than 5).This no. does not include E/R or boiler room.

Nozzle size: 12mm, 16mm and 19mm or as near as thereto.Dual purpose type (jet and spray).

Portable fire extinguishers:Comply with FSS code.

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Of appropriate type and sufficient number.

For ships of 1000GT and upwards: carry at least 5 extinguishers.

Near entrance of an space.Carbon di oxide shall not be placed in accommodation spaces.

Non-conductive extinguishing medium for control spaces and electrical spaces.

Ready for use and placed at easily visible places.

Spare charges: 100% for first 10 and 50% of remainder.Additional fire extinguishers, which cannot be recharged.

Fire fighter's outfit:Comply with FSS code.Ships to carry at least two.

Passenger ships: additional 1 for every 80m and part thereof, of the aggregate of all passenger

spaces and service spaces.If carrying more than 36 passengers, 2 additional outfit for each main vertical zone.

Tankers: two additional.

Two spare charges for each breathing apparatus.

Regulation-15:The crews shall have necessary knowledge and skills to handle fire.

Crew members shall receive instructions regarding fire safety, duties.

Parties for fire fighting to be organized.Crew members shall be trained regarding fire fighting.

Their performance to be evaluated.

Training manuals:Training manuals to be provided in each crew mess room and recreation room or in each crew's

cabin.To be written in working language of the ship.

Will contain instructions easily understood and illustrated wherever possible.Training manuals should explain followings in details: General fire safety practice and precautions.

General instructions on fire fighting activities and procedures including procedures of notification.

Meanings of the ship's alarms.Operation and use of fire fighting systems and appliances.

Operation and use of fire doors.

Operation and use of fire smoke dampers.Escape systems and appliances.

Fire control plans:General arrangement plans shall be permanently exhibited for the guidance of ship's officers.GA plans will show for each deck: The control stationsVarious fire sections enclosed by A and B class divisions

Particulars of fire detection and fire alarm systems.

Sprinkler installationsFire extinguishing appliances.

Means of access

Decks

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Ventilating systems including fan control positions.

Position of dampers

The details may be may be set out in a booklet, if approved by director. A copy shall be supplied to

each officer.

One copy shall be available onboard in accessible position.

Plans and booklets to be kept updated.

Alterations to be recorded as soon as possible.Descriptions in these booklets to be in language(s) required by the authority.

Duplicate set of fire control plans shall be permanently stored in a prominently marked

weathertight enclosure outside the deckhouse for shore side fire fighting personnel.

Regulation-19:Carriage of dangerous goods

Additional requirement for construction and equipment for safe carriage of dangerous goods

regarding:

Water supplies.

Source of ignition.

Detection system.Ventilation.

Bilge pumping.

Personnel protection.Portable fire extinguishers.

Insulation of machinery space boundaries.

Water spray system.

Separation of ro-ro spaces.

Document of complianceAn appropriate document issued by the director on an authorized organization.

Evidence of compliance of construction and equipment with the requirements of this regulation.Shall be carried onboard.

IAMSARDefinitions:

SC (SAR Coordinator):Country's top SAR manager.

Develops SAR and SAR training policies.Establishes RCCs and Rescue Sub Centers.

Provides for, arranges and manages SAR facilities of the country.

SMC (SAR Mission Coordinator):

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Appointed for and oversees each SAR each SAR operation under guidance of SC(SAR

Coordinator).

Normally this duty is undertaken by the head of RCC.

Duties of SMCObtain all data on emergency.

Ascertain type of emergency equipment carried by distress craft.Obtain update on weather /sea conditions.

Locate shipping in search areas.

Plot search areas and methods.

Maintain radio listening watch.Allocate radio frequencies.

Designate OSC and CSS.

Dispatch delivery of survival supplies to survivors.Maintain record of events.

Record results of searched areas.

Monitor SAR units engaged eg. helicopter flying hours, etc.

OSC (On scene coordinator):Person coordinates SAR facilities working at the scene.

Designated by SMC.The person in charge of the first facility to arrive on scene normally assume OSC function unless

SMC arranges relief.

Who can be an OSC:

When two or more SAR facilities conduct operations together, the SMC should designate an OSC.

If this is not practicable, facilities involved should designate, by mutual agreement, an OSC.

This should be done as early as practicable and preferably before arrival within the search area.

Until an OSC has been designated, the first facility arriving at the scene should assume the dutiesof an OSC.

When deciding how much responsibility to delegate to the OSC, the SMC normally considers thecommunications and personnel capabilities of the facilities involved.

Duties of OSCCo-ordinate operations of all SAR facilities on-scene.Obtains the search action plan from the SMC.

Plan the search or rescue operation, if no plan is otherwise available.

Modify the search action or rescue action plan as the situation on- scene dictates, keeping the SMCadvised.

Co-ordinate on-scene communications.

Monitor the performance of other participating facilities.

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Ensure operations are conducted safely, paying particular attention to maintaining safe separations

among all facilities, both surface and air.

Make periodic situation reports (SITREPs) to the SMC.Maintain a detailed record of the operation: On-scene arrival and departure times of SAR facilities,

other vessels and aircraft engaged in operation

Areas searched

Track spacing usedSightings and leads reported

Actions takenResult obtained.

Advise the SMC to release facilities no longer required.

Report the number and names of survivors to the SMC.Provide the SMC with the names and designations of facilities with survivors aboard.

Report which survivors are each facility.

Request additional SMC assistance when necessary (for example, medical evacuation of seriouslyinjured survivors).

SITREP (SAR Situation report)

The standard SITREP format may be found in IAMSAR Vol-3, appendix D.SITREP should include but not be limited to: Weather and sea conditions

The results of search to date

Any actions takenAny future plans or recommendations.

Search patternsSearch pattern will depend on the followings: Size of area to be searched. Type of distressed craft. Size of distressed craft. Meteorological visibility. Cloud ceiling. Type of sea conditions. Time of day. Arrival time of datum.Normally three basic search patterns are used. Namely: Parallel sweep search

Expanding square search Sector search

Parallel sweep search (PS) Used to search a large area when survivor's location is uncertain. May be used with single or multiple vessels.

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Commence search point (CSP) is one of the corners of the search area. CSP may be a corner of a sub area if a large area is to search. It is track space inside the rectangle from each of the two sides forming the rectangle. Orientation is generally in the estimated direction of drift of the search object.

Parallel sweep search by one ship:

Parallel sweep search by two ships:

Expanding square search (SS) Most effective when location of object is known to be within close limit. CSP (Commence search point) is always datum. First leg usually oriented into the wind. Suitable for use by a single vessel or boat.

Used when searching for persons in water. Search object with no leeway.

Sector search (VS) Most effective when location of search object is accurately known. Search area to be small. Used to search a circular area. Center is datum position. Datum may be marked by dropping a suitable marker, such as a life buoy. Search radius is normally 2 - 5 n. miles for vessels. Each turn is 120, normally to starboard. Second search leg is 30 off from the first leg. CSP (Commence search point) is one side of the circular search area.

INTERNATIONAL SAFETY MANAGEMENT CODEOUTLINE

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The International Safety Management (ISM) Code means the International Management Code for

the Safe Operation of Ships and for Pollution Prevention adopted by the International Maritime

Organization by resolution A.741 (18).

The ISM Code is the standard for establishing a system for the safe management and operation of

vessels and for pollution prevention.

It sets rules for the organization of the owner or company management in relation to safety and

pollution prevention, and for the implementation of a Safety Management System (SMS).

The system will have to be approved by the flag Administration, or an organization recognized by

it (normally Classification Societies), then a Certificate is issued.

An owner can manage his own ship or appoint a management company, but for the first time, the

owner or company ashore (the office not just the ship) has to be approved and have a Certificate

(DOC).

TO WHOM IT APPLIES

Chapter IX of SOLAS requires compliance to the ISM Code.

It is mandatory for cargo ships over 500 Gross Tons, passenger ships, tankers, high-speed craft

over 500GT and larger ships.

Implemented in 1st July, 1998. Full force from 1st July 2002.

The management company or owner ashore and the ship must comply with the requirements of theISM Code, and the ship must be operated by a person or company holding a Document of

Compliance.

OBJECTIVES

It improves safety standards on board, so making a safer working environment.

Prevents human injury and loss of life.

It promotes environmental pollution prevention, particularly pollution of marine environment..

It defines tasks and responsibilities.

ISM Code contains general guidelines on which the SMS should be based, and owners and mastersshould have no problem in developing a SMS which is practical and which relates exactly to the

particular vessel.

The following quote from the Code serves to illustrate the general broad terms of wording of the

ISM Code:

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Recognizing that no two shipping companies or shipowners are the same, and that ships operate

under a wide range of different conditions, the Code is based on general principals.

The Code is expressed in broad terms so that it can have a widespread application. Clearly,

different levels of management, whether shore based or at sea, will require varying levels of

knowledge and awareness of the items outlined.

THE DETAILS.

The ISM Code is divided into 13 sections, as follows:

GENERAL

SAFETY AND ENVIRONMENTAL PROTECTION POLICY.

COMPANY RESPONSIBILITIES AND AUTHORITY.

DESIGNATED PERSONS.

MASTERS RESPONSIBILITY AND AUTHORITY.

RESOURCES AND PERSONNEL

DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS

EMERGENCY PREPAREDNESS.

REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

OCCURRENCES.

MAINTENANCE OF THE SHIP AND EQUIPMENT.

DOCUMENTATION.

COMPANY VERIFICATION, REVIEW AND EVALUATION.

CERTIFICATION, VERIFICATION AND CONTROL.

Certification:The Companies DOC is valid for 5 years, and subject to annual verification.

The Safety Management Certificate is valid for 5 years, and subject to at least one intermediateverification and the validity of the Companies DOC.

1. GENERAL.

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As a general object, the SMS should ensure compliance with mandatory rules and regulations, and

that applicable codes, guidelines and standards recommended by the IMO, Flag Administrations,

Classification Societies and Maritime Industry Organizations are taken into account.

The responsibilities of the owner or manager, and the masters, are documented, and there is

absolutely no room for conflict between the office and the ship.

The SMS will normally be drawn up so as to best suit the particular type of operation of the yacht

and the owners or managers. It must be straightforward, based on normal ways of working, and itmust be practical it must work and be shown to work.

The SMS to be a written description and details which covers the normal operating procedures

adopted for the running of the vessel, the identifying of possible risk areas and procedures to beadopted to eliminate risk, and procedures to be used in the case of emergency.

Based on the SMS, shore based staff at the owners or management company office will fulfill theroles assigned to them, and the SMS should provide for a self-assessment of the success of the

operation of the system. The logging of the exchanges of information between ship and office willbe a valuable part of this self-assessment.

The functional requirements of the SMS are:

A safety and environmental protection policy.

Instructions and procedures to ensure safe operation of ships and protection of the environment in

compliance with relevant International and Flag State legislation.

Defined levels of authority and lines of communication between, and amongst, shore and shipboard

personnel.

Procedures for reporting accidents and non-conformities with the provisions of the Code.

Procedures to prepare for and respond to emergency situations.

Procedures for internal audits and management reviews.

2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY.

The owner or his appointed shore-based managers (the Company) should establish a safety and

environmental protection policy which describes how the objectives given above will be achieved.

The Company should ensure that the policy is implemented and maintained at all levels, on board

and ashore.

3. COMPANY RESPONSIBILITIES AND AUTHORITY.

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If the entity who is responsible for the operation of the yacht is other than the owner, the owner

must report the full name and details of such entity to the Flag State Administration.

The Company has to define and document who does what responsibilities and authority - (ashore

and on board), and make sure that enough resources are available to enable the persons responsible

to carry out their tasks.

4. DESIGNATED PERSONS.

The designated person(s) should be suitably qualified and experienced in the safety and pollution

control aspects of yacht operations.

The Company should designate a person or persons ashore having direct access to the highest

levels of management for the followings:

To ensure the safe operation of each vessel

To provide a link between the Company and those on board,

To monitor the safety and pollution prevention aspects of the operation of the vessel.

To ensure that adequate resources and shore based support are applied, as required.

To conduct safety audit and provide/ monitor corrective actions.

5. MASTERS RESPONSIBILITY AND AUTHORITY.

The Company should clearly define and document the Masters responsibility with regards to

implementing the Companies safety and environmental-protection policy, and the SMS shouldinclude a clear statement emphasizing the Masters authority.

Any system of checks used by the Company should allow for and take account of the Mastersoverriding authority to take whatever action he considers to be in the best interests of persons on

board, the yacht and the marine environment.

Master's responsibility and authorities are defined in the following aspects:

Implementing the safety and environmental protection policy of the company.

Motivating the crews in the observation of the policy.

Issuing appropriate orders and instruction in clear and simple manner.

Verifying the specified requirements are being observed.

Reviewing the SMS and reporting its deficiencies to the shore based management.

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6. RESOURCES AND PERSONNEL

The Company should ensure:

The Master and crews are fit and properly qualified.

Everyone involved with the implementation of the SMS understands it.

Relevant rules, regulations and guidelines are understood by shipboard personnel,

Identify and provide any training which may be required in support of the SMS.

7. DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS

The Company should establish procedures for the preparation of plans and instructions for key

operations on board concerning the safety of the ship and the prevention of pollution.

Instructions and agreed procedures for operation to be produced and documented in clear

language(s) so as to readily available and understood to everyone concerned with the operation of

the vessel.

8. EMERGENCY PREPAREDNESS.

The Company should establish procedures to identify, describe and respond to potential emergency

shipboard situations, and establish programs for drills and exercises to prepare for emergencyactions.

The SMS should provide for measures ensuring that the Companies organization can respond atany time to hazards, accidents and emergency situations involving its ships.

9. REPORTS AND ANALYSIS OF NON-CONFORMITIES,ACCIDENTS AND HAZARDOUS OCCURRENCES.The SMS should include procedures for the above to be reported to the Company.

Procedures should be established for the implementation of corrective action.

10. MAINTENANCE OF THE SHIP AND EQUIPMENT.

The Company should establish procedures to ensure that the vessel is maintained in conformity

with the provisions of the relevant rules and regulations and with any additional requirements whichmay be established by the Company.

The SMS should identify critical equipment and systems, the failure of which may result inhazardous situations.

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Stand-by arrangements to be tested regularly.

11. DOCUMENTATION.

The Company to establish and maintain procedures to control all documents and data which are

relevant to the SMS.

The documents used to describe and implement the SMS may be referred to as the Safety

Management Manual.

All relevant documentation to be carried on board.

12. COMPANY VERIFICATION, REVIEW AND EVALUATION.The company to carry out internal checks (audits) to verify whether safety and pollution prevention

activities comply with the SMS.

13. CERTIFICATION, VERIFICATION AND CONTROL.The vessel should be operated by a Company which is issued with a Document of Compliance

(DOC) relevant to that vessel.

A copy to be placed on board.

The vessel to be issued with a safe management certificate.

The International Safety Management CodeIMO Assembly Resolution A.741(18) - 1993

THE ASSEMBLY,RECALLING Article 15(j) of the Convention on the International Maritime Organizationconcerning the functions of the Assembly in relation to regulations and guidelinesconcerning maritime safety and the prevention and control of marine pollution fromships,RECALLING ALSO resolution A.680(17), by which it invited Member Governments to

encourage those responsible for the management and operation of ships to takeappropriate steps to develop, implement and assess safety and pollution preventionmanagement in accordance with the IMO Guidelines on management for the safeoperation of ships and for pollution prevention,RECALLING ALSO resolution A.596(15), by which it requested the Maritime SafetyCommittee to develop, as a matter of urgency, guidelines, wherever relevant,concerning shipboard and shore-based management and its decision to include in thework programme of the Maritime Safety Committee and the Marine Environment

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Protection Committee an item on shipboard and shore-based management for the safeoperation of ships and for the prevention of marine pollution, respectively,RECALLING FURTHERresolution A.441(XI), by which it invited every State to take thenecessary steps to ensure that the owner of a ship which flies the flag of that Stateprovides such State with the current information necessary to enable it to identify andcontact the person contracted or otherwise entrusted by the owner to discharge his

responsibilities for that ship in regard to matters relating to maritime safety and theprotection of the marine environment,FURTHER RECALLING resolution A.443(XI), by which it invited Governments to take thenecessary steps to safeguard the shipmaster in the proper discharge of hisresponsibilities in regard to maritime safety and the protection of the marineenvironment,RECOGNIZING the need for appropriate organization of management to enable it torespond to the need of those on board ships to achieve and maintain high standards ofsafety and environmental protection,RECOGNIZING ALSO that the most important means of preventing maritime casualtiesand pollution of the sea from ships is to design, construct, equip and maintain ships and

to operate them with properly trained crews in compliance with internationalconventions and standards relating to maritime safety and pollution prevention,NOTING that the Maritime Safety Committee is developing requirements for adoption byContracting Governments to the International Convention for the Safety of Life at Sea(SOLAS) 1974, which will make compliance with the Code referred to in operativeparagraph 1 mandatory,CONSIDERING that the early implementation of that Code would greatly assist inimproving safety at sea and protection of the marine environment,NOTING FURTHERthat the Maritime Safety Committee and the Marine EnvironmentProtection Committee have reviewed resolution A.680(17) and the Guidelines annexedthereto in developing the Code,

HAVING CONSIDERED the recommendations made by the Maritime Safety Committee atits sixty-second session and by the Marine Environment Protection Committee at itsthirty-fourth session,

1. ADOPTS the International Management Code for the Safe Operation of Ships andfor Pollution Prevention, (International Safety Management (ISM) Code), set out inthe Annex to the present resolution;

2. STRONGLY URGES Governments to implement the ISM Code on a national basis,giving priority to passenger ships, tankers, gas carriers, bulk carriers and mobileoffshore units, which are flying their flags, as soon as possible but not later than 1June 1998, pending development of the mandatory applications of the Code;

3. REQUESTS GOVERNMENTS to inform the Maritime Safety Committee and theMarine Environment Protection Committee of the action they have taken inimplementing the ISM Code;

4. REQUESTS the Maritime Safety Committee and the Marine Environment ProtectionCommittee to develop Guidelines for the implementation of the ISM Code;

5. REQUESTS ALSO the Maritime Safety Committee and the Marine EnvironmentProtection Committee to keep the Code and its associated Guidelines, underreview and to amend them, as necessary;

6. REVOKES resolution A.680(17).

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The International Safety Management (ISM) CodeAnnex to IMO Assembly Resolution A.741(18) - 1993

PREAMBLE1. The purpose of this Code is to provide an international standard for the safe

management and operation of ships and for pollution prevention.2. The Assembly adopted resolution A.443(XI) by which it invited all Governments totake the necessary steps to safeguard the shipmaster in the proper discharge ofhis responsibilities with regard to maritime safety and the protection of themarine environment.

3. The Assembly also adopted resolution A.680(17) by which it further recognizedthe need for appropriate organization of management to enable it to respond tothe need of those on board ships to achieve and maintain high standards of safetyand environmental protection.

4. Recognizing that no two shipping companies or shipowners are the same, and thatships operate under a wide range of different conditions, the Code is based on

general principles and objectives.5. The Code is expressed in broad terms so that it can have a widespreadapplication. Clearly, different levels of management, whether shore-based or atsea, will require varying levels of knowledge and awareness of the items outlined.

6. The cornerstone of good safety management is commitment from the top. Inmatters of safety and pollution prevention it is the commitment, competence,attitudes and motivation of individuals at all levels that determines the endresult.

1. GENERAL1.1 Definitions1.1.1 "International Safety Management (ISM) Code"means the International

Management Code for the Safe Operation of Ships and for Pollution Prevention asadopted by the Assembly, as may be amended by the Organization.1.1.2 "Company"means the Owner of the ship or any other organization or person suchas the Manager, or the Bareboat Charterer, who has assumed the responsibility foroperation of the ship from the Shipowner and who on assuming such responsibility hasagreed to take over all the duties and responsibility imposed by the Code.1.1.3 "Administration"means the Government of the State whose flag the ship isentitled to fly.1.2 Objectives1.2.1 The objectives of the Code are to ensure safety at sea, prevention of human injuryor loss of life, and avoidance of damage to the environment, in particular, to the marine

environment, and to property.1.2.2 Safety management objectives of the Company should, inter alia:

provide for safe practices in ship operation and a safe working environment;

establish safeguards against all identified risks; and

continuously improve safety management skills of personnel ashore and aboard ships,including preparing for emergencies related both to safety and environmentalprotection.

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1.2.3 The safety and management system should ensure:compliance with mandatory rules and regulations; and

that applicable codes, guidelines and standards recommended by the Organization,Administrations, classification societies and maritime industry organizations are takeninto account.

1.3 ApplicationThe requirements of this Code may be applied to all ships.1.4 Functional requirements for a Safety Management System (SMS)Every Company should develop, implement and maintain a Safety Management System(SMS) which includes the following functional requirements:

a safety and environmental protection policy;

instructions and procedures to ensure safe operation of ships and protection of theenvironment in compliance with relevant international and flag State legislation;

defined levels of authority and lines of communication between, and amongst, shore

and shipboard personnel;

procedures for reporting accidents and non-conformities with the provisions of thisCode;

procedures to prepare for and respond to emergency situations; and

procedures for internal audits and management reviews.2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY2.1 The Company should establish a safety and environmental protection policy whichdescribes how the objectives, given in paragraph 1.2, will be achieved.

2.2 The Company should ensure that the policy is implemented and maintained at alllevels of the organization both ship based as well as shore based.3. COMPANY RESPONSIBILITIES AND AUTHORITY3.1 If the entity who is responsible for the operation of the ship is other than theowner, the owner must report the full name and details of such entity to theAdministration.3.2 The Company should define and document the responsibility, authority andinterrelation of all personnel who manage, perform and verify work relating to andaffecting safety and pollution prevention.3.3 The Company is responsible for ensuring that adequate resources and shore basedsupport are provided to enable the designated person or persons to carry out their

functions.4. DESIGNATED PERSON(S)To ensure the safe operation of each ship and to provide a link between the companyand those on board, every company, as appropriate, should designate a person orpersons ashore having direct access to the highest level of management. Theresponsibility and authority of the designated person or persons should includemonitoring the safety and pollution prevention aspects of the operation of each ship andto ensure that adequate resources and shore based support are applied, as required.

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5. MASTER'S RESPONSIBILITY AND AUTHORITY5.1 The Company should clearly define and document the master's responsibility withregard to:

implementing the safety and environmental protection policy of the Company;

motivating the crew in the observation of that policy;

issuing appropriate orders and instructions in a clear and simple manner;

verifying that specified requirements are observed; and

reviewing the SMS and reporting its deficiencies to the shore based management.

5.2 The Company should ensure that the SMS operating on board the ship contains aclear statement emphasizing the Master's authority. The Company should establish in theSMS that the master has the overriding authority and the responsibility to make decisions

with respect to safety and pollution prevention and to request the Company's assistanceas may be necessary.6. RESOURCES AND PERSONNEL6.1 The Company should ensure that the master is:

properly qualified for command;fully conversant with the Company's SMS; andgiven the necessary support so that the Master's duties can be safely performed.

6.2 The Company should ensure that each ship is manned with qualified, certificated andmedically fit seafarers in accordance with national and international requirements.

6.3 The Company should establish procedures to ensure that new personnel andpersonnel transferred to new assignments related to safety and protection of theenvironment are given proper familiarization with their duties. Instructions which areessential to be provided prior to sailing should be identified, documented and given.6.4 The Company should ensure that all personnel involved in the Company's SMS have anadequate understanding of relevant rules, regulations, codes and guidelines.6.5 The Company should establish and maintain procedures for identifying any trainingwhich may be required in support of the SMS and ensure that such training is providedfor all personnel concerned.6.6 The Company should establish procedures by which the ship's personnel receiverelevant information on the SMS in a working language or languages understood by them.

6.7 The Company should ensure that the ship's personnel are able to communicateeffectively in the execution of their duties related to the SMS.7. DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONSThe Company should establish procedures for the preparation of plans andinstructions for key shipboard operations concerning the safety of the ship and theprevention of pollution. The various tasks involved should be defined and assigned toqualified personnel.8. EMERGENCY PREPAREDNESS

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8.1 The Company should establish procedures to identify, describe and respond topotential emergency shipboard situations.8.2 The Company should establish programmes for drills and exercises to prepare foremergency actions.8.3 The SMS should provide for measures ensuring that the Company's organization canrespond at any time to hazards, accidents and emergency situations involving its

ships.9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUSOCCURRENCES9.1 The SMS should include procedures ensuring that non-conformities, accidents andhazardous situations are reported to the Company, investigated and analyzed with theobjective of improving safety and pollution prevention.9.2 The Company should establish procedures for the implementation of correctiveaction.10. MAINTENANCE OF THE SHIP AND EQUIPMENT10.1 The Company should establish procedures to ensure that the ship is maintainedin conformity with the provisions of the relevant rules and regulations and with any

additional requirements which may be established by the Company.10.2 In meeting these requirements the Company should ensure that:

inspections are held at appropriate intervals;any non-conformity is reported with its possible cause, if known;appropriate corrective action is taken; andrecords of these activities are maintained.

10.3 The Company should establish procedures in SMS to identify equipment andtechnical systems the sudden operational failure of which may result in hazardoussituations. The SMS should provide for specific measures aimed at promoting the

reliability of such equipment or systems. These measures should include the regulartesting of stand-by arrangements and equipment or technical systems that are not incontinuous use.10.4 The inspections mentioned in 10.2 as well as the measures referred to 10.3 shouldbe integrated in the ship's operational maintenance routine.11. DOCUMENTATION11.1 The Company should establish and maintain procedures to control all documentsand data which are relevant to the SMS.11.2 The Company should ensure that:

valid documents are available at all relevant locations;

changes to documents are reviewed and approved by authorized personnel; andobsolete documents are promptly removed.

11.3 The documents used to describe and implement the SMS may be referred to as the"Safety Management Manual". Documentation should be kept in a form that the Companyconsiders most effective. Each ship should carry on board all documentation relevant tothat ship.12. COMPANY VERIFICATION, REVIEW AND EVALUATION

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12.1 The Company should carry out internal safety audits to verify whether safety andpollution prevention activities comply with the SMS.12.2 The Company should periodically evaluate the efficiency and when neededreview the SMS in accordance with procedures established by the Company.12.3 The audits and possible corrective actions should be carried out in accordancewith documented procedures.

12.4 Personnel carrying out audits should be independent of the areas being auditedunless this is impracticable due to the size and the nature of the Company.12.5 The results of the audits and reviews should be brought to the attention of allpersonnel having responsibility in the area involved.12.6 The management personnel responsible for the area involved should take timelycorrective action on deficiencies found.13. CERTIFICATION, VERIFICATION AND CONTROL13.1 The ship should be operated by a Company which is issued a document ofcompliance relevant to that ship.13.2 A document of compliance should be issued for every Company complying withthe requirements of the ISM Code by the Administration, by an organization

recognized by the Administration or by the Government of the country, acting onbehalf of the Administration in which the Company has chosen to conduct its business.This document should be accepted as evidence that the Company is capable ofcomplying with the requirements of the Code.13.3 A copy of such a document should be placed on board in order that the Master, ifso asked, may produce it for the verification of the Administration or organizationsrecognized by it.13.4 A Certificate, called a Safety Management Certificate, should be issued to a shipby the Administration or organization recognized by the Administration. TheAdministration should, when issuing a certificate, verify that the Company and itsshipboard management operate in accordance with the approved SMS.

13.5 The Administration or an organization recognized by the Administration shouldperiodically verify the proper functioning of the ship's SMS as approved.

MARPOLAnnexes:There are six annexes at present: Annex-I : Regulations for the prevention of pollution by oil. Annex-II : Regulations for the control of pollution by noxious liquid substances in bulk.

Annex-III : Regulations for the prevention of pollution by harmful substances inpackaged form.

Annex-IV : Regulations for the prevention of pollution by sewage from ships. Annex-V : Regulations for the prevention of pollution by garbage from ships. Annex-VI : Regulations for the prevention of air pollution from ships.In process: Annex-VII : Regulations for the prevention of pollution from ballast water. Annex-VIII: Regulations for the prevention of pollution from tin based paint.

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Special areas as per MARPOL 73/78Annex-IAs per regulation 10, followings are the special areas: Mediterranean seas Baltic seas Black seas Red seas Gulf area (Persian gulf) Gulf of Aden North-west European waters Antarctic areas

Annex-VAs per regulation 5, followings are the special areas. Mediterranean seas Baltic seas Black seas Red seas Gulf area (Persian gulf) North seas Antarctic areas Wider Caribbean regions

In special areas, only food waste can be disposed off in seas greater 12 n.m. fromshores.

In wider Caribbean regions only food waste comminuted to 25mm can be discharged inseas more than 3miles from the coast.

Annex-VI Baltic seas.

Garbage

Disposal of garbageCovered by regulation-3.

Disposal of plastic or similar products are prohibited.

Food waste, paper, crockery etc may be discharged at sea, at a distance of more than12miles from the nearest land.

Comminuted food waste to 25mm may be discharged at a distance greater than 3milesfrom the nearest land.

Dunnage, lining, packing material which may float can be discharged at a distance more

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than 25niles from the nearest land.

Special areas: Special disposal regulation in special areas, as per regulation-10.

In special areas, only food waste can be disposed at a distance more than 12miles fromland.

In wider Caribbean regions only comminuted food waste to 25mm may be disposed offat a distance more than 3miles from the nearest land.

Garbage management: Covered by regulation 9. Every ship 12m or more shall display placards.

Every ship 400GT or above and passenger ships carrying 15 or more passengers shallhave onboard a garbage management plan.

Ship's crews to follow the garbage management plan.

Every ships 400GT or above an ships carrying 15 or more persons engaged in voyages

shall carry a garbage record book.

Special areas as per MARPOL 73/78Annex-IAs per regulation 10, followings are the special areas: Mediterranean seas Baltic seas Black seas

Red seas Gulf area (Persian gulf) Gulf of Aden North-west European waters Antarctic areas

Annex-VAs per regulation 5, followings are the special areas. Mediterranean seas Baltic seas Black seas

Red seas Gulf area (Persian gulf) North seas Antarctic areas Wider Caribbean regions

In special areas, only food waste can be disposed off in seas greater 12 n.m. fromshores.

In wider Caribbean regions only food waste comminuted to 25mm can be discharged in

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seas more than 3miles from the coast.

Annex-VI Baltic seas.

Discharge Engine Room bilge Discharge as perMARPOL regulations. Ship is not in special areas. Ship is en route (making way). Distance is more than 12miles from nearest coast. ODME is operational. Bilge is passed through oily water separator and ODME. Oil content in water is less than 15ppm. I will consider these and advise the engineer accordingly.

Discharge of oil as per Annex-1

Cargo ships of less 400GT to discharge when the content of the oil or oily water mixturewithout dilution is not more than 15ppm.

Processed bilge water generated from machinery spaces of tankers (150 GT andabove) and cargo ships (400GT and above) are allowed to discharge if followingconditions are met:

Ship is not in special areas.

Not generated in pumproom. No oil residue mixed. Ship in en-route. Oil content not more than 15ppm. Ship has operational oil filtering equipment. Automatic stopping device fitted to ensure not more than 15ppm oil discharge.

Oil tankers, tank cleaning bilges can be discharged if:

Ship is not within special areas. Ship is en route.

Distance is more than 50 miles from the nearest land. Discharge rate is not more than 30Liters/Mile.

Total quantity of oil is not more than 1/15,000 for old tankers and 1/30,000 for newtankers from cargo residue.

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Annex VI : Prevention of Air Pollutionfrom ShipsIntroduction:

The Protocol was adopted at a Conference held from 15 to 26 September 1997 andadds a new Annex VI on Regulations for the Prevention of Air Pollution from Ships tothe Convention.

Entry into force: 12 months after being ratified by 15 States whose combined fleets ofmerchant shipping constitute at least 50% of the world fleet.

The requirements of the IMO Protocol are in accordance with the Montreal Protocol of1987, as amended in London in 1990. The Montreal Protocol is an internationalenvironmental treaty, drawn up under the auspices of the United Nations, under whichnations agreed to cut CFC consumption and production in order to protect the ozone

layer.Features:

Set limits on sulphur oxide (SOx) and nitrogen oxide (NOx) emissions from shipexhausts and prohibit deliberate emissions of ozone depleting substances.

Includes a global cap of 4.5% m/m on the sulphur content of fuel oil and calls on IMO tomonitor the worldwide average sulphur content of fuel once the Protocol comes intoforce.

Provisions allowing for special "SOx Emission Control Areas" to be established withmore stringent control on sulphur emissions. In these areas, the sulphur content of fuel

oil used on board ships must not exceed 1.5% m/m.

Ships must fit an exhaust gas cleaning system or use any other technological method tolimit SOx emissions.

The Baltic Sea is designated as a SOx Emission Control area.

Prohibits deliberate emissions of ozone depleting substances, which include halons andchlorofluorocarbons (CFCs).

New installations containing ozone-depleting substances are prohibited on all ships.

New installations containing hydro-chlorofluorocarbons (HCFCs) are permitted until 1January 2020.

Sets limits on emissions of nitrogen oxides (NOx) from diesel engines. A mandatoryNOx Technical Code, developed by IMO, defines how this is to be done.

Also prohibits the incineration on board ship of certain products, such as contaminated

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packaging materials and polychlorinated biphenyls (PCBs).Format of Annex VI

Annex VI consists of three Chapters and a number of Appendices:

Chapter I - GeneralChapter II - Survey, Certification and Means of Control

Chapter III - Requirements for Control of Emissions from Ships

Appendices include:

The form of the International Air Pollution Prevention Certificate;Criteria and procedures for designation of SOx emission control areas;Information for inclusion in the bunker delivery note;Approval and operating limits for shipboard incinerators;Test cycles and weighting factors for verification of compliance of marine diesel engineswith the NOx limits;Details of surveys and inspections to be carried out.

Discharge of oil as per Annex-1

Cargo ships of less 400GT to discharge when the content of the oil or oily water mixturewithout dilution is not more than 15ppm.

Processed bilge water generated from machinery spaces of tankers (150 GT andabove) and cargo ships (400GT and above) are allowed to discharge if followingconditions are met:

Ship is not in special areas. Not generated in pumproom. No oil residue mixed. Ship in en-route. Oil content not more than 15ppm. Ship has operational oil filtering equipment. Automatic stopping device fitted to ensure not more than 15ppm oil discharge.

Oil tankers, tank cleaning bilges can be discharged if:

Ship is not within special areas.

Ship is en route. Distance is more than 50 miles from the nearest land. Discharge rate is not more than 30Liters/Mile.

Total quantity of oil is not more than 1/15,000 for old tankers and 1/30,000 for newtankers from cargo residue.

OIL RECORD BOOK

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Requirement Required as per regulation-20 of annex-1. Required for all oil tankers of 150GT and above. Required for all ships of 400GT and above.

Parts Oil record books are of two parts. Part-1: For machinery space operation. Part-2: For cargo and ballast space operation.

Contents

Contents of part-1

Ballasting or cleaning of fuel oil tanks. Discharging of dirty ballast and cleaning water. Disposal of oil residues (sludge).

Discharge overboard / disposal of machinery space bilge.

Contents of part-2

Loading, discharging and internal transfer of cargo. Ballasting of cargo tanks and dedicated CBT (clean ballast tank). Cleaning of cargo tanks including COW (crude oil washing). Discharge of ballast from COT and CBT. (Not SBT- segregated ballast tank). Discharge of water from slop tanks. Closing of valves after slop tanks discharge. Closing of valves to isolate dedicated clean ballast tanks from cargo and stripping lines. Disposal of residues.

Garbage record book

Required as per regulation-9.

Every ship of 400GT or more and ships carrying 15 or more passengers engaged in voyages shall

carry a garbage record book.

Garbage record book contains record of garbage disposals: Type of garbage disposed off.Quantity of garbage disposed off.

Date, time and position of the ship.

Signature of responsible person.

SOPEP SOPEP: Shipboard oil pollution emergency plan.

Requirement Required as per regulation-26 of annex-1.

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Every ship of 400GT or more to carry SOPEP. All tankers of 150GT or more to carry SOPEP. SOPEP should be approved by administration.

Contents

The procedures to be followed by master (over all in charge) to report an oil pollutionincident.

The list of persons or authorities to be contacted in the event of an oil pollution incident.

A detailed description of the action to be taken immediately by persons onboard toreduce or control the discharge of oil following the incident.

The procedures and point of control on the ship for coordinating shipboard action withnational and local authorities in combating the pollution.

List of oil pollution equipments and their lication.

CARGO RECORD BOOK Required as per regulation-9 of annex-II. Required for every ships carrying noxious liquid in bulk. The contents are similar to oil record book.

OIL RECORD BOOK

Requirement Required as per regulation-20 of annex-1. Required for all oil tankers of 150GT and above.

Required for all ships of 400GT and above.

Parts Oil record books are of two parts. Part-1: For machinery space operation. Part-2: For cargo and ballast space operation.

Contents

Contents of part-1

Ballasting or cleaning of fuel oil tanks.

Discharging of dirty ballast and cleaning water. Disposal of oil residues (sludge). Discharge overboard / disposal of machinery space bilge.

Contents of part-2

Loading, discharging and internal transfer of cargo. Ballasting of cargo tanks and dedicated CBT (clean ballast tank). Cleaning of cargo tanks including COW (crude oil washing). Discharge of ballast from COT and CBT. (Not SBT- segregated ballast tank).

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Discharge of water from slop tanks. Closing of valves after slop tanks discharge. Closing of valves to isolate dedicated clean ballast tanks from cargo and stripping lines. Disposal of residues.

SMPEP Shipboard marine pollution emergency plan. Required as per regulation-16 of annex-2. Came into force on 01st January, 2003.

Every ship of 150GT and above certified to carry noxious liquid substances in bulk mustcarry.

It must be approved by appropriate authority.

A ship to which regulation-26 (SOPEP) of annex-1 and regulation-16 (SMPEP) ofannex-2 apply, SOPEP and SMPEP will be combined into one, named SMPEP.

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