IMU SYLLABUS

T3203 Cargo Handling, Stowage & Seamanship II

Block 2 Unit 5: Tackles & Purchases [2 Hours]
5.1 Explain the standard crane signals
5.2 Explain the use of various slings; method of shortening a rope sling.

Block 2 Unit 6: Anchor work [8 Hours]

6.1 Explain Anchor work. Describe the parts of a windlass
6.2 Explain the following terms in connection with anchor work:
Cable, Link, Swivel, Joining shackle, Shackle as a term of length, Bitter end, Acockbill (anchor ready for letting go), Anchor
aweigh, Clear hawse, Foul hawse, Clear or foul anchor, Dragging, Long stay, Short stay, Up and down, to
veer cable, Weighing anchor, Yawing, Brought up to three in water / four on deck, etc.
6.3 Explain the method for securing anchor for sea; covering the Spurling pipe; marking on anchor cable; use of
chain hook; Describe how anchors should be kept ready for use in emergency.

Block 2 Unit 7: Safe Working Practices [20 Hours]

Reference to Code of Safe Working Practices explain the following:
7.1 Safety precautions while anchoring
7.2 Safety precautions while repairing radar
7.3 Safety precautions while entering battery room
7.4 Safety precautions while using Bosuns chair
7.5 Safety precautions while rigging gangway and pilot ladder
7.6 Describe the importance of personnel health and hygiene on board ship
7.7 Permit System - Hot work permit, Cold work permit, Entry in enclosed space permit, Working aloft
permit, Working over-side permit, Electrical Isolation Permit, Lockout and Tag out procedures.
7.8 List Safe bunkering practices
7.9 Demonstrate Entry into Enclosed Space

Block 2 Unit 5: Tackles & Purchases [2 Hours]

5.1 Explain the standard crane signals

http://www.hse.gov.uk/workplacetransport/safetysigns/banksman/banksman.htm

Meaning Description Illustration

A: General Hand Signals
START Both arms
operations (To extended
get attention at horizontally with
the Start of palms facing
Command) forward
 Right arm
pointing upwards
Taking the
with palm facing
STRAIN or
forward; Fingers
Inching the
are clenched and
LOAD slowly
Unclenched
Alternately

STOP Right arm

(Temporary pointed upwards
interruption of with palm facing
movement) Forwards

Both hands
END of
clasped together
operations
at chest height

OR
Both arms
extended 450
Downwards
crossed back
and forth at torso
Level
B: Vertical Movements
The right arm
Pointing
upwards, with
RAISING the
palm facing
Load
forward and
slowly making a
Circle
 The right arm
Pointing
downwards, with
LOWERING the
palm facing
Load
inwards and
slowly making a
Circle

Derricking Jib of One hand on

the Crane: head; Other hand
movement as
Lifting the Jib up Indicated

Derricking the Jib One hand on

of the Crane: head; Other hand
movement as
Lowering the Jib Indicated

Telescoping Jib One hand on

of the Crane: head; Other hand
movement as
Extending the Jib Indicated

Telescoping Jib One hand on

of the Crane: head; Other hand
movement as
Retracting the Jib Indicated
Vertical Distance
The hands
Indicating
relevant distance
C: Horizontal movements
Both arms bent
MOVE with palm facing
FORWARDS upwards and
(Travel towards forearm making
me) slow movements
towards the body
Both arms bent
with palm facing
MOVE
downwards and
BACKWARDS
forearm making
(Travel away
slow movements
from me)
away from the
Body
Right arm
Extended
horizontally with
Towards RIGHT palm facing
of Signalman downwards and
making slow
movements to
the right

Left arm
extended more
or less
horizontally with
Towards LEFT of
palm facing
Signalman
downwards and
making slow
movements to
the left
 The hands
Horizontal
indicating
Distance
relevant distance

Both arms close

to side,
extending one
SLEWING
arm 900 from
elbow in the
direction required (To Right) (To Left)
D: Danger Signal
Both arms
Danger/ pointing upwards
Emergency Stop with palms facing
forward

E: Other special Signals

Secure the load:
Both arms
SECURE crossed closely
to the chest with
hands clenched
Left arm pointing
upwards:
Twist-locks Rotating wrist
clockwise
On and Off indicate twist on;
Anti-clockwise
indicate twist off;
For Quick Operation All above movements faster
For Slow Operation All above movements slower
5.2 Explain the use of various slings and method of shortening a rope sling.

A Sling is a flexible strap or belt used in the form of a loop to

support or raise a weight.

Slings can be classified as per the material used for making it

1. Rope Sling (Made of Natural or Synthetic fibre Rope)
2. Wire Rope Sling
3. Chain Sling
4. Synthetic Web Sling
5. Metallic Mesh Sling
6. Net Sling (Made of wire rope or Synthetic fibre Rope)

Fibre rope slings are flexible and comparatively cheaper, but it is more
easily damaged by the sharp edges on the material being hoisted as
compared to a wire rope sling or a chain sling. Hence Fibre-rope slings are
used for lifting comparatively lighter loads and for any temporary jobs.

Wire rope slings are widely used because of its combination of strength as
well as flexibility. Comparatively costlier than Fibre rope slings, they do not
wear away as fast as a fibre rope, nor do they lose their strength from
exposure as rapidly. The appearance of many broken wires clearly indicates
the fatigue of the metallic wires and in such cases, sling should be replaced.

Chain slings are used especially where the sharp edges of any metallic object
handled would cut through the wire rope (if a wire rope sling was used) or
where very hot items are lifted, as in foundries or blacksmith shops.

Slings can further be classified as per their construction

1. A Single Sling A rope (synthetic or wire rope) with eyes spliced at both
ends. It may or may not have Thimbles fitted along the eye to protect it.
2. Endless Sling or Grommet These are synthetic or wire rope whose
ends are spliced together to join them forming a single loop.
3. Combination Slings or Bridles Where multiple slings are attached
to a single connection.
(These are made of small lengths of chains one end of which is attached
together to one ring and other end having hooks or clamps. For e.g., Drum
sling which is used to lift one or more drum barrels horizontally or vertically)
Common methods of use of Endless Sling:

Common methods of use of Single Sling: Four Legged Bridle with Hooks at one end:

Different types of End-Connections on a Sling:

Methods of reducing the length of a Sling:
Applying a Sheepshank is a temporary method of shortening the length of
a rope. It can also be used to temporarily take the load off any weaker spot in the
rope (see the figure below).
Note: Please remember that it is only a temporary knot and may open up when the load is
eased off until and unless both end eyes are fastened to the standing part on each end.

Sheepshank Sheepshank with both end eyes

fastened to the Standing Part

UNIT 6:
6.1 Explain Anchor work. Describe the parts of a windlass

Parts of a Stockless Anchor

1. Crown/ with Shackle 4. Crown pin

2. Shank 5. Crown plate
3. Flukes 6. Anchor Chain attached to a Swivel
Forecastle fittings on a Ship

1. Storage part of the mooring drum

2. Pulling section of the split drum
(the rope working part)
3. Brake band of Windlass
4. Gear box with Gear Assembly inside
5. Electro-hydraulic motor
6. Warping head or Warping Drum
7. Anchor Chain in the gypsy wheel
8. Dog clutch
9. Anchor
10. Hawse pipe
11. Spurling pipe
12. Chain locker
13. Chain stopper or Bow stopper
14. Guide roller
15. Bollard or Bits
16. Guide roller
17. Forecastle Deck
18. Hatch leading to chain locker

Few important definitions:

Anchor Cable (also called Anchor Chain):

A Ship can be secured to the seabed by means of her Anchor attached to a
Cable. Ships are fitted with two Anchors, one fitted on the Port side and the
other on Starboard side. Anchor Cable or Chain is stored inside the Chain
locker and pays out as required when the Anchor is let go from the ship.
Cable Link:
Anchor Chain consists of a studded Chain having many links. Each of these
links will have a stud inserted in the middle. Purpose of these studs are,
- To strengthen the chain and
- To prevent the chain from kinking.
Anchor chains are supplied in standard length of 27.5 m (also
called Shackles) and each shackle of chains are connected to each
other using a Joining Shackle. The links forming each length of
cable will be of uniform size and are called Common Links. The
Joining Shackle will be slightly larger in size than the common link.

Swivel
A freely rotatable Swivel piece is attached to the outboard end of the Anchor
Cable for attaching the cable to the Anchor. The main purpose of the Swivel is
to prevent the Anchor cable from twisting when the ship is at Anchor.
Similarly, it is also a good practice to fit another swivel at the
innermost end of the cable where the cable is attached to the cable
locker. The inboard swivel is usually secured to a Cable Clench
(also called Bitter End) with a joining shackle.
Anchor Joining Shackles:

Two lengths of Anchor cables (shackles) are joined together

using a Joining Shackle. There are two types of joining shackles,
Lugged Joining Shackle and Lugless Joining Shackle. Modern
vessels are provided with Lugless Joining Shackle.

1. Lugless Joining Shackle:

A Lugless Joining Shackle consists of two main parts with one Stud in
between. The two main parts are attached to the ends of cable, then fitted
together and then the stud is inserted in between. The whole assemble is then
secured together by hammering in a Tapered Pin through a hole drilled
diagonally through both main parts as well as the stud. A Lead Pellet is then
hammered in at the broad end of the pin which keeps the pin in place.

(See also Animated Graphic Fig 2-9 a in page 2-12)

2. Lugged Joining Shackle:

A Lugged Joining Shackle (see figure above) even though less
common now-a-days may still be found on some smaller vessels.
It consists of a straight shackle whose bolt will be secured using a
tapered pin and a lead pellet. The pin fits into a tapered hole drilled
through the bolt and one lug of the shackle. Except for the Anchor
shackle, all lugged shackles should be fitted into the cable with their
lugs facing aft so that they will not foul when the cable runs out. Since
the anchor shackle is already inside the hawse pipe, there is no danger
of it fouling anywhere and so it is fitted with its lugs facing outboard.
Shackle as a term of length:
Anchor chains are supplied in standard lengths of 27.5 metres (15 fathoms)
each and each length is called as Shackles. For the ease of disconnecting
the Anchor when required, the outermost length of the cable is sometimes
supplied at half the length (13.75 metres) and hence called half Shackle.

Bitter End:
The innermost end of the Anchor cable is attached to the cable
locker bulkhead using a Cable Clench arrangement which is
known as the Bitter End. This arrangement will allow to Slip
the cable in an emergency when required.

Acockbill (Anchor is ready for letting go)

Anchor is said to be Acockbill position (sometimes referred to as Cock-a-
bill) when it has been lowered out of the hawse pipe and the weight is taken
on the brakes and is in readiness for letting go when the order is given.

Anchor Aweigh
The Anchor is said to be Aweigh immediately after it is clear of
the sea bottom while being picked up. In this position cable will
suddenly become taut with a jerk in up and down position.

Foul / Clear Hawse

A ship has Foul Hawse if the cables are crossed (or fouled) with each
other when the ship is riding to both anchors. A ship has Clear Hawse
when cables are clear of each other when ship is riding to both anchors.

Clear or Foul Anchor

The Anchor is reported as Clear or Fouled as soon as it is
entirely out of water. Anchor is reported Clear if it is clear of
its own cable, and of any obstruction such as a bight of the
rope, any cable, any chain etc. picked up from the bottom.

Anchor dragging
An Anchor is said to be dragging when it fails to hold the ship in its position
and instead drags it along the bottom. This may occur in heavy weather, or in
a strong current, or whenever insufficient cable has been paid out.
Long/ Short Stay:
The Anchor cable is said to be at Long Stay when it is taut and reaches
out well away from the hawse pipe and enters the water at an acute angle.
The Anchor cable is said to be at Short Stay when it is taut and
leads down to the Anchor at a steep angle.

Cable Up and Down

The Anchor cable is said to be at Up and Down position when it is
vertical. When weighing the anchor, the cable will become Short Stay,
then up-and-down just before the Anchor is broken out of bottom.

Veer cable
To Veer the Cable means to pay out the cable by its own weight
by keeping the brakes in off position. When Veering the Cable
under power (by keeping the clutch on and by rotating the
motor, it is known as Walking back the cable.

Yawing
The considerable swinging of ship to both sides when lying at single
anchor in bad weather is known as Yawing. There is a high likelihood
of ship dragging the Anchor when Yawing gets worse, since ship first
surges ahead and then falls back on her cable, imparting a jerky
motion to the Anchor. In such situations it is advisable to veer out
more cable which may ease out the tendency for dragging.
(See also Animated Graphic Fig 2-29 in page 2-40)

Anchor Brought Up to -----

A vessel is said to be Brought Up when all her way has stopped and
she is seen riding to her Anchor which is holding the ground. When the
vessel is Brought up the cable will be seen rising up from the water
surface at a steep angle and vessel is then seen moving slowly towards
the Anchor which will further ease off the weight on the cable.
Whenever a vessel is brought up, it will be reported as to the
number of shackles in water or on deck.
Few examples of reporting,
- Vessel riding to her Port Anchor, brought up to five shackles in water; or
- Vessel riding to her Starboard Anchor, brought up to four
shackles on deck etc.
Spurling Pipe
These are two pipes fitted near the base of windlass and used for passage
of Anchor cables to and from the Chain locker. The upper end of Spurling
pipes are raised from the deck level to prevent water from flowing inside
and flooding the chain locker. The Spurling pipes are also provided with
steel covers which is kept secured when vessel is out at sea.

Hawse Pipe
These are two pipes on either side of forecastle
which are used to accommodate the Bow Anchors.
When the Anchor is secured for sea, the Shank of
anchors will be inside these Hawse pipes. The
Anchor Wash nozzles are usually fitted inside the
Hawse pipes. The Hawse pipes are also provided
with steel grating covers which are to be kept
secured when vessel is out at sea or at anchorage.

Hawse Pipe with Grating Cover

and Anchor Securing wires
Markings on Anchor Cable
The Shackles and Joining Shackles of Anchor cable are numbered from
outward end. The first joining shackle will be the one which connects the
length of chain adjacent to the Anchor to the next consecutive length of
chain. To easily identify how many lengths of chain have been run out, the
cable is marked using paint and a wire marker. The joining shackle and
one common link each on either side of it is painted white for easy
identification when the cable is run out. Thus the number of joining
shackle running out can be identified by counting the unmarked links
between joining shackle and marked common link. In the figure below 3rd
Joining shackle of an Anchor Chain is shown. As can be seen, third
common link from the Joining shackle on either side is painted white (and
marked using wires) which tells us that this is the third Joining shackle.
Covering of Spurling Pipe Brake Assembly

Warping Drum Gypsy

Spurling Pipe

Clutch

WINDLASS Guillotine
Bar
Chain Stopper
(also called
Anchor Chain
Bow Stopper)

Anchor
Lashing

Hawse
Pipe
Scope:
It is the ratio between the length of Anchor Chain paid out in metres
to the depth of water available in metres. Ideally, a Scope value of 5 to 10 is
to be aimed at, depending on the holding ground characteristics, weather
condition etc. Greater the Scope, better will be the Catenary** and lesser
the chance for Anchor dragging. A high value of Scope also means greater
Swinging Circle Diameter which can pose problems when anchoring in
confined waters or near any navigational hazard.

**Note: The term Catenary defines the curve taken up by a flexible line which is suspended
between two points. It is the effect of gravity acting all along the length of the line. When there is
less load on the Anchor chain, the chain will lie almost horizontal and parallel to the sea bed.
When the load increases, the cable is lifted up reducing the holding power. In such cases, a good
catenary will tend to reduce the angle with horizontal and help Anchor to hold to the ground. A

heavier Anchor cable will produce better catenary and will improve the holding power of Anchor.

Describe the actions that needs to be taken while proceeding to

Anchor in a designated Anchorage:

1. Reduce the speed as required while making the approach

towards the anchorage area;
2. Test the Main Engine in the astern direction well in advance
before entering the designated anchorage area;
3. Anchor lashings to be removed and Anchoring party to be
stand-by before the vessel enters any areas of lesser depth
(and where Anchoring is possible in case of any emergency)
4. Identify a suitable space for anchoring having adequate depth and well
clear off any hazards to navigation. Using Radar, ensure that the
location chosen is at a safe distance away all other anchored vessels.

5. Consider the direction of the tide, strength and direction of

current and the wind direction, while planning the approach
towards the anchoring position. (If any other ships are at anchor,
the general direction of heading of such vessels will provide a fair
indication of the way own vessel will head after anchoring)
6. Take into account the maneuvering characteristics and limitations
of own vessel (especially in case of larger/ deeply laden vessels
having slow speeds) before proceeding into any congested areas.
7. Take into account the prevailing traffic conditions, especially if there
are other vessels approaching or leaving the anchorage area, to
prevent any close quarter situations from developing. Remember
that other vessels may also be restricted in their ability to maneuver
fully, due to their slow speeds while approaching or leaving.
8. It is generally recommended that in depths in excess of 50 60M, the
anchor chain be walked back under power to the desired scope and not
be allowed to run freely using the brake at any stage of the operation.

9. Once the order is received to let go the Anchor, open the

brake and veer the cable to desired length. After the vessel is
brought up, apply the brake and apply the bow stopper.
10. Exhibit the appropriate Lights and Shapes of an Anchored
vessel and report to Port Control/ Authorities as required.
Revise Rule No. 30 Anchored and Aground Vessel

11. Determine and plot the ships position on the appropriate chart
as soon as practicable and draw the Swinging Circle centered
on the let go position.
Procedures for keeping a safe Anchor Watch:

1. Ensure that the vessel always exhibit the appropriate lights and
shapes of an Anchored vessel during day as well as night. In
restricted visibility, the appropriate sound signals to be ON.
2. Ensure that an efficient lookout is maintained at all times. In
case of restricted visibility, a separate look out to be posted in
addition to the OOW.
3. Ensure that the main engines and other critical machinery are always at a
state of readiness and in accordance with the Masters instructions. (In
 strong wind or swell conditions the engines must be kept ready
for immediate manoeuvring)
4. At sufficient intervals, check and verify the ships position

i. By taking the bearings of any fixed navigational marks and/

or easily identifiable shore objects etc.
ii. Make good use of RADAR and Automatic Radar Plotting
Aids to plot the vessel position
(Vessels position should always be inside the Swinging Circle
drawn on the chart centered at the Let Go position)
5. Watch-keeper should keep observing the weather conditions at
regular intervals.
6. He should immediately notify the Master and undertake all
necessary remedial measures when,
a. Whenever he suspects that Vessel is dragging Anchor.
b. If any other vessel around is seen as dragging anchor.
c. If the visibility deteriorates.
d. If he sees any other vessel approaching and anchoring too
close to own vessel.
7. He should ensure that all anti-piracy precautions are taken
including regular rounds on deck. Call out additional stand-by
crew on deck if the situation so demands.
8. Maintain a continuous listening watch on the VHF channels
prescribed for the port, in addition to channel 16.
9. Necessary entries shall be made in the log-book at the end of
each watch by each watch-keeper, stating that the Anchor
bearings and distances are checked regularly and the vessel
has maintained her position during the watch.
 Letting Go Anchor in an emergency
Sometimes, it may be necessary to drop an anchor in an
emergency such as when main engine or steering failure in a narrow
channel, imminent collision with the Wharf or any other ship when
manoeuvring in docks, etc. The purpose of dropping Anchor in such
cases will be to reduce the speed of the ship so as to minimize, if not
prevent, damage to own ship as a result of collision or grounding.

Since, in such emergency situations, there would be insufficient

time to bring the anchor to the cock-a-bill position and then let go from
there the following should be the actions to be taken by the OOW.

(Here it is assumed that the anchor lashings would have been

removed already since it should be done well before the ship
enters in a narrow channel/ port areas)
1. Run forward to the forecastle with portable VHF set (and a
torch if dark).
2. Remove both the bow stoppers.

3. Look over the side to ensure that there are no boats, barges,
tugs or any other obstructions below the anchor.
4. While going forward, contact the Bridge on VHF and obtain instructions
which anchor to let go and at how many shackles to hold on etc.

5. When instructions are received from the bridge, open the break
and let the anchor run out directly from the hawse pipe.

6. Try to check the cable and hold on the length of cable as

ordered by the Bridge.
7. If too much cable is paid out before checking, the anchor
would hold very securely and the momentum of the ship
would cause the cable to part, most probably at a point just
outside the hawse pipe, where there is a nip in the cable.
 8. If too little cable is paid out, the anchor would just hope on the seabed
as soon as the cable gets tight, the shank would lift up, the
flukes would be pulled out of the seabed, and the anchor
would jump ahead and land on the seabed again.
The Navigational Watch-keeping Officer dropping the anchor under
these circumstances should be aware that sometimes it may become
necessary to drop the other anchor too, soon after the first one.

Describe the procedures for securing the Anchors

during sea voyages
It is very important that both the anchors are well secured by stowing
tightly against the shipside while the vessel is at sea. After securing, the
anchor must make a three point contact with the hull i.e. both the flukes
as well as the crown of the anchor should be in contact with the hull.

If the chain is left slack, the anchors will bang against the shipside
during heavy weather which may cause a hole in the shipside.
While the vessel is at sea, the Windlass brakes and Lashing wires are the
primary and secondary means respectively for anchor securing. Hence it
must be ensured that both these arrangements are fully intact and reliable.

Note: It is not very essential that Bow Stopper is fully engaged as

sometimes when the Anchor is completely hauled in, the Bow
Stopper may not sit properly over a link. In such cases, slackening
the cable a bit to enable Bow Stopper engage fully is a bad practice.

It is essential that Anchor lashing arrangements are strong enough

to hold the Anchor and Anchor cable tight even in worst weather
conditions. Usually Anchor lashing arrangements consists of one
or two lashing wires of sufficient strength, having eyes at both
ends. One end eye of the lashing wire is attached to a D-Shackle of
sufficient strength. The other end is then connected to a turnbuckle
of sufficient strength, which can be tightened as required.
Rule 30
Anchored vessels and vessels aground
a) A vessel at anchor shall exhibit where it can best be seen:
i. in the fore part, an all-round white light or one ball;
ii. at or near the stern and at a lower level than the light
prescribed in subparagraph (i.) an all-round white light.
b) A vessel of less than 50 metres in length may exhibit an all-
round white light where it can best be seen instead of the
lights prescribed in paragraph (a) of this Rule.
c) A vessel at anchor may, and a vessel of 100 metres and more
in length, shall also use the available working or equivalent
lights to illuminate her decks.
d) A vessel aground shall exhibit the lights prescribed in paragraph
(a) or (b) of this Rule and in addition, where they can best be seen:
i. two all-round red lights in a vertical line;
ii. three balls in a vertical line.
e) A vessel of less than 7 metres in length, when at anchor, not in
or near a narrow channel, fairway or anchorage, or where other
vessels normally navigate, shall not be required to exhibit the
lights or shape prescribed in paragraphs (a) and (b) of this Rule.
f) A vessel of less than 12 metres in length, when aground, shall
not be required to exhibit the lights or shapes prescribed in
subparagraphs (d)(i) and (ii) of this Rule.
Unit 7: Code of Safe Working Practices for Merchant Seamen
7.1 Safety precautions while anchoring
7.2 Safety precautions while repairing radar
7.3 Safety precautions while entering battery room
7.4 Safety precautions while using Bosuns chair
7.5 Safety precautions while rigging gangway and pilot ladder
7.6 Describe the importance of personnel health and hygiene on board ship
7.7 Permit System - Hot work permit, Cold work permit, Entry in enclosed space permit, Working aloft
permit, Working over-side permit, Electrical Isolation Permit, Lockout and Tag out procedures.
7.8 List Safe bunkering practices
7.9 Demonstrate Entry into Enclosed Space

7.1 Describe the precautions needed while Anchoring the vessel

1. Before using an anchor, [Ref: COSWP 26.2]

Check that the brake is securely on and anchor lashings have been removed.
The person in-charge of the anchoring party should have a suitable means of
communication with the vessels bridge, which should be tested for proper
functioning.
All members of anchoring party should wear proper PPE, including safety
helmet, safety shoes, gloves and safety goggles (to protect from injury by
rust particles and debris that may be thrown off the cable while letting-go)
During anchoring, all members should only stand aft of the windlass/capstan.
2. During communication between bridge and anchoring party, the identification
of the vessel should always be mentioned during conversation to prevent any
confusion caused by another vessel using the same frequency on their radio.

3. Before the anchor is let go, a check must be made outside to ensure that
there are no small craft or other obstacles under the bow.

4. When anchoring at lesser depths, the anchor is walked out clear of the
hawse pipe (A cockbill position) before letting go.

5. For larger ships with heavy anchors and cables, (and any vessel when in
deeper anchorages) the anchor shall be walked out all the way down (up
to 5 mtrs. From sea-bed) to avoid any excessive strain on the brakes.

6. When even after letting go from the stowed position and brake is released,
the anchor does not run, no attempt shall be made to shake the cable. In
such cases, the brake should be reapplied, the windlass engaged in gear
and the anchor walked out to clear the chain prior to release.
7.2 Describe the precautions needed while repairing RADAR SCANNER
[Ref: COSWP 17.2]

1. Whenever any work is planned near the Radar scanner, the person responsible
should inform the officer on watch so that the Radar and the scanner are isolated. A
warning notice shall put on the radar equipment till the work has been completed.
2. Similarly, on completion of the work, the person responsible should again
inform the officer on watch so that the precautions taken earlier are no longer
required and that any isolations and warning notices can be removed.
3. Whenever any work is planned at a height, it should also be subject to
proper risk assessment, and other control measures including a Permit
to Work (e.g., in this case, a permit for Working aloft need to be made)
4. The risk assessment in this case, should include consideration of potential
risks from any falling objects and any other emergency situations.
5. Only competent persons should engage in such activity relating to work at
height. Where a seafarer is undergoing training, they must be supervised by
another experienced seafarer. No personnel under 18 years of age, or with
less than 12 months experience at sea, should be asked to do any work
aloft unless it forms part of their planned training, and unless they are
accompanied by a competent person or otherwise adequately supervised.
6. All work equipment to be used shall be inspected thoroughly before
putting it in to use.
7. Proper precautions shall be taken to ensure safety of personal especially
during the movement of the ship in a seaway and/ or in poor weather
conditions. A stage, ladder, scaffolding, Bosuns chair or scaffold tower
shall be used when work is to be done beyond normal reach.
8. Since the work involved is near the ships whistle, the officer
responsible should ensure that whistle is isolated and that warning
notices are posted not to use the same.
9. Since the work involved is near the funnel exhaust, the officer responsible
should inform the duty engineer to ensure that there will be minimum
emission of steam, harmful gases and fumes through funnel exhaust.
10. Since the work involved is in the vicinity of radio aerials, a warning
notice should be placed on the communications equipment to keep it
isolated and prevent any transmission.
11. All Tools and other accessories shall only be sent up and lowered by
line in suitable containers. Tools shall not be placed on top where they
can be accidentally be knocked down and fall on someone below. No
tools shall be carried in pockets from where they may easily fall down.
12. Extra care shall be taken when hands are cold and greasy and
where the tools themselves are greasy.
7.3 Describe the safety precautions needed before entering
and while working inside a Battery Compartment

1. Ensure that Ventilation is On before entry

When a battery is being charged it gases; i.e. it gives off both hydrogen
and oxygen. As hydrogen is easily ignited in concentrations ranging from
4% to 75% in air, battery containers and compartments should be kept
adequately ventilated to prevent an accumulation of dangerous gas.
2. No Smoking is permitted near a Battery compartment
Smoking and any type of open flame is prohibited in or near a
battery compartment. A conspicuous notice to this effect should
be displayed at the entrance to the compartment.
3. No Naked Lights are permitted within a Battery Compartment
Lighting fittings in battery compartments should always be having
protective glasses and the holders to be properly tightened. If
cracked or broken glasses cannot be replaced immediately, the
electric circuit should be isolated until replacements are obtained.
4. No modifications are allowed to any electrical fittings provided inside
No unauthorised modifications or additions should be made to any
electrical equipment (including lighting fittings) inside a battery
compartment. A short circuit of even one cell may produce an arc or
sparks that may cause an explosion of any hydrogen present.
Additionally, the very heavy current that can flow in the short-circuiting
wire or tool may cause burns due to rapid overheating of the metal.
5. Do not use any Portable Electric tools or Equipments inside Battery room
Any Portable electric lamps, tools, and other portable power tools that may
give rise to sparks, should not be used inside battery compartments.
6. Do not use Battery room to store any sundry items
The battery compartment should not be used as a store for any
materials or gear not associated.
7. Do periodic check of Insulation and tightness of cable connections
Insulation and/or guarding of cables in battery compartments should
always be maintained in good condition. All battery connections
should be kept clean and tight to avoid sparking and overheating.
Temporary clip-on connections should never be used because they
may work loose due to vibration and cause a spark or short circuit.
8. No loose metallic items to come in touch with Battery leads
No Metallic tools, such as wrenches or spanners, should be placed on top
of batteries because they may cause sparks or short circuits. The use of
insulated tools is recommended. Any Jewellery, watches and rings, etc.
should be removed when working on batteries. A short circuit through any
of these items will heat it rapidly and may cause a severe skin burn. If rings
cannot be removed, they should be heavily taped in insulating material.
9. Do not try to connect or disconnect batteries while chargers are still on.
 The battery chargers and all circuits fed by the battery should be
switched off when leads are being connected or disconnected. Ensure
that the battery cell vent plugs are screwed tight while connections are
being made or broken. The ventilation tubes of battery boxes should be
examined regularly to ensure that they are free from obstruction.
10. Do not store Alkaline and Lead-Acid batteries in the same compartments
Alkaline and lead-acid batteries should be kept in separate compartments
or separated by screens. Any contamination of the electrolyte may cause
deterioration of battery performance and mixing of the two electrolytes
produces a vigorous chemical reaction, which could be very dangerous.
11. Always transport Batteries in upright position to prevent spillage of electrolyte
Batteries should always be transported in the upright position to avoid
spillage of electrolyte and burn injuries to personnel. When the electrolyte is
being prepared and filled, the concentrated sulphuric acid should be added
slowly to the water. If water is added to the acid, the heat generated may cause
an explosion of steam, splattering acid over the person handling it.
12. Always use proper PPE while working in Battery room.
- Safety goggles, Face shield, Rubber gloves and a protective apron should
always be worn while doing the battery maintenance. An eyewash bottle
should be kept ready for immediate use in case of any spillage to eyes.
- The corrosion products that form round the terminals of batteries are
injurious to skin or eyes. They should be removed by brushing, away
from the body. Terminals should be protected with petroleum jelly.
- In the case of an accident involving Alkaline Batteries, the affected parts
should be washed with plenty of clean fresh water. Burns should be treated
with boracic powder or a saturated solution of boracic powder. This
solution should always be readily accessible when electrolyte is handled.
- The metallic cases of alkaline batteries always remain live and care should
be taken not to touch them or allow metallic tools to come into contact.

7.4 Describe the precautions needed while using the Bosuns chair

Any personnel who is planning to do a job at a height should take

all the precautions against a fall during the work.
He should take extra precautions against the movement of the ship
in a seaway especially in poor weather conditions.
A stage, ladder, scaffolding, Bosuns chair etc. should only be
used when the work to be done is beyond normal reach. All such
equipment used for the work should be checked and confirmed to
be in a good state of repair before the start of the work.
When using a Bosuns chair, the following additional precautions are to be taken:

1. The gantline should be secured to the chair using a double-sheet bend and
with the end seized to the standing part with a tail of adequate length.
2. No hooks to be used to secure Bosuns chairs unless they are of the
type which will not get accidentally dislodged, and have a safe working
load marked on it which is adequate for the purpose.
3. On each occasion when a Bosuns chair is rigged for use, it should be load tested to
at least four times the load they will be required to lift before a person is hoisted.
4. When a chair is to be used for riding topping lifts or stays, it is essential
that the bow of the shackle, and not the pin, rides on the wire. Additionally
the pin should be moused to prevent it from opening up accidently.
5. Whenever it is necessary to haul a person aloft in a Bosuns chair, it
should be done only by hand; a winch should not be used.
6. If a seafarer is required to lower themselves while using a Bosuns chair, they
should first frap both parts of the gantline together with a suitable piece of line
to secure the chair before making the lowering hitch. The practice of holding
on with one hand and making the lowering hitch with the other is dangerous. It
may be prudent to have someone standing by to tend the lines.

7.5 Describe the precautions needed while rigging gangway & Pilot ladder

Pilot Ladder: [Ref: COSWP 22.9]

While rigging pilot ladders, the following points shall be among which is
taken into account:
1. Pilot ladders should be rigged in such a manner that all steps remain
horizontal and the lower end of ladder will be at a height** above the
water level which will allow for easy access to and from the Pilot boat
(**This is to be checked and confirmed with the Pilot boat before rigging
the ladder)
 2. A lifebuoy attached with a self-igniting light shall be kept ready at the point
of access to the ship. In addition to this, a buoyant safety line attached to a
quoit and a separate heaving line shall also be kept ready for use.
3. At night, the pilot ladder, over-side areas and the ships deck near the
embarkation point should be lit by a forward facing light.
4. Pilot ladder shall be rigged such a way that it is clear of all discharges from the ship.
5. Where it is practicable, Pilot ladder shall be rigged within the mid-ship
half-section of the ship so that all steps can rest firmly against the
ships side. In no circumstances shall the ladder be rigged in a position
which can lead to the pilot boat running the risk of passing underneath
overhanging parts of the ships hull structure.
6. The person climbing a Pilot ladder should be able to board the ship after
climbing no more than 9 metres. (Where freeboard of the vessel exceeds
9 metres, a combination ladder shall be used)
7. Whenever a combination ladder is being used (i.e. where an accommodation
ladder is used in conjunction with a pilot ladder), the pilot ladder should extend at
least 2 metres above the bottom platform of the accommodation ladder.
8. No pilot ladder shall have more than two nos. replacement steps. Where
a replacement step is secured by means of grooves made in the sides of
the step, such grooves should be made in the longer sides of the step.
9. Where man-ropes are required to be rigged, two man-ropes of size not
less than 28 mm in diameter, shall be provided. These man-ropes shall
be properly secured to a strong point on board the ship.
10. Where the access to the ship on top of the ladder is through a gateway in the
rails or bulkhead, adequate handholds shall be provided for the ease of
boarding. The shipside doors fitted for this purpose shall not open outwards.
11. Where the access to the ship is by a bulwark ladder, the ladder should be
securely attached to the bulwark rail or landing platform. Two handhold
stanchions should be provided, between 700 mm and 800 mm apart, each of
which should be rigidly secured to the ships structure at or near its base and
at another higher point. The stanchions should be at least 40 mm in diameter
and extend no less than 1.20 metres above the top of the bulwarks.
12. If a side opening trap door is fitted to allow access to the pilot ladder, the
bottom platform should not be less than 750 mm square, and the after part
of the platform should be fenced. In this case too, the pilot ladder should
extend above the lower platform up to the height of the handrail.

Gangway: [Ref: COSWP 22.2]

1. A Gangway provides the means of access to the ship and should be

inspected thoroughly to ensure that it is safe for use after rigging.
There should be further periodic checks done to ensure that
adjustments as necessary are made taking into account changing trim
and freeboard due to tidal changes and/ or cargo/ ballast operations.
 2. All Guard ropes, chains, etc. should be kept taut at all times and
stanchions should be rigidly secured to the base.
3. Sometimes gangway is provided from the shore side but it will still be the
responsibility of the master to ensure that the all the safety requirements are met.
4. During night, it should be ensured that gangway and immediate
approaches to it is adequately lit.
5. All means of boarding to the ship and its immediate approaches should be
kept free from any obstruction and be kept clear of substances which can
cause a person to slip or fall. If any danger of slipping is present, appropriate
warning notices shall be posted and remedial measures taken at the earliest.
6. A lifebuoy with a self-activating light and a separate buoyant safety line
attached to a quoit or similar device must be provided ready for use at
the point of access to the ship.
7. A safety net covering the whole length of the gangway shall be rigged
to minimise the risk of personnel falling between the ship and the quay
(or between two vessels during a ship to ship operation).
8. The angles of inclination of a gangway or accommodation ladder
should be kept within the limits for which it was designed. It shall not
be used at an angle of more than 30 from the horizontal, unless
designed and constructed for use at greater angles.
9. Where the inboard end of the gangway rests on or is flush with the top of the
bulwark, a bulwark ladder shall be provided. Any gap between the bulwark ladder
and the gangway should be adequately fenced to a height of at least 1 metre.
10. Gangways and other access equipment shall not be rigged on ships
rails unless the rail has been specifically reinforced for that purpose.
11. The means of access should be sited clear of the cargo working area
and be so placed such that no suspended load passes over it. Where
this is not practicable, access area shall be supervised at all times.
12. When an accommodation ladder is being rigged, this shall be done
with the ladder in the horizontal position so that personnel working on
it can rig and use a safety line attached to the deck.
13. Each accommodation ladder or gangway should be clearly marked at
each end with a plate showing the manufacturers name, the model
number, the maximum designed angle of use and the maximum safe
loading, both by numbers of persons and by total weight.

ADDITIONAL REQUIREMENTS FOR ACCOMMODATION LADDERS

An accommodation ladder should be designed so that:
It rests firmly against the side of the ship where practicable;
The angle of slope is no more than 55. Treads and steps should
provide a safe foothold at the angle at which the ladder is used;
It is fitted with suitable fencing (preferably rigid handrails) along its
entire length, except that the fencing at the bottom platform may allow
access from the outboard side;
 At the maximum inclination allowed, the lowest platform of the ladder is no
more than 600 mm above the waterline in the lightest seagoing conditions;
The bottom platform is horizontal, and any intermediate
platforms are self-levelling;
It provides direct access between the head of the ladder and the ships deck
by a platform securely guarded with guardrails and adequate handholds;
It can easily be inspected and maintained; and
It is rigged as close to the working area but clear of any cargo
operations as possible.
7.6 Describe the importance of personnel health and
hygiene on board ship.

Before joining ship:

It is every individual seafarers responsibility to look after

their health and fitness. The
work of a seafarer calls for a high standard of health and
fitness, and so every seafarer is
required to hold a valid certificate of medical fitness at the
time of joining a ship.
The medical examination conducted before joining should
confirm that,
- The seafarers hearing and sight, and colour vision, meet
the appropriate standards for
their role on board; and
- The seafarer has no health conditions which are likely to
be aggravated by the service at sea or which will make the
seafarer unfit for their duties or endanger other persons on
board.

While on-board the ship:

A very high standards of personal cleanliness and hygiene

should always be maintained on board. Any infections can
easily spread from one person to others on board, so
preventive measures, as well as simple, effective
treatment, are essential.
Good health depends on sensible diet, adequate sleep
and regular exercise. Use of any Recreational drugs,
substance or drug misuse, excesses of alcohol and
tobacco should be
avoided.
Treatment should always be sought straight away even for
minor injuries including cuts and abrasions. First-aid
treatment should be given as necessary to protect against
any infection. Barrier creams may be used to help protect
the exposed skin against dermatitis and also make
thorough cleansing easier.
Rats and any other rodents may be carriers of infection
and should never be handled, dead or alive, with bare
hands.
Personnel on board ship are usually trained and equipped
to provide initial medical care for the range of health
problems that may arise. However, if a seafarer develops a
serious health problem or suffers a serious injury,
immediate medical advice should be obtained from tele-
medical services. Where necessary, arrangements shall
also be made to transport the sick or injured seafarer
ashore for medical treatment. Advice on medical
care on board is contained in the publication, The Ship
Captains Medical Guide.
It is the responsibility of every individuals to ensure high
standards of personal hygiene and to look after their own
health. Good attention should be paid to,

- Personal cleanliness;
- Sensible diet;
- Adequate sleep during rest periods;
- Regular exercise;
- Avoidance of excess alcohol/tobacco;
- Prompt attention to cuts/abrasions;
- Maintenance of working clothes and protective
equipment in a clean condition;
- Appropriate dress for the work and climate; and
- Avoidance of recreational drugs.

On international voyages, any vaccinations/inoculations

required should be fully updated. Medications for the
prevention of illness (e.g. anti-malarial tablets) should be
taken as and when required.
In hot climates, it is important to protect the skin from
strong sunlight and drink plenty of salt-containing liquids to
replace the body fluids lost through perspiration.

7.7 Permit System - Hot work permit, Cold work permit,

Entry in enclosed space permit, Working aloft permit,
Working overside permit, Electrical Isolation Permit,
Lockout and Tag out procedures.

Permit To Work System

[Ref: COSWP Chpt:14]

Any operation on board a ship where:

- The actions of a person may inadvertently
endanger himself and/or another crew member or
- A series of actions are needed to ensure the safety
of those engaged in the operation,
a 'Permit to Work' (PTW) will need to be issued
before starting of such work.
Remember: The "Permit-to-work" by itself will not
make the job safe, but it just contributes towards
measures required for the safe working environment.
What are the essential elements that needs to be
included in a 'permit to work'
The essential conditions that are to be included in a
'permit to work' will include the below:

a) The permit should clearly state the location and

details of the work to be done, the nature and results
of any preliminary tests undertaken, the measures
undertaken to make the job safe and the safeguards
that need to be taken during the operation.

b) The permit should clearly specify the period of its

validity (which should not exceed 24 hours in any
case)

c) Only the work which is specified on the permit

should be undertaken.

d) Before signing the permit, the authorising officer

should ensure that all measures specified as
necessary have in fact been taken.

e) The authorising officer retains responsibility for the

work until he has either cancelled the permit or
formally transferred it to another authorised person
who should sign the permit to indicate transfer of full
responsibility.

f) The person responsible for carrying out the work

shall countersign the permit to indicate his
understanding of the safety precautions needed.

g) On completion of the work, that person should

notify the responsible officer and get the permit
cancelled.

h) The person carrying out the specified work should

not be the same person as the authorising officer.

List out few critical jobs on board a ship where a

"Permit-to-Work" needs to be issued

- Any work in Unmanned Machinery Spaces

- Any work which requires 'Entry into any Enclosed
or Confined Space'
- Any work on any Machinery or Equipment which
requires power isolation
- Any job involving 'Hot Work'
- Working Aloft or Overside etc.

Cold Work Permit:

A Cold Work permit relates to any work in any
hazardous or dangerous area which will not involve
any generation of high temperature conditions which
can cause ignition of combustible gases, vapours or
liquids inside or in the adjacent areas of work.
Few examples where a Cold Work Permit will need
to be used are,
1. Blanking or de-blanking of pipes.
2. Disconnecting or connecting pipe lines.
3. Removing and fitting of valves.
4. Any work involving opening of pumps etc.
5. Any spillage clean-up operations involving oil,
chemicals etc.

Working aloft permit

a. Any personnel who is planning to do a job at a

height should take all the precautions against a fall
during the work.

b. He should take extra precautions against the

movement of the ship in a seaway especially in poor
weather conditions.

c. Ensure that all equipment to be used including

bosuns chair, stages, gantlines, safety harnesses,
lifelines, etc., are carefully examined and ensured to
be in good condition.

d. If the work involved is on mainmast, officer on

watch to be informed and warning notice to be
posted in the wheelhouse not to operate Radars and
Ships aft whistle.
Similarly, if work is to be carried out on foremast, the
forward whistle should be tagged and isolated.

e. If work is to be carried out near the funnel, the

engine room to be notified to reduce / eliminate
funnel emissions as far as possible.

f. If the work is in the vicinity of radio antennae,

Navigating Officers to be radio aerials to be tagged
and isolated.

g. All persons involved in the work aloft should wear

proper PPE including Safety harness, before going
up.

h. One Supervisor to remain in attendance

throughout time and to ensure that safety harness
lines are made fast by the persons aloft.

i. Supervisor should inform OOW when the work is

completed so that any warning notices etc. can be
withdrawn.
Working over-side permit

a. Any personnel who is planning to do a job over-

side should take all the precautions against a fall
overboard during the work.

b. A proper risk assessment needs to be done

before taking up a job over-side. Other than in
emergency situations, no personnel should take up
an over-side job when the ship is underway. If such
work has to be undertaken, lifeboats or rescue boats
should be readied for immediate use.

c. Another responsible person shall remain stand-by

and keep a close watch throughout the time persons
are working over-side.

d. Ensure that all equipment to be used including

bosuns chair, stages, gantlines, safety harnesses,
lifelines, Jacobs Ladder etc., are carefully examined
and ensured to be in good condition.

e. If work is to be carried out is near any overboard

discharges, the pumps/ valves to be isolated and
tagged to prevent inadvertent operation.
f. If the work to be carried out involve painting, all
necessary precautions are to be taken to prevent
any pollution.

g. Any person(s) involved in work over-side should

wear appropriate PPE including safety harness,
buoyancy aid (Inflatable life jacket) etc. before start
of work.

h. A Lifebuoy attached to a buoyant line, is to be

kept ready for emergency use.

i. As soon as the work is completed, OOW (and duty

engineer, if applicable) to be informed so that any
warning notices posted can be withdrawn.

Electrical Isolation Permit

a. This permit is required whenever any work is

planned on any equipment where there could be a
hazard of electric shock and/ or accidental start /
auto start of machinery or equipment, if the electrical
part is not isolated.
b. Before starting work on such an equipment, a
proper risk assessment shall be carried out and all
concerned personnel informed.

c. The machine should be stopped, isolated and

secured so that it cannot be operated inadvertently
by anyone. A notice should also be posted nearby
warning that work is in progress and the machine is
not to be started.

d. To further avoid the danger of auto-start and/ or

electric shock to any person working on the machine,
it shall be isolated electrically from the switchboard
and/ or starter panel before work is commenced. The
circuit breaker should be locked in open position
and a notice posted at the switchboard warning
seafarers that the breaker is not to be closed.

e. Special care need to be taken against

electrocution where some parts of certain types of
equipment which may remain live even when the
equipment is switched power isolated.
Lockout and Tag out procedures

Lockout / Tag out defines the specific practices

and/ or procedures which are used to:
safeguard personnel from any injuries or any
damages to machinery during the servicing or
maintenance routines. This requires that a
designated person turns off and disconnects the
machinery or equipment from its energy source
before performing the service or maintenance. For
this, the authorized person shall either lock or tag
the energy isolating device to prevent the release
of any hazardous energy and take steps to verify
that the energy has been isolated effectively.
Lockout is
the placement of a lockout device for isolating the
energy
(using circuit breaker, disconnect switch etc.) to
ensure that equipment being controlled cannot be
operated until the lockout device is removed. A
lockout device is a positive means such as a lock to
hold the energy isolating device in a safe position
and prevent the starting of the machine or
equipment. The lockout device must be substantial
enough to prevent unintentional removal/ without use
of excessive force.

Tag-out defines
any specific procedures adopted to prevent
unexpected startup of
machinery and equipment. This procedure will also
require that the authorized person turns off and
disconnects the machinery or equipment from its
energy source before starting the work or
maintenance. Tags are just warning devices and
do not provide the physical restraint provided by a
lockout device.

Removal of Lockout/ Tag out Devices

After the job is completed and before the lockout/
tag-out devices are removed, the authorized person
shall inspect the machine parts are operationally
intact. The areashould be checked to ensure all
personnel in the vicinity are safely positioned.
He shall ensure that all affected personnel are
notified that lockout/ tag-out devices have been
removed. The lockout/ tag-out device shall be
removed only by the authorized person.
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Ver: 1 Jan 2017 74
Hot Work Permit

A Hot work is any process which can be a source of

ignition and hence a fire hazard when flammable
materials are present in the workplace. Common hot
work processes include welding, cutting, grinding,
soldering, brazing etc.
1. Any hot work to be done in places other than the
designated area (workshop) will require a permit to
work.

2. Any person doing hot work should be suitably

trained in the process and familiar with the
equipment to be used.

3. Where portable lights are needed to provide

adequate illumination, they should be secured in
position, not handheld, with leads kept well clear of
the working area.

4. It is required to provide adequate ventilation when

welding and flame cutting is planned in enclosed
spaces. The effectiveness of the ventilation should
be checked at regular intervals while the work is in
progress. In dangerous spaces, use of breathing
apparatus may also be required. Operators should
be aware that,
- Harmful gases can be produced during operations
like welding and cutting.
- Oxygen in the atmosphere can be depleted when
using gas-cutting equipment.

5. Proper Personal Protective Equipment must be

worn by the operator during the hot work to protect
them from particles of hot metal and slag, and
protect their eyes and skin from ultra-violet and heat
radiation. If it is found necessary, any person
assisting with the operation shall also wear
appropriate PPE. The PPE that isto be worn may
include,
- Welding shields or Welding goggles with
appropriate shade of filter lens (goggles are only
recommended for gas welding and flame cutting);
- Leather gauntlets;
- Leather apron (in appropriate circumstances); and
- Long-sleeved natural-fibre boiler suit or other
approved protective clothing.
- Clothing should be free of grease and oil and other
flammable substances.

6. Any Welding and flame-cutting equipment should

be inspected before use by a competent person to
ensure that it is in a serviceable condition.

7. Before welding, flame cutting or other hot work is

started, a check should be made that there are no
combustible solids, liquids or gases at, below or
adjacent to the area of work that might be ignited by
heat or sparks from the work. No hot work shall be
planned on surfaces covered with grease, oil or
other flammable or combustible materials. Where
necessary, combustible materials and dunnage
should be moved to a safe distance before
commencing operations. Such places
should also be free of materials that could release a
flammable substance if disturbed.

8. When welding is to be done in the vicinity of open

hatches, suitable screens should be erected to
prevent sparks dropping down hatchways or hold
ventilators.

9. Port holes and other openings through which

sparks may fall should be closed where practicable.
10. When work is being done close to or at
bulkheads, decks or deck-heads, the far side of the
divisions should be checked for materials and
substances that may ignite, and for cables, pipelines
or other services that may be affected by the heat.

11. Cargo tanks, fuel tanks, cargo holds, pipelines,

pumps and other spaces that have contained
flammable substances should be certified as being
free of flammable gases before any repair work is
commenced. The testing should include, as
appropriate, the testing of adjacent spaces, double
bottoms and cofferdams.
Further tests should be carried out at regular
intervals and before hot work is recommenced
following any suspension of the work. When carrying
out hot work on tankers and similar ships, all tanks,
cargo pumps and pipelines should be thoroughly
cleaned and particular care taken with the draining
and cleaning of pipelines that cannot be directly
flushed using the ships pumps.

12. Suitable fire extinguishers should be kept at

hand ready for use during the operation. A person
with a suitable extinguisher should also be stationed
to keep watch on areas not visible to the welder that
may be affected.
13. In view of the risk of delayed fires resulting from
the use of burning or welding apparatus, frequent
checks should be made for at least two hours after
the work has stopped.

8. ENTERING DANGEROUS (ENCLOSED)

SPACES
[Ref: COSWP Chpt:15]

Describe the precautions needed for Entering

into an Enclosed Space:
1. Any job which requires an entry into an enclosed
space should be planned well in advance and
requires the use of a permit to work system.

2. No person shall enter a dangerous space unless

authorised to do so by an authorized officer. Only the
minimum number of trained personnel required to do
the work should be authorised to enter.

3. Those entering must be wearing appropriate

clothing. All equipment used must be in good
working condition and inspected before use. A risk
assessment should identify what rescue equipment
may be required for the particular circumstances but,
as a minimum, this should include:
i. Appropriate breathing apparatus, with fully charged
spare cylinders of air;
ii. Lifelines and rescue harnesses;
iii. Torches or lamps (approved for use in a
flammable atmosphere, if appropriate);
and
iv. A means of hoisting an incapacitated person from
the confined space, if appropriate.

4. A rescue plan should be in place. For this

purposes, rescue and resuscitation equipment
should be kept ready for use at the entrance to the
space.Ve
r: 1 Ja
5. The enclosed space and its access areas should
be adequately illuminated.

6. No source of ignition should be taken inside the

space unless the authorised officer is satisfied that it
is safe to do so.

7. At least one competent person, with appropriate

communication equipment, shall be posted to remain
as an attendant at the entrance to the space. The
communication system shall be tested for proper
functioning:
a. Between the person entering the space and the
attendant at the entrance; and
b. Between the attendant at the entrance and the
officer on watch.
8. Ventilation should continue during the period
when the space is occupied and during any
temporary breaks. In the event of a failure of the
ventilation system, all personnel inside the space
shall immediately vacate the space.

9. The atmosphere should be tested periodically

whilst the space is occupied and personnel should
be instructed to leave the space should there be any
deterioration of the conditions as indicated by the
personal gas detector carried by the personnel
entering inside.

10. Should an emergency occur, the general alarm

shall be sounded and back-up rescue team called in.
Under no circumstances shall the attendant enter
inside the space.

11. On expiry of the permit to work, every personnel

should leave the space and the entrance to the
space closed and secured.

12. Any portable lights and other electrical

equipment shall be of a type approved for use in a
flammable atmosphere if the atmosphere inside
requires so.

13. Should there be a risk of chemicals, whether in

liquid, gaseous or vapour form, coming into contact
with the skin and/or eyes, then protective clothing
should be worn by the personnel entering inside.

Enclosed Space Entry Training/ Drill Requirements

1. Necessary training, instruction and information shall be

given to all seafarers in order to ensure that all the
requirements of the Entry into Dangerous Spaces
Regulations are complied with. Such training should
include:
a. Recognition of the circumstances and activities likely to
lead to the presence of a dangerous atmosphere.

b. The hazards associated with entry into dangerous

spaces, and the precautions to be taken.

c. The use and maintenance of equipment and clothing

required for entry into
dangerous spaces; and

d. Instruction and drills in rescue from dangerous spaces.

2. Everyone likely to use breathing apparatus must be

instructed by a competent person in its proper use.
3. The authorised officer and the person about to enter the
space should undertake the full pre-wearing check and
donning procedures recommended in the manufacturers
instructions for the breathing apparatus. In particular, they
should check that:
There will be sufficient clean air at the correct pressure;
Low-pressure alarms are working properly;
The face mask fits correctly against the users face so
that, combined with pressure of the air coming into the
mask, there will be no ingress of oxygen-deficient air or
toxic vapours when the user inhales (it should be noted
that facial hair or spectacles may prevent the formation of
an air-tight seal between a persons face and the face
mask);
The wearer of the breathing apparatus understands
whether or not their air supply may be shared with another
person and, if so, is also aware that such procedures
should only be used in an extreme emergency; and
When work is being undertaken in the space, the wearer
should keep the selfcontained
Supply for use if there is a failure of the continuous
supply from outside the space.

4. When inside a dangerous space:

No one should remove their own breathing apparatus;
and
Breathing apparatus should not be removed from a
person unless it is necessary to save their life.
Note: It is recommended that resuscitators of an
appropriate kind should be provided where any person
may be required to enter a dangerous space. Where
entry is expected to occur at sea, the ship should be
provided with appropriate equipment.
Otherwise entry should be deferred until the ship has
docked and use can be made of shore-side equipment.
Amended SOLAS III/ Reg. 9 requires that On board every
ships, an Emergency drill for rescue from an enclosed
space shall be carried out at least once every two months.
This should as a minimum include:
Checking and use of personal protective equipment
required for entry;
Checking and use of communication equipment and
procedures;
Checking and use of instruments for measuring the
atmosphere in enclosed spaces;
Checking and use of rescue equipment and procedures;
and
Instructions in first-aid and resuscitation techniques.

Emergency rescue arrangements

- In the event of an alarm being raised, no one should
enter any dangerous space to attempt a rescue without
taking suitable precautions for their own safety. Failure to
do so will put the would-be rescuers life at risk and almost
certainly prevent the person they intended to rescue being
brought out alive. Many multiple fatalities have occurred as
a result of individuals recklessly attempting a rescue
without taking adequate precautions.
- Should an emergency occur, the general (or crew) alarm
should be sounded so that back-up is immediately
available to the rescue team. Under no circumstances
should the attendant enter the space.
- Once help has arrived, the situation should be evaluated
and the rescue plan put into effect. An attendant should
remain outside the space at all times to ensure the safety
of those entering the space to undertake the rescue.
- Once the casualty is reached, the checking of the air
supply must be the first priority.
Unless they are gravely injured, they should be removed
from the dangerous space as quickly as possible.
- Self-contained breathing apparatus that is specifically
suited for such applications must be worn. If it is found that
it is not possible to enter a tank wearing a self-contained
breathing apparatus, the bottle harness may be removed
and passed through the access but the face mask must
always be worn. Care should be taken to ensure that the
harness does not drop onto or pull on the supply tube and
dislodge the face mask.
- An emergency escape breathing device (EEBD) is not
suitable for rescue. This is a supplied air or oxygen device,
designed only to be used for escape from a
compartment that has a hazardous atmosphere. It should
not be worn by a rescuer to attempt a rescue of persons in
any circumstances..

Describe the Safe Bunkering Practices

1. Before the start of Bunkering

- The Engineer who is in-charge of receiving bunkers
should be fully conversant with oil transfer and pumping
arrangements provided on the ship.

- Before starting the Bunkering operation, the quantity of

remaining oil in tanks shall be ascertained by accurate
soundings along with trim and heel correction.

- The high level Alarm settings on bunker tanks shall be

tested and confirmed okay, prior bunkering. Alarms should
never be bypassed or turned off. No bunker tanks shall be
planned to be filled up more than 90 % of its full capacity.

- Before start of bunkering, all bunker tank sounding/ air

pipe save-all trays shall be cleaned dry and plugged.

- In case of fuel oil transfer at night, proper lights shall be

arranged to illuminate the manifold areas, pipelines and
air-vents.

- All pressure gauges fitted on fuel lines shall be checked

and confirmed to be operative.

- All scuppers and deck openings on main deck (and any

other decks where bunker sounding and air pipes are
located) shall are closed and plugged.

- Before start of Bunkering, check shall be made around

vessel for any oily sheen or patch. If any sheen or patch is
found, it must be immediately informed to the port
authorities and log entry made.
2. During Bunkering

- Check and confirm that all tanks where the bunkers are
to be taken have their air pipe/vent open to prevent any
over-pressurization.

- Once hose is connected and all documentation

completed, the supplier may be asked to start pumping (at
a slow rate initially) and the time of start recorded.

- Pumping rate shall be increased only after checking and

ensuring that no leakage is present at the bunker flanges
(including opposite non-used side), at filters, at pressure
gauge connections and anywhere else along the pipelines.

- Commence drip sampling at the manifold for collecting

the fuel samples (for checking the fuel quality of bunkers
which is a regulatory requirement).

- Due care shall be taken to avoid any over-pressurizing of

the hose connection by not closing many valves against
the shore pressure.

- As the topping up stage approaches, the flow rate is

again regulated so that tanks can be secured, one at a
time.

3. After the completion of Bunkering

- Check and confirm that barge/shore have stopped

pumping.
- Before the lines are blown through by compressed air,
ensure that sufficient space remains in the tank into which
the line oil is being drained.

- The vessel's manifold valve must be kept fully open until

the blowing process is completed.
- It is a good practice to close all sounding pipe caps
before lines are blown through to prevent any risk of
causing a spillage unless the tank is only part full and has
sufficient ullage on completion of loading.

- Confirm quantity received in ships tanks through final

soundings along with trim, list and temperature corrections
as applicable.

- Ensure that an empty oil tray is placed under the manifold

before the bunkering hose is disconnected.

- After the hose is disconnected, ensure that blanks with

proper gaskets are fitted (with all bolts in position and
tightened) on the bunker hose being lowered away as well
as the ships pipe line flanges.

- Proper entries shall be made in the Oil Record Book with

details like Time, date, quantity and type of fuel bunkered