STCW

 

STCW CONVENTION

International Convention on Standards of Training, Certification and Watchkeeping for Seafarer

Adoption: 7 July 1978; Entry into force: 28 April 1984; Major revisions in 1995 and 2010

The 1978 STCW Convention was the first to establish basic requirements on training, certification and watchkeeping for seafarers on an international level. Previously the standards of training, certification and watchkeeping of officers and ratings were established by individual governments, usually without reference to practices in other countries. As a result standards and procedures varied widely, even though shipping is the most international of all industries.

The Convention prescribes minimum standards relating to training, certification and watchkeeping for seafarers which countries are obliged to meet or exceed.

1995 revision

On July 7, 1995 the IMO adopted a comprehensive revision of STCW. They also included a proposal to develop a new STCW Code, which would contain the technical details associated with provisions of the Convention. The amendments entered force on February 1, 1997. Full implementation was required by February 1, 2002. Mariners already holding licenses had the option to renew those licenses in accordance with the old rules of the 1978 Convention during the period ending on February 1, 2002. Mariners entering training programs after August 1, 1998 are required to meet the competency standards of the new 1995 Amendments.
The most significant amendments concerned:

a) enhancement of port state control;
b) communication of information to IMO to allow for mutual oversight and consistency in application of standards,
c) quality standards systems (QSS), oversight of training, assessment, and certification procedures,
The Amendments require that seafarers be provided with "familiarization training" and "basic safety training" which includes basic fire fighting, elementary first aid, personal survival techniques, and personal safety and social responsibility. This training is intended to ensure that seafarers are aware of the hazards of working on a vessel and can respond appropriately in an emergency. d) placement of responsibility on parties, including those issuing licenses, and flag states employing foreign nationals, to ensure seafarers meet objective standards of competence, and
e) rest period requirements for watchkeeping personnel.
STCW Convention chapters

Chapter I: General provisions

Chapter II: Master and deck department
Chapter III: Engine department
Chapter IV: Radiocommunication and radio personnel
Chapter V: Special training requirements for personnel on certain types of ships
Chapter VI: Emergency, occupational safety, medical care and survival functions
Chapter VII: Alternative certification
Chapter VIII: Watchkeeping
Abilities specified in the standards of competence are separated into 7 functions:


1. Navigation
2. Cargo Handling and stowage.
3. Controlling the operation of the ship and care for persons on board.
4. Marine Engineering.
5. Electrical, electronic and control engineering.
6. Maintenance and repair.
7. Radiocommunications.

The Manila Amendments(2010)

The IMO Convention on Standards of Training Certification and Watchkeeping of Seafarers adopted a new set of amendments in Manila in 2010 called "The Manila Amendments". These amendments were necessary to keep training standards in line with new technological and operational requirements that require new shipboard competencies. The Manila Amendments were effective as of January 1, 2012. There is a transition period until 2017 when all seafarers must be certified and trained according to the new standards. Implementation is progressive, every year a modified set of requirements comes into force. The most significant amendments are:

New rest hours for seafarers
New grades of certificates of competence for Able seaman in both deck and engine
New and updated training, refreshing requirements
Mandatory security training
Additional medical standards
Specific Alcohol limits in blood or breath.
Reg II/5 able seafarer deck
**Reg III/5 able seafarer engine room
**Reg III/6 electro-technical officer
**Reg III/7 electro-technical rating



The Manila amendments of the STCW convention will come in force on 1st January 2012. In this post you will find the major amendments and application time table.

The following application dates may change depending on flag states. We strongly recommend you to contact your flag administration and the crewing certification issuing authorities. Use the following dates

1st January 2012

*Rest hours increased from 70 to 77 for a set of 7 days period and a minimum of 10 hours rest in every 24 hours period.
The 10 hours of rest can not be divided in to more than two periods , one of which must be at least 6 hours.
The intervals between rest periods can not be more than 14 hours.
*New requirements for the prevention of drag and alcohol. Specific limit of blog alcohol level 0.05% and 0.25mg/l alcohol in the breath.

1st July 2013

All new entrance commencing training should be trained according with new standards below:

*Able seaman both deck (Reg II/5) and engine (Reg III/5) should have a certificate of competency. This is a new type of certificate.
*New requirements relating to training in electronic charts and information systems (ECDIS)
*New training and certification requirements for electro-technical officers (Reg III/6) and electro-technical ratings (Reg III/7)
*New Training guidance for personnel serving on board ships operating in polar waters
*New training guidance for personnel operating Dynamic positioning Systems
*New requirements for maintaining standards of competence and refresher training
*Introduction of modern training methodology including distance learning and web based learning
*Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers.
*Updating of competence requirements for deck and engine officers
*New requirements for marine environment awareness training and training in leadership and teamwork.


1st January 2014

New requirements for security training:
*Security relating familiarization training STCW Reg VI/6 & Part A Section A-VI/6.1
*Security awareness training STCW Reg VI/6 & Part A Section A-VI/6.4
*Training for mariners with designated security duties STCW Reg VI/6 & Part A-VI/6.6

On board or ashore training should be via an approved course recognized by the issuing authority.

1st January 2017

*All above requirements to be applicable for both new seafarers and seafarers with certificates issued before 1st January 2012.
*Updated standards relating to medical fitness standards for seafarers.

*Safe manning certificate should include the following new qualifications: (Confirm the below with your flag administration)
**Reg II/5 able seafarer deck
**Reg III/5 able seafarer engine room
**Reg III/6 electro-technical officer
**Reg III/7 electro-technical rating

Misc Questions and Answers

 

‎1) Requirement for carriage of loadicator onboard cargo ships ?
2) testing and certification procedure for the approved loadicator?

Bulk carriers are required to have this as per solas chapter 11...it shld b approved by classification society..

Onboard testing comprises of checking test conditions n predefined sf/bm values.. Before getting approved, the loadicator is tested to the requirement and norms of the concerned classification societ

 

 Chk class req 4 loadicator, it is req by Solas Ch XII , reg 11 shall be fitted with a loading instrument capable of providing information on the ship’s stability in the intact condition. The computer
software shall be approved for stability calculations by the Administration and shall be provided with standard conditions for testing purposes relating to the approved stability information.

What is LOI ???

Guarantee from the shipper or consignee to indemnify carrier for costs and/or loss, if any, in order to obtain favorable action by carrier, e.g. sometimes, it is used to allow consignee to take delivery of goods without surrendering B/L which has been delayed or become lost (for straight consignment case).   

MLC 2006

The ILO's Maritime Labour Convention (MLC), 2006 provides comprehensive rights and protection at work for the world's more than 1.2 million seafarers. The Convention aims to achieve both decent work for seafarers and secure economic interests in fair competition for quality shipowners. As an estimated 90% of world trade is carried on ships seafarers are essential to international trade and the international economic and trade system. The new labour standard consolidates and updates more than 68 international labour standards related to the Maritime sector adopted over the last 80 years.

The Convention sets out seafarers' rights to decent conditions of work on a wide range of subjects, and aims to be globally applicable, easily understandable, readily updatable and uniformly enforced. It has been designed to become a global instrument known as the "fourth pillar" of the international regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO).

The decision by the ILO to move forward to create this major new Maritime Labour Convention was the result of a joint resolution in 2001 by the international seafarers’ and ship owners’ organizations, also supported by governments. They pointed out that the shipping industry is “the world’s first genuinely global industry” which “requires an international regulatory response of an appropriate kind – global standards applicable to the entire industry”. 

The MLC 2006 will enter into force one year after 30 countries with a minimum of 33% of the world tonnage have ratified it.






http://www.ilo.org/wcmsp5/groups/public/@ed_norm/@normes/documents/normativeinstrument/wcms_090250.pdf




Go to this link for MLC

Surveys

      Types of ship survey

 

Initial survey - A complete inspection of all the items relating to the particular certificate before the ship is put into service to ensure they are in a satisfactory condition and fit for the service for which the ship is intended.

Periodical survey - Inspection of the items relating to the particular certificate to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended.

Renewal survey - As per periodical survey but leads to the issue of a new certificate.

Intermediate survey - Inspection of specified items

Annual survey - General inspection of the items relating to the particular certificate to ensure that they have been maintained and remain satisfactory for the service for which the ship is intended.

Additional survey - Inspection, either general or partial according to the circumstances, to be made after a repair resulting from casualty investigations or whenever any important repairs or renewals are made.

2 List of certificates required on board ship relating to harmonized system of survey and certification (some depend on type of ship)

• Passenger Ship Safety Certificate, including Record of Equipment
• Cargo Ship Safety Construction Certificate
• Cargo Ship Safety Equipment Certificate, including Record of Equipment
• Cargo Ship Safety Radio Certificate, including Record of Equipment
• Cargo Ship Safety Certificate, including Record of Equipment
• International Load Lines Certificate
• International Load Lines Exemption Certificate
• International Oil Pollution Prevention Certificate
• International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
• International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
• International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
• Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

The harmonized system

In practice, many Administrations and classification societies already operate a form of harmonized survey and certification. Moreover, a resolution adopted by the IMO Assembly in 1991, and amended in 1993 (Resolution A.718(17), as modified by resolution A.745(18)), allowed for Governments which had ratified the 1988 SOLAS and Load Lines Protocols to implement the harmonized system ahead of the entry into force date of the protocols.

The harmonized system provides for:

• a one-year standard interval between surveys, based on initial, annual, intermediate, periodical and renewal surveys as appropriate;
• a scheme for providing the necessary flexibility for the execution of each survey with the provision that the renewal survey may be completed within three months before the expiry date of the existing certificate with no loss of its period of validity;
• a maximum period of validity of five years for all certificates for cargo ships;
• a maximum period of validity of 12 months for the Passenger Ship Safety Certificate;

• a system for the extension of certificates limited to three months to enable a ship to complete its voyage (or one month for ships engaged on short voyages);
• when an extension has been granted, the period of validity of the new certificate is to start from the expiry date of the existing certificate before its extension.

The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes refer to survey intervals and requirements.

ESP

The Oil Companies International Marine Forum (OCIMF), which hasconsultative status within the International Maritime Organization(IMO), played a significant role in supporting the development of theIMO Resolution A744 (18) “Enhanced Programme of Inspectionsduring Surveys of Bulk Carriers and Oil Tankers” (ESP) referred to inMARPOL Regulation 13G. This enhanced survey requirement hasundoubtedly improved the safety performance of those ships whichhave now been subjected to more rigorous inspection.However, whilst ESP adequately addresses the critical structural areasof the ship, the failure of critical systems can also lead to significantincidents relating to safety of life or oil pollution. Recognising thepotentially serious impact of such marine incidents, the IMO and theInternational Association of Classification Societies (IACS), and themarine industry in general, have over the years developed legislationand guidance aimed at ensuring safe ship operation and protection ofthe environment. Tanker owners generally operate with strictmaintenance and inspection policies, and within the unified controlsimposed by the IMO, their Flag States and the Classification Societies.However OCIMF considers it timely that the industry as a wholereassesses the extent to which the enhanced survey requirements ofMARPOL continue to meet the needs of the industry and of those otherparties which are similarly concerned with the safety of transportationof oil by sea.To this end OCIMF has, since the introduction of ESP, continued tomaintain a regular dialogue with the Classification Societies throughthe auspices of IACS, and has fully supported the development of amore rigorous and effective scope for Classification Society unifiedinspection requirements and ultimately, it is hoped, the enhancedsurvey requirements of MARPOL.

Special survey

A ship is built under the supervision of its classification society, with its surveyors in attendance in the shipyard. They ensure that the ship is built in compliance with the drawings and plans, that the components are of an acceptable quality and the standards of the shipyard are acceptable. Then the society issues its “Certificate of Class for Hull and Machinery” along with trading and statutory certificates from the flag state of the ship. It is the Certificate of Class that is the basis for underwriters to insure the ship. If it ceases to be valid, the vessel’s insurance would no longer be in place. These certificates are valid for five years, but each year, during a window of three months before the date and three months after (because of the nature of the ship’s voyages) an Annual Survey must be carried out by the classification society surveyors. The major societies all maintain a network of surveyors to undertake this work, and the surveyors, on completion of their Annual Survey, will endorse the ship’s Class Certificate.

Besides this annual inspection the survey “cycle” also includes a Special Survey which must take place every five years and is a far more thorough inspection of the ship, its machinery and fabric. And as the ship ages, each Special Survey will become more stringent, with a closer inspection of more parts of the ship. Special Surveys are costly, invariably requiring time in a drydock with the ship out of service for some time, depending on what the classification surveyor discovers in his inspection.

The Special Survey will see machinery dismantled to examine it for wear and tear, the thickness of the plate checked for corrosion to ensure that it remains within acceptable limits. Damaged structure will be cut out and replaced with new material, worn components and parts renewed. The opportunity will be taken to examine parts of the ship that cannot be inspected in normal circumstances. The propeller will be removed and the tail shaft drawn out to examine the bearings, while underwater apertures that admit cooling water into the ship will be closely scrutinised. The anchor will be lowered to the bottom of the drydock and the cable ranged to empty the cable locker. All the ship’s systems like refrigeration, electrical, control engineering and main and auxiliary machinery will be examined. The bearings of the rudder will be scrutinised, and the steering gear stripped down and overhauled. If the ship is a tanker or gas carrier, the special items of equipment appertaining to the ship’s type, such as cargo pumps and inert gas systems will be examined. In short, the Special Survey may be likened to a major health check for a ship, as it gets older.

Enhanced Survey Programme

What is Enhanced Survey Programme?


Enhanced survey programme is a guideline for shipping companies and owners to prepare their ship for special surveys to maintain the safety of the ship while at sea or at port. A survey programme is to be prepared by the owner and is to be submitted to the recognized authorities like classification societies, 6 months prior to the survey.
A new chapter XI is added for special measures to enhance maritime safety under this resolution. According to these guidelines, it has 2 Annexes:

• Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.

• Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.

Each annex A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers.

The chapters can be briefly described as:
Chapter 1: General application, documentation onboard to be completed prior to the inspection which is to be served as basis for surveys.
Chapter 2: Describes how Enhanced survey to be carried out during the periodical surveys along with timings and conduct of enhance surveys and requirements of dry-docking.
Chapter 3: Describes enhanced inspection carried out during annual surveys which includes cargo holds and tank pressure testing.
Chapter 4: Deals with intermediate surveys in addition to the annual survey requirements.
Chapter 5: Discuss the needed preparation for surveys, condition and equipment for surveys, access to the surveyed structure and conduct of survey at sea or at anchor
Chapter 6: Immediate and thorough repairs to damages and wastages.
Chapter 7: Discuss the requirement of onboard documents supplied and maintained by owner that must be available to the surveyor and requirements for survey report file, supporting documents, review of document by surveyor.
Chapter 8: Discuss the process of reporting and evaluation of survey, acceptability and continued structural integrity, a condition evaluation report of the survey and results to be issued to the owner.
Chapter 9: Reporting and evaluation of surveys, acceptable and continued structural integrity; a condition evaluation report of the survey and results to be issued to the owner.

These are the chapters mentioned in both the Annexes. To more on ESP refers SOLAS.



Following are 12 steps taken on bulk carrier ships to enhance the safety standards


1. Reinforcing the corrugated transverse bulkhead: Reinforcing the corrugated transverse bulkhead installed between No.1 and No.2 cargo holds and the double bottom of No. 1 hold. This ensures water tight integrity to be maintained at all time even when side hold or bottom is damaged
2. Water Ingress Alarm: Checking and maintaining an active water ingress alarm in the cargo hold as per SOLAS requirement at all times. Also check and maintain water ingress alarm in area located at the forward of the cargo area
3. Hull Survey: A complete hull survey of bulk carriers as per IACS condition to maintain the strength of the ship’s hull
4. Avoiding Deck Wetness: Increasing the Integrity of fore-deck fittings on bulk carriers to avoid the problem of deck wetness i.e. flowing of water on ship’s deck due to rough weather, also known as green water loading
5. Fitting Bulwark: Fitting of suitable bulwark in the fore part of the ship as per the requirement to avoid green water condition
6. Reinforcing Hatch Cover: Reinforce the hatch cover which is located at the forward of the ship within 0.25L, where L is length of the ship
7. Maintain Water Tightness: Maintaining water tightness of all the hatch covers to avoid water ingress
8. Double Skin Side Shell Frame: Side shell frame to be double skin ensuring extra safety in case of structural damage
9. Cargo Hatch Cover Alarm: Installing Alarm for opening and closing of hatch cover for additional safety
10. Anti Corrosion Paint: A good anti corrosive coating on the ship’s structure to avoid damage due to corrosion
11. Free Fall Life Boat: A free fall life boat is now a requirement in all bulk carrier ships. All crew must know the emergency evacuation procedure from free fall life boat

Implementing ISM

How is ISM Code Implemented On Ships?

 

ISM code works with the motive of satisfying three important goals:

• Safety of people on board
• Safety of ship and cargo
• Safety of marine environment

For implementing ISM code on ships, all the three – the shipping company, the governing authority, and the ship’s crew together play an important role. Every seafarer should know the important aspects of the ISM code in order to create a safe working environment while at sea.


ISM code is implemented on ships in the following ways:
Plans and checklists form the most integral part of the implementation procedure of the ISM code on ships. Checklists for safe starting and stopping of shipboard machinery, along with plans to carry of various work procedures on board ship ensures safety of the ship and marine environment.


Plans and checklists also include accurate defining of tasks to be carried out by each crew member of the ship.
Procedures are formed to tackle emergency situations on board ships. This emergency preparedness to respond to emergencies is inculcated in the ship’s staff through drills and various emergency training programmes.
Every activity on ship is a team effort. Effective team meetings and discussions helps in a great way to take the security of the ship to an all new level.

In order to ensure utmost safety of the ship, the ISM code targets the very basics of the ship’s functioning – ensuring proper maintenance of ship’s machinery. This includes

• Inspection of ship machinery at regular intervals of time
• Taking the right actions in case of non-conformity
• Keeping a record of the causes and maintenance activities for future reference
• Regular testing of equipment and systems
• Training ship personnel and keeping them updated with the latest in the industry

A maintenance plan is made is order to carry out ship machinery and repair work.  (What to add in ship’s engine room planned maintenance system?
Every ship has a safety committee, along with a safety officer, to discuss and implement new safe working practices and update the existing ones. The master of the ship is the chairman of the committee and ensures proper functioning of the same. 

Every detail of the ship is noted down in valid documents, which are available all the time on board the ship. These documents are reviewed at regular intervals of time during audits.
All the changes in the documents are reviewed and approved by the authorized personnel. Moreover, all the documents necessary for the safety of the ship are mentioned in the SMS manual.
The shipping company pays an important role to ensure that the ISM code is properly implemented on the ships. The company also appoints a safety officer, who is requires to carry out his duties properly by providing all the necessary information regularly.
Following strict safety policies implemented under the ISM code not only helps in ensuring safety of life and environment but also benefits the shipping company in a variety of ways.
Every seafarer should develop the right safety attitude on board ships. Download our free ebook – The ultimate guide to personal safety on ships, to find out how to develop a right mind set towards safety.
The type of procedures adopted for a ship under the ISM code, depends on the type of the ship and the shipping company.

Documents for IMDG shippment

Dangerous goods transport document

Chapter 5.4 of the IMDG Code (Amdt. 35-10) requires the shipper (referred to as the consignor in the IMDG Code) who offers dangerous goods for transportation to give the carrier the information applicable to those dangerous goods.

 

The IMDG Code states that the information may be provided on a dangerous goods transport document, which is also sometimes referred to as a dangerous goods note or a dangerous goods declaration. The dangerous goods transport document may be in any form and the IMDG Code does not preclude the use of electronic data processing (EDP) and electronic data interchange (EDI) transmission.

 

The dangerous goods transport document must contain all the information required by the provisions of the IMDG Code (paragraph 5.4.1.2.1 of the IMDG Code (Amdt. 35-10)). Such information includes a description of the dangerous goods and other technical details relating to the same.

 

The dangerous goods transport document must also “include a certification or declaration that the consignment is acceptable for transport and that the goods are properly packaged, marked and labelled, and in proper condition for transport in accordance with the applicable regulations” (paragraph 5.4.1.6.1 of the IMDG Code (Amdt. 35-10)). The text of the certification is set out in the IMDG Code. The certification must be signed and dated by the shipper.

Duties of a safety officer

What Are The Duties Of Ship Safety Officer (SSO)?

Under the International Safety Management (ISM) code, every ship must appoint a ship safety officer (SSO) who has the knowledge, experience, and skills to look over the important safety issues related to ship and its crew’s health.

According to the ISM code a ship safety officer should have a minimum of two years of consecutive sea service. In case of tanker ships the safety officer should have six months of experience on tanker ships in addition to two years of consecutive sea service.

The appointed ship service officer should have the necessary qualities to properly take the responsibilities imposed under the relevant provision of the ISM regulation. He should also help in proper implementation of the ISM code on the ship.
Duties of ship safety officer
The safety officer of the ship is entitled to look over all the duties related to safety of the ship. Some of the important duties include:

• Look into all the potential hazards to the health and safety of the ship and its crew
• Ensure that the crew maintains high standard of safety consciousness and knows all the important aspects of the ISM code related to safety
• Ensures that the provisions of the code of safe working practices and safety instructions, rules and guidance for the ship’s safety and health are complied with
• Ensure that safety inspection of the ship is carried out at least every three months or more frequently if required
• Help ship safety committee to take substantial steps for enhancing the safety of the ship
• To look into crew complaints related to health and safety
• Make recommendations to the ship’s master to remove a potential hazard which might lead to an accident or harm to the crew
• Help in making an efficient safety management system (SMS)
• Provide information to the ship’s master regarding deficiencies related to ship’s health, safety, and security
• Properly investigate any accident involving death of a crew and major or minor accident
• Inform the master when someone from the crew fails to work according to the regulations mention in the ISM code
• Recommend important aspects related to safety in ship’s maintenance plan
• Maintain a record of all the accidents taking place on the ship, including death, major or minor injury, and near death experiences. Also, make this information available to the ship’s master, safety representative, or any official of the company
• Stop any ship operation, which might cause damage to the ship or harm to any of the ship’s crew. Inform about the same to the ship’s master and take necessary steps

Ship safety officer is not required to perform any of the above mentioned duties when an emergency action or response is being taken to safe guard life or safety of a ship. Moreover, he is also not the in charge of any kind of medical treatment or first aid in case of an emergency

Bill of Lading

Bill of Lading:

A bill of lading is a record of traded goods which have been received on board. It is a document that establishes an agreement between a shipper and a transportation company for the transportation of goods. Transportation Company (carrier) issues these records to a shipper. A bill of lading indicates the particular carrier through which the goods have been placed to their final destination, and the conditions for transporting the shipment to its final destination. Land, ocean and air are the means used for bills of lading.

The Importance of Bills of Lading

The carrier need not require all originals to be submitted before delivery. It is therefore essential that the exporter retains control over the full set of the originals until payment is effected or a bill of exchange is accepted or some other assurance for payment has been made to him. A bill of lading, therefore, is a very important issue when making shipments. On one hand it is a contract between a carrier and shipper for the transportation of goods and on the other hand it serves as a receipt issued by a carrier to the shipper.




Types of bill of lading
Below are the descriptions of types of bill of lading:-

1. Straight bill of lading reveals that the goods are consigned to a specified person and it is not negotiable free from existing equities. It means any endorsee acquires no better rights than those held by the endorser. This type of bill is also known as a non-negotiable bill of lading; and from the banker’s point of view this type of bill of lading is not safe.

2. Order bill of lading is the bill uses express words to make the bill negotiable. This means that delivery is to be made to the further order of the consignee using words such as “delivery to A Ltd. or to order or assigns

3. Bearer bill of lading is a bill states that delivery shall be made to whosoever holds the bill. Such bill may be created explicitly or it is an order bill that fails to nominate the consignee whether in its original form or through an endorsement in blank. A bearer bill can be negotiated by physical delivery.

4. Surrender bill of lading works under a term ‘import documentary credit’, the bank releases the documents on receipt from the negotiating bank but the importer does not pay the bank until the maturity of the draft under the relative credit. This direct liability is called Surrender Bill of Lading. (SBL)

5. A clean bill of lading is one which states that the cargo has been loaded on board the ship in apparent good order and condition. Such a bill of lading will not bear a clause or notation which expressively declares a defective condition of goods and/or the packaging. The opposite term is a soiled bill of lading. It reflects that the goods were received by the carrier in anything but good condition.

Test certificates for anchor cables / ropes etc

Test Certificates – What are they and do I need one?

In this commentary we will be looking at Test Certificates in relation to chains but the same information applies to the associated fittings and many other products. We’ll take a quick look at why, how they are produced and why you maybe interesting in seeing one yourself. We will also take a quick look at a real one and point out all the good information they can tell you.

• What is a Test Certificate?
• Why would anyone want a Test Certificate?
• Do I need a Test Certificate for my chain?
• How do I get a Test Certificate for my chain?
• Are all Test Certificates equal?
• Real Test Certificate
• What is with the ‘Sample Certificate Only’ bit?
• Summery

What is a Test Certificate?

A Test Certificate is a document stating all sorts about the product it is associated with. Many things have Test Certificates, for example Chain, shackles, ropes, wire and the list can go on for a very long time.

Why would anyone want a Test Certificate?

Quite simple really, it tells us what the item is, to what standard it was built (if applicable), what materials were used, what loads have been applied, who and where it was made and so on. From this we can see if the product is up to want we want it to do.
We can also get a Test Certificate on a used item. This is quite common in some industries as part of ongoing safety checks and the like. Take cranes for example, not the birds, the big ones used to build the skyscrapers. After a certain time frame or amount of use they are required to have the chain slings they use inspected and re-certified as being safe to use. During this process the chain slings are load tested. Once this is done a Test Certificate will be issued, be it good, bad or bloody ugly.
In these days of the Global Village things are not always what they seem. It is far from unusual for people to be selling a product without knowing exactly what and where it came from. Asking for a Test Certificate may inform you the chain you are about to buy is actually from somewhere, made from or something else completely different from where the vendor thinks it is, which may have a big bearing on it’s performance and quality.

Do I need a Test Certificate for my chain?

Generally no you don’t unless you are in survey, a Classification Society i.e. Lloyds Register, DV and others or you are just nosey. There is the odd Insurance Company who does discount the rates a little if you have a Tested chain so that could be a good reason in itself.

How do I get a Test Certificate for my chain?

Ask the person selling or testing your chain for one, it should be that simple. All good reputable manufacturers provide Certificates with their product. The chain vendor may not have a Certificate for your specific length of chain with them in the chandlery but should be able to ask their supplier to fire one over to them.

Are all Test Certificates equal?

Nope. We have seen more than a few that my 7-year-old daughter could knock up in 3 minutes. As we will see shortly there is good and bad Certificates. Unfortunately you may have to make a judgement call as to whether you believe what you see. Often most specialists are well aware which Certificates can be believed and which can’t. Lets have a look at 2 sample Certificates and see what we are being told.
First off we have a typical dodgy Certificate.

• o Just the look of it seems to be a bit ‘knocked up quickly’.
• o No reference to what the test procedure was. Maybe it was 2 donkeys, we just don’t know.
• o No independent organisation seems to be involved in any way i.e. an outside eye keeping an eye on things.
• o Lots of numbers that are not clearly defined. Looks flash but means nothing.
• o No material composition i.e. was it a good steel or recycled beer cans.
• o No Certificate number. How many times has this one Certificate been used?
• o No traceability. This Certificate cannot be related to any specific piece of chain, does it relate to the bit in your hand or not?
• o No Standard is defined even though one is implied.
• o Did your child knock this up or can you trust it?

Note: We covered the company name (which was just a stamp) and what we think was a signature just in case this outfit has improved their output. Far be it for us to trash someone who may have got their act together.
What the above also tells us is that someone was trying hard to make his or her product look better than it actually is.
As being bold highlights one column one would expect that to be the key number to look at, in this case 3200kg is correct (as is the WLL) for well-made 8mm BUT it’s only a trick really.
Looking in the ‘Proof load’ column we see, taking the 8mm, a Proof Load of 1200kg. Industry standards for chains of this type is to have a 4:1 Safety Margin from WLL to the Break load.
The standard is also to have a Proof Load of twice the WLL or half the break load. See other documents for expanded info on that subject.
So to be able to say your chain has a WLL of 800kg and a Break of 3200kg you must Proof Load the chain to 1600kg, not the 1200 that this one has.
According to Industry Standards, amongst others, this 8mm chain has a WLL of only 600kg and a Break of 2400kg. Far below what the highlighted column is trying to make you believe. This is a common ‘Certificate’ (and numbers) from some Eastern countries.
So many chandleries see the highlighted column and think that’s the real break number, tell the customer who happily fits the chain without realising it is 25% weaker than they think it is. Often this is not a big worry but if you are pushing chain size on your boat it very well maybe at 3am on a real crappy night.

Now to a Real Test Certificate

This one is from the Maggi Group in Italy and is for a 8mm DIN766 chain. It is reasonably representative of a good quality believable Test Certificate.
Straight away it has a very professional look about it, has all sorts of well-identified numbers and the name of a man willing to put his reputation on the line.
Lets have a closer look at what this Certificate can tell us. We can see straight away Maggi is kept an eye on by an outside Quality Control company and operates to ISO9001 or better. This easily implies Maggi are very quality aware and knows the need to keep very high standards.
This Certificate has a unique number for traceability, which goes hand in hand with the reference number and the Company it was supplied to. ‘Sample Company’ has replaced those for commercial reasons.
Below the Certificates number is the testing standard they use.
The manufacturers mark is shown. In this case Maggi has it’s own range of ‘marks’ depending on use as many companies do.
Note: Regional differences mean chains, especially 8mm and smaller, can be marked very differently, if at all.
Here is a photo of a Maggi Group mark.
Next we see what size each link is made to, the weight per metre and with what tolerance. Even a nice diagram for those who don’t know what measurement is what.
Then we get Maggi’s code number for this particular chain – CA76ZIF080.
What length this run was, this one being 2400mts. If it was a singular item the next 2 boxes would have something in them but as this will be cut into shorter lengths that is not needed in this case.
Next we see the chain was made from C10 steel, Resistance Welded and then Hot Dip galvanised.
Now the important stuff at 3am in F10 winds, the Loads. Maggi have given this chain a Working Load limit of 1000kg. The Proof Load Maggi applied in the factory during the Inspection and testing process was 20.48 kilo newtons or 2088 kilograms of force. As mentioned above Industry standard Break Load is twice the Proof Load and Maggi is telling us that is 41 kN or 4180 kilograms.
Next we have the results. In this case it is a DIN766/A standard chain measuring 8mm x 24mm x 10mm and it has been Hot Dip Galvanised.

How can we be sure about this?

Obviously you’ll never be 100% sure as you never saw it a happen but a bloke by the name of Alessandro Conti and the Company he did it for, was willing on May 5th 2006 to put his name right next to the bit that says;
‘We declare under our sole responsibility that the products to which this declaration relates is in conformity with the regulations of 89/392/EWG and its amendments’
Test on Metrocom 8067-86
That is written just under where we have put ‘Sample certificate only’.
All the details you need to find him, and the company willing to put their name to this chain, are all there. Very transparent.

What is with the ‘Sample Certificate Only’ bit?

We put that on there as a Test Certificate relates to a specific bit of chain. As anyone reading this won’t have that bit of chain it makes no difference.
The main reason we put that on, as there are some dodgy characters out there that have used reputable manufactures Certificates to try and slide dodgy chain past a Surveyor and others. We note sample on it just to make it harder for them.

Summary

So as you can see a real Test Certificate gives you all the information you need about your chain. You can also see all test Certificates are not equal if indeed some are Test Certs at all.
If you are not sure what you are being supplied ask for a Test Certificate and now you know what you’re looking at you will have a better understanding of what the chain is you are looking at.
Go hard, shop smart and try not to bamboozle the poor salesperson with your new found knowledge. Could be a bit of fun though, couldn’t it
NOTE: This article has been written for informational purposes only. In no way does it cover the entire subject in great depth or is meant as being correct for every manufacturer in every situation. In no way does this article mean to imply all comments made are ‘law’ even if some maybe. The intent of this article was to inform a little. Be aware regional differences in standards, laws and procedures will mean things maybe a little different from place to place even if the same basic principals apply.

 

Dry Docking

preparation for dry docking

docking

Preparation of Dry Docking

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

purpose

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

Dry Dock Periods

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

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

Duties of ship's Chief Officer when entering dock

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

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

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

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

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

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

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

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

Rig fenders around the vessel before entry into the dock

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

Log Book Entries when entering dock

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

The Docking Process

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

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

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

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

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

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

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

The Undocking Procedure

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

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

Duties of the Chief Officer prior undocking

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

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

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

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

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

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

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

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

The Undocking Process

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

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

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

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

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

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

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

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

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

Dry Dock - Glossary

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

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

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

Cold Work
Work which cannot create a source of ignition

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

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

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

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