Notes on

BILGING
Capt. A.K. Prasad
THEORY
1. Bilging problems are mainly given for box-shaped vessels. It can also be given for bilging of
a D.B. tank of M.V. Hindship.
2. However, if a hold of M.V. Hindship is bilged and the ships water-plane changes, then the
calculation becomes very complex and lengthy. Hence such problems are not given.
3. Bilging is said to occur when ingress of water takes place into the vessel from a point below
the waterline, such that the water is free to flow in and out of the vessel. If the water enters
the vessel from above the waterline then it will not be able to flow out of the vessel, in which
case it is called flooding and not bilging.
4. After bilging, water level in the bilged compartment will be same as water level outside the
vessel.
5. However, if the bilged compartment is a DB tank / deep tank, located at the bottom of the
vessel, and it is fitted with a tank-top / watertight flat which is located below the outside
water level, then water in the compartment will rise only upto the tank top / watertight flat.
6. Because the water is free to flow in and out of the bilged compartment, it is not part of the
ship and hence there is no addition of weight i.e. the vessels displacement does not increase.
7. Because the displacement does not change, the COG of the vessel will not shift vertically,
transversely or longitudinally from its original position i.e. the vessels KG and LCG will not
change after bilging.
8. However, the part of the compartment, which is submerged under water, is lost to the sea i.e.
the vessels underwater volume is said to be reduced by an amount equal to the volume of the
bilged part of the compartment. Hence the vessels buoyancy is reduced.
9. To compensate for the lost buoyancy/volume without any change in displacement, the vessel
will submerge till the same is regained so that once again the vessels buoyancy and
displacement will remain equal.
10. This means that the vessels draft will increase due to bilging, but the underwater volume and
the displacement of the vessel will not change.
11. Due to increase of the draft, COB of the vessel will shift upwards i.e. KB will increase.
12. Due to loosing and regaining of the vessels buoyancy, the shape of the vessels underwater
volume will change. Hence the COB will also shift longitudinally and/or transversely, away
from the bilged compartment.
13. Due to the longitudinal shift of COB, the horizontal distance between the new COB and the
original COG will change, which will change the vessels trim.
14. Due to the transverse shift of COB, the horizontal distance between the new COB and the
original COG will change, which will change the vessels list.
15. If the water level in the bilged compartment is the same as the water level outside the vessel,
then the vessels water-plane is also said to be bilged i.e. the area of the water-plane is
reduced by an amount equal to the area of the bilged compartment.

16. COF is the geometric centre of the water-plane. Hence, if the area of the water-plane is
reduced due to bilging, then the COF will shift longitudinally and/or transversely, away from
the bilged compartment.
17. Vessels water-plane will not reduce and its COF will not shift if the water level in the
compartment does not rise upto the water level outside the vessel e.g. if a DB tank or a deep
tank located at the bottom of the vessel is bilged.
18. Trim and list caused, as stated above, will occur about the new position of COF.
19. Loss of buoyancy/volume due to bilging will be less if the compartment has some solid cargo
in it, because water entering the compartment will only occupy the empty spaces within the
cargo i.e. the loss of buoyancy/volume will depend on the permeability of the compartment.
20. By the same theory, the loss of water-plane area due to bilging will also be less, depending on
the permeability of the compartment.
21. Bilging of a part or full compartment does not affect the original FSM of the vessel, because
the bilged compartment is not considered to be part of the vessel any more.
22. If a tank containing some liquid is bilged then it is assumed that initially the liquid in the tank
is discharged, which will cause the following changes :
Draft, U/W volume, displacement, KB and FSM will reduce.
KG will increase.
LCG, trim and list will change depending on location of the bilged tank.
LCB will also change for M.V. Hindship but for a box-shaped vessel it will remain the
same as half the length of the vessel.
Subsequently, the empty tank is said to be bilged, which will further change the draft, KB,
LCB, LCF, trim and list, as explained above.
CHANGES IN STABILITY PARAMETERS DUE TO BILGING

Following parameters will NOT change :

Displacement
Underwater volume
Position of COG i.e. KG, LCG and distance of COG from shipside
Shape and size of water-plane, when the level of water in the bilged tank/compartment is
less than the level of water outside the ship
Position of COF i.e. LCF and distance of COF from shipside, when the shape and size of
water-plane does not change
FSM / FSC

Following parameters will change :

Hydrostatic draft will increase
Position of COB i.e. KB, LCB and distance of COB from shipside
Trim and List
Shape and size of water-plane will reduce, when the level of water in the bilged
compartment is same as the level of water outside the ship.

Position of COF i.e. LCF and distance of COF from shipside, when the shape and size of
water-plane changes
ABBREVIATIONS USED FOR BOX-SHAPED VESSEL

L
B
D
D1
RD
rd
s
V
V1
W
W1
T
T1
l
b
h
w
P
I
II
IO
IL
IC
Lcg, Lcb
& Lcf
Sg, Sb &
Sf

Length of the vessel.

Breadth of the vessel.
Initial mean draft.
Final mean draft after bilging.
Density of dock water in which the vessel is floating.
Density of liquid in the tank.
Sounding of liquid in the tank.
Initial underwater volume which will not change due to bilging.
U/W volume after pumping out tank, which will not change due to bilging.
Initial displacement.
Displacement after pumping out tank, which will not change due to bilging.
Initial trim.
Final trim after bilging.
Length of the bilged tank/compartment.
Breadth of the bilged tank/compartment.
Height of tank top/watertight flat of bilged tank/compartment, above the keel.
Weight of liquid in the tank before bilging.
Permeability of the compartment stated as %age of its total volume.
Longitudinal/Transverse M.I. of the original water-plane before bilging.
Longitudinal/Transverse M.I. of the intact water-plane.
Longitudinal/Transverse M.I. of the original water-plane after bilging.
Longitudinal/Transverse M.I. of the lost water-plane.
Longitudinal or Transverse M.I. of the cargo part of the lost water-plane.
Distance of centroid of the tank/compartment from the AP.
Distance of centroid of the tank/compartment from the shipside where the
bilged tank/compartment is located.

CALCULATION OF MEAN DRAFT (D1) AFTER BILGING OF TANK/

COMPARTMENT REGARDLESS OF ITS LOCATION
STEP 1 --- Calculate U/W volume (V1) after pumping out the tank.
V = L B D ; W = V RD ; w = l b s rd ; W1 = W - w ; V1 = W1 RD
STEP 2 --- Calculate permeability (P %) of the compartment.
BS = SFC - (1 RDC) ; P = (BS SFC) 100
BS --- Broken stowage ; SFC --- Stowage factor of the cargo ; RDC --- Relative density of cargo
STEP 3 --- Calculate mean draft (D1) after bilging.
CASE 1 --- Compartment extends from bottom upwards without any watertight flat.
V1 = (L B D1) (l b D1 P 100)
CASE 2 --- Compartment fitted with a watertight flat below the waterline, and bilging occurs
only below this flat e.g. D.B. tank.
V1 = (L B D1) - (l b h)
CASE 3 --- Compartment fitted with a watertight flat below the waterline, and bilging occurs
only above this flat e.g. above D.B. tank.
V1 = (L B D1) { l b (D1 - h) P 100 }
CASE 4 --- Compartment fitted with a watertight flat below the waterline, and bilging occurs
both above and below this flat.
V1 = (L B D1) - l b (D1 - h) P 100 - (l b h)
CALCULATION OF GM(F) AFTER BILGING
STEP 1 --- Calculate KG1 after pumping out the tank. (It will remain same after bilging)
KG1 = { (W KG) - (w s 2) } W1
STEP 2 --- Calculate FSM1 after pumping out the tank. (It will remain same after bilging)
I (tank) = l b3 12 ; fsm (tank) = I (tank) rd ; FSM1 = FSM - fsm (tank)

STEP 3 --- Calculate mean draft (D1) after bilging, as explained above.
STEP 4 --- Calculate position of COF1 after bilging of a side compartment, measured
from the shipside where the compartment is located (SF1).
CASES 1, 3 & 4 --SF1 = { (L B B/2) (l b Sf P 100) } { (L B) - (l b P 100) }
Note : For Case 1, SF1 = SB1
CASE 2 --- COF does not shift because the W/P remains intact even after bilging.
Hence SF1 = SF = B/2
STEP 5 --- Calculate transverse M.I. of the intact water-plane (II) about the
longitudinal axis passing through the COF1.
CASES 1, 3 & 4 --IO = (L B3 12) + { L B (SF1 - B/2)2 }
IL = (l b3 12) + { l b (SF1 - Sf)2 }
IC = { (l b3 12) (100 - P)2 1002 } + { l b (SF1 - Sf)2 (100 - P) 100 }
II = I O - I L + I C
CASE 2 --- There is no change in the water-plane hence II = I
STEP 6 --- Calculate KB1 after bilging.
CASE 1 --- KB1 = D1 2
CASE 2 --- KB1 = { (L B D1 D1 2) (l b h h 2) } V1
CASE 3 --KB1 = [ (L B D1 D1 2) { l b (D1 - h) [{(D1 - h) 2}+ h] P 100 } ] V1
CASE 4 --KB1 = [ (LBD1D12) - (lbhh/2) { lb(D1 - h){(D1 - h)2}+ h]P100 } ] V1
STEP 7 --- Calculate G1M(F).
B1MT = II V1 ; KMT = KB1 + B1MT ; G1M(F) = KMT - KG1 - (FSM1 W1)

CALCULATION OF FORWARD AND AFT DRAFTS AFTER BILGING OF TANK/

COMPARTMENT LOCATED ANYWHERE ALONG THE LENGTH OF VESSEL
STEP 1 --- Calculate initial LCG.
I = B L3 12 ; BML = I V ; MCTC = (W BML) (100 L)
BG = T MCTC W ; LCB = L 2
LCG = LCB BG ; Trim aft : -ve ; Trim ford. : +ve ; Trim zero : BG = 0
STEP 2 --- Calculate LCG1 after pumping out the tank. (It will remain same after bilging)
LCG1 = { (W LCG) - (w Lcg) } W1
STEP 3 --- Calculate mean draft (D1) after bilging, as explained above.
STEP 4 --- Calculate LCB1 after bilging.
CASE 1 --- LCB1 = { (L B D1 L/2) (l b D1 Lcb P 100) } V1
CASE 2 --- LCB1 = { (L B D1 L/2) (l b h Lcb) } V1
CASE 3 --- LCB1 = [ (L B D1 L/2) { l b (D1 - h) Lcb P 100 } ] V1
CASE 4 --LCB1 = [ (L B D1 L/2) - (l b h Lcb) { l b (D1 - h) Lcb P 100 } ] V1
STEP 5 --- Calculate LCF1 after bilging.
CASES 1, 3 & 4 --LCF1 = { (L B L/2) (l b Lcf P 100) } { (L B) - (l b P 100) }
Note : For Case I, LCF1 = LCB1
CASE 2 --- COF does not shift because the W/P remains intact even after bilging.
Hence LCF1 = LCF = L / 2

STEP 6 --- Calculate longitudinal M.I. of the intact water-plane (II) about the
transverse axis passing through the COF1.
CASES 1, 3 & 4 --IO = (B L3 12) + { L B (LCF1 ~ L/2) 2 }
IL = (b l3 12) + { l b (LCF1 ~ Lcf)2 }
IC = { (b l3 12) (100 - P)2 1002 } + { l b (LCF1 ~ Lcf)2 (100 - P) 100 }
II = I O - I L + I C
CASE 2 --- There is no change in the water-plane hence II = I
STEP 7 --- Calculate final trim (T1) and forward and aft drafts.
B1ML = II V1 ; MCTC1 = (W1 B1ML) (100 L) ; B1G1 = LCB1 LCG1
T1 = W1 B1G1 MCTC1
LCB1 > LCG1 --- Trim aft ; LCB1 < LCG1 --- Trim ford.
TA = T1 LCF1 L ; TF = T1 - TA
Trim aft --- F = D1 - TF ; A = D1 + TA
Trim ford. --- F = D1 + TF ; A = D1 - TA
CALCULATION OF LIST AFTER BILGING OF TANK/COMPARTMENT
LOCATED ANYWHERE ON ONE SIDE OF THE CENTRELINE
STEP 1 --- Calculate position of COG1, off centreline, if vessel already has a list ().
(It will not shift after bilging, unless STEP 2 is applicable)
KB = D 2 ; I = L B3 12 ; BMT = I V ; KMT = KB + BMT
GM(F) = KMT - KG - (FSM W) ; GG1 = GM(F) Tan
STEP 2 --- Calculate position of COG2 after pumping out the tank, measured from the
shipside where the tank is located (SG2). (It will not shift after bilging)
SG1 & SG2 --- Distances of COG1 and COG2 respectively, from the shipside where the
tank is located.

SG2 = { (W SG1) - (w Sg) } W1

STEP 3 --- Calculate KG2 after pumping out the tank, as explained above.
(It will remain the same after bilging)
STEP 4 --- Calculate FSM1 after pumping out the tank, as explained above.
(It will remain the same after bilging)
STEP 5 --- Calculate mean draft (D1) after bilging, as explained above.
STEP 6 --- Calculate position of COF1 after bilging of a side compartment, measured
from the shipside where the compartment is located (SF1), as explained above.
STEP 7 --- Calculate transverse M.I. of the intact water-plane (II) about the
longitudinal axis passing through the COF1, as explained above.
STEP 8 --- Calculate KB1 after bilging, as explained above.
STEP 9 --- Calculate G2M(F), as explained above.
STEP 10 --- Calculate position of COB1 after bilging of a side compartment, measured
from the shipside where the compartment is located (SB1).
CASE 1 --- SB1 = { (L B D1 B/2) (l b D1 Sb P 100) } V1
Note : For this Case, SF1 = SB1
CASE 2 --- SB1 = { (L B D1 B/2) (l b h Sb) } V1
CASE 3 --- SB1 = [ (L B D1 B/2) { l b (D1 - h) Sb P 100 } ] V1
CASE 4 --SB1 = [ (L B D1 B/2) - { l b (D1 - h) Sb P 100 }- (l b h Sb) ] V1
STEP 11 --- Calculate final list ( 1).
B1G2 = SB1 SG2 ; Tan 1 = B1G2 G2M(F)
If SB1 > SG2, list will be towards the side of the bilged compartment.
If SB1 < SG2, list will be opposite to the side of the bilged compartment.

CALCULATION OF FORWARD AND AFT DRAFTS AFTER BILGING OF D.B. TANK

OF M.V. HINDSHIP
ABBREVIATIONS USED
RD
w
D
L
Lcg & Lcb
v
WVIRT
WREAL
MCTCVIRT
MCTCREAL
W1
V1 DW
V2 DW
W2 VIRT
I
MCTC1 REAL
T1
F1
A1

Density of dock water in which M.V. Hindship is floating

Weight of liquid in the tank before bilging
Initial hydrostatic draft
LBP
Distance of centroid of the tank from AP, as given in the stability book
Volume of the tank, as given in the stability book
Initial displacement calculated for given RD. It is used for ascertaining
data from the hydrostatic tables but not for any other calculations.
Initial actual displacement
Ascertained from hydrostatic tables for WVIRT
Corrected for given RD
Final displacement after pumping out the tank
U/W volume in dock water after pumping out the tank
Total U/W volume in dock water when floating at the increased draft D 1
after bilging
Displacement for total volume V2 DW. It is used for ascertaining data from
the hydrostatic tables but not for any other calculations.
Longitudinal M.I. of water-plane for total volume V2 DW regardless of
whether the tank is bilged or not
Final MCTC in dock water after bilging
Final trim after bilging
Final forward draft
Final aft draft

STEP 1 --- Calculate initial LCG.

CASE 1
Data given --- F (ford. draft) , A (aft draft) , RD , Tank bilged , w
Calculate --- T (trim) , Mean draft , LCF (for mean draft)
D = A {(T LCF) L} ; Trim aft : -ve ; Trim ford. : +ve
Ascertain --- WVIRT , MCTCVIRT , LCB , Lcb = Lcg , v
Calculate --- WREAL = WVIRT RD 1.025 ; MCTCREAL = MCTCVIRT RD 1.025
BG = T MCTCREAL WREAL
LCG = LCB BG ; Trim aft : -ve ; Trim ford. : +ve
CASE 2

Data given --- W , LCG , RD , Tank bilged , w

Ascertain --- Lcb = Lcg , v
CASE 3
Data given --- W , T(trim) , RD , Tank bilged , w
Calculate --- WVIRT = WREAL 1.025 RD
Ascertain --- MCTCVIRT , LCB , Lcb = Lcg , v
Calculate --- MCTCREAL = MCTCVIRT RD 1.025 ; BG = T MCTCREAL WREAL
LCG = LCB BG ; Trim aft : -ve ; Trim ford. : +ve
STEP 2 --- Calculate U/W volume (V1 DW) in dock water after pumping out the tank.
W1 REAL = WREAL w ; W1 VIRT = W1 REAL 1.025 RD ; V1 DW = W1 VIRT RD
STEP 3 --- Calculate LCG1 after pumping out the tank.
LCG1 = { (WREAL LCG) (w Lcg) } W1 REAL
STEP 4 --- Calculate LCB2 after bilging.
V2 DW = V1 DW + v ; W2 VIRT = V2 DW RD
Ascertain --- D1 , LCB1 , LCF1 , KB , KML
LCB2 = { (V2 DW LCB1) (v Lcb) } V1 DW
STEP 5 --- Calculate ford. and aft drafts after bilging.
B2G1 = LCB2 ~ LCG1 ; BML = KML KB ; I = BML V2 DW ; BML1 = I V1 DW
MCTC1 REAL = (W1 REAL BML1) (100 L)
T1 = W1 REAL B2G1 MCTC1 REAL
LCB2 > LCG1 : Trim aft ; LCB2 < LCG1 : Trim ford.
TA = T1 LCF1 L ; TF = T1 - TA
Trim aft --- F1 = D1 - TF ; A1 = D1 + TA ; Trim ford. --- F1 = D1 + TF ; A1 = D1 - TA

CALCULATION OF GM(F) AFTER BILGING OF D.B. TANK OF M.V. HINDSHIP

ABBREVIATIONS USED
RD
w
D
L
WVIRT
WREAL
Kb
Kg
v
fsm
W1
V1 DW
V2 DW
W2 VIRT

Density of dock water in which M.V. Hindship is floating

Weight of liquid in the tank before bilging
Initial hydrostatic draft
LBP
Initial displacement calculated for RD. It is used for ascertaining data from the
hydrostatic tables but not for any other calculations.
Initial actual displacement
& Distance of centroid of the tank from the keel, as given in the stability book

Volume of the tank, as given in the stability book

FSM of the tank, as ascertained from the stability book
Displacement after pumping out the tank
U/W volume in dock water after pumping out the tank
Total U/W volume in dock water when floating at increased draft after bilging
Displacement for total volume V2 DW. It is used for ascertaining data from the
hydrostatic tables but not for any other calculations.
Transverse M.I. of water-plane for total volume V 2 DW regardless of whether
the tank is bilged or not

STEP 1 --- Calculate initial data.

CASE 1
Data given --- F(ford. draft) , A(aft draft) , RD , KG , FSM , Tank bilged , w
Calculate --- T(trim) , Mean draft , LCF(for mean draft)
D = A {(T LCF) L} ; Trim aft : -ve ; Trim ford. : +ve
Ascertain --- WVIRT , Kg = Kb , v , fsm
Calculate --- WREAL = WVIRT RD 1.025
CASE 2
Data given --- W , KG , FSM , RD , Tank bilged , w
Ascertain --- Kb = Kg , v , fsm

STEP 2 --- Calculate U/W volume (V1 DW) in dock water after pumping out the tank.
W1 REAL = WREAL w ; W1 VIRT = W1 REAL 1.025 RD ; V1 DW = W1 VIRT RD
STEP 3 --- Calculate KG1 after pumping out the tank.
KG1 = { (WREAL KG) (w Kg) } W1 REAL
STEP 4 --- Calculate FSC after pumping out the tank.
FSM1 = FSM fsm ; FSC = FSM1 W1 REAL
STEP 5 --- Calculate KB1 after bilging.
V2 DW = V1 DW + v ; W2 VIRT = V2 DW RD
Ascertain --- KB , KMT
KB1 = { (V2 DW KB) (v Kb) } V1 DW
STEP 6 --- Calculate G1M1(F).
BMT = KMT KB ; I = BMT V2 DW ; BMT 1 = I V1 DW ; KMT 1 = KB1 + BMT 1
G1M1(S) = KMT 1 - KG1 ; G1M1(F) = G1M1(S) FSC

Notes on
SIMPSONS RULES
Capt. A.K. Prasad
ABBREVIATIONS
a, b, c,
d, e, f, g
h
A/V
A1/V1
A2/V2
D
D1
D2
I
I1
I2

Ordinates representing Lengths or Areas.

Common interval between the ordinates.
Area / Volume of the full plane / space between the end ordinates.
Area / Volume of a part of the full plane / space between the end ordinates of that
part.
Area / Volume of the remaining part of the full plane / space between the end
ordinates of that part.
Distance of the centroid of A/V from one of the end ordinates which is multiplied
by the multiplier 0, measured along a line perpendicular to the ordinates.
Distance of the centroid of A1/V1 from the ordinate which is multiplied by the
multiplier 0, measured along a line perpendicular to the ordinates.
Distance of the centroid of A2/V2 from the ordinate which is multiplied by the
multiplier 0, measured along a line perpendicular to the ordinates.
Moment of inertia of area A about an axis parallel to the ordinates and passing
through one of the end ordinates which is multiplied by the multiplier 0.
Moment of inertia of area A1 about an axis parallel to the ordinates and passing
through the ordinate which is multiplied by the multiplier 0.
Moment of inertia of area A2 about an axis parallel to the ordinates and passing
through the ordinate which is multiplied by the multiplier 0.
RULE 1
Applies to odd number of ordinates e.g. 3, 5, 7, 9, 11, etc.

ORD.
a
b
c
d
e

MULT. 1
1
4
2
4
1

A/V = h 3 Sum(1) ;

PROD. 1
a
4b
2c
4d
e
Sum(1)

MULT. 2
0
1
2
3
4

D = h Sum(2) Sum(1) ;

PROD. 2
0
4b
4c
12d
4e
Sum(2)

MULT. 3
0
1
2
3
4

I = h3 3 Sum(3)

PROD. 3
0
4b
8c
36d
16e
Sum(3)

RULE 2
Applies to certain number of ordinates e.g. 4, 7, 10, 13, 16, etc.
ORD.
a
b
c
d
e
f
g

MULT. 1
1
3
3
2
3
3
1

PROD. 1
a
3b
3c
2d
3e
3f
g
Sum(1)

A/V = 3h 8 Sum(1) ;

MULT. 2
0
1
2
3
4
5
6

PROD. 2
0
3b
6c
6d
12e
15f
6g
Sum(2)

D = h Sum(2) Sum(1) ;

MULT. 3
0
1
2
3
4
5
6

PROD. 3
0
3b
12c
18d
48e
75f
36g
Sum(3)

I = 3h3 8 Sum(3)

COMBINATION OF RULES 1 & 2

Applies to certain number of ordinates e.g. 6, 8, 12, 14, etc.,
to which Rules 1 & 2 do not apply
ORD.
a
b
c
d
e
f

MULT. 1
1
4
1
1
3
3
1

PROD. 1
a
4b
c

S(1)

c
3d
3e
f
S(2)

MULT. 2
0
1
2

0
1
2
3

PROD. 2
0
4b
2c

S(3)

0
3d
6e
3f
S(4)

MULT. 3
0
1
2

0
1
2
3

PROD. 3
0
4b
4c

S(5)

0
3d
12e
9f
S(6)

A1 = h 3 S(1) ;

A2 = 3h 8 S(2) ;

A = A1 + A2

D1 = h S(3) S(1) ;

D2 = h S(4) S(2) ;

D = [ (A1 D1) + {A2 (D2 + 2h)} ] A

I1 = h3 3 S(5) ; I2 = {3h3 8 S(6)} - (A2 D22) + {A2 (D2 + 2h)2} ; I = I1 + I2

NOTES : 1.
2.
3.
4.

D is measured from the ordinate a.

Replace A with V for calculating volume of a space.
I is measured about the axis passing through the ordinate a.
For any number of ordinates, always apply Rule 1 first and then apply Rule 2.

VERTICAL ORDINATES OF BULKHEAD

Applies to Rules 1 & 2 only
ORD
a
b
c
d
e
f

D
D1
D2
I
I1
I2

MULT 1
1
4
1
1
3
3
1

PROD 1
a
4b
c
c
3d
3e
f
S(1) S(2)

MULT 2
a/2
b/2
c/2
c/2
d/2
e/2
f/2

PROD 2
a2/2
2b2
c2/2 c2/2
3d2/2
3e2/2
f2/2
S(3) S(4)

ORD
a3
b3
c3
d3
e3
f3

MULT 3
1
4
1
1
3
3
1

PROD 3
a3
4b3
c3
c3
3d3
3e3
f3
S(5) S(6)

Distance of the centroid of the full bulkhead from the top, where all the ordinates reach,
measured along a line parallel to the ordinates.
Distance of the centroid of A1 from top of the bulkhead as stated above.
Distance of the centroid of A2 from top of the bulkhead as stated above.
Moment of inertia of the full bulkhead about an axis perpendicular to the ordinates and
passing through the top of the bulkhead where all the ordinates reach.
Moment of inertia of A1 about the same axis.
Moment of inertia of A2 about the same axis.

A1 = h 3 S(1) ;

A2 = 3h 8 S(2) ;

A = A1 + A2

D1 = S(3) S(1) ;

D2 = S(4) S(2) ;

D = { (A1 D1) + (A2 D2) } A

I1 = h 3 S(5) 3 ;

I2 = 3h 8 S(6) 3 ; I = I1 + I2

NOTE : For any number of ordinates, always apply Rule 1 first, and then apply Rule 2.
CENTRE OF PRESSURE OF BULKHEAD
Applies to Rules 1 & 2 and to vertical ordinates
IWS
H
DCOP

Moment of inertia of the full bulkhead about an axis passing through the water surface,
and parallel to it.
Height of the water surface above the top of the bulkhead.
Distance of the centre of pressure from the water surface.

IWS = I - AD2 + A(D + H)2 ;

DCOP = IWS { A(D + H) }

RULE 3
ORD.
a
b
c

A/V
D

MULT. 1
5
8
-1

PROD. 1
5a
8b
-c
Sum(1)

ORD.
a
b
c

MULT. 2
3
10
-1

PROD. 2
3a
10b
-c
Sum(2)

Area / Volume of the part of the plane / space between the ordinates a and b.
Distance of the centroid of A/V from the ordinate a, measured along a line
perpendicular to the ordinates.

A/V = h 12 Sum(1) ;

D = h 2 Sum(2) Sum(1)

NOTES : 1. This Rule is not used for calculating MI and COP.

2. It should never be used, even for calculating A and D, unless specifically
required.

Notes on
CODE ON INTACT STABILITY FOR ALL TYPES OF SHIPS
COVERED BY IMO INSTRUMENTS
Capt. A.K. Prasad
Resolution A.749(18) as amended by MSC.75(69)
PREAMBLE
Stability criteria are based on the best State of art concepts, taking into account sound design
and engineering principles and experience gained. IMO will periodically review the code, based
on experience and further technical developments. Safety of ship in seaway involves complex
hydrodynamic phenomena which upto now have not been adequately investigated and
understood. Hence further research is required.
PURPOSE
Ensure safe operation of ships and minimise risk to ships, personnel on board and environment.
APPLICATION

The Code applies to cargo ships, timber carriers, grain carriers, container ships, cargo ships
carrying containers on deck, passenger ships, fishing vessels, special purpose ships, offshore
supply vessels, mobile offshore drilling units, pontoons and dynamically supported craft.
Special purpose ship means a mechanically self-propelled ship carrying > 12 special
personnel, engaged in research, survey, expeditions, training of marine personnel, processing
of whale, fish and other living resources of sea, and others, as decided by the Flag State.
Various regulations of the SOLAS and Load Line conventions concerning watertight
integrity of a ship should be complied with.
Ships complying with Annex I of MARPOL (except OBO ships with type B freeboards), IBC
code, IGC code and damage stability requirements of Reg. 27 of Load Line convention, may
nor comply with this code. (Amendment of Chapter II-1 by MSC.216(82))

STABILITY BOOK

It shall be provided in compliance with the Reg. 22 of chapter II-1 of the SOLAS convention
and Reg. 10 of the Load Line convention.
It shall be approved by the Flag State.
It shall be in the language of the Flag State, and in English or French.

For double-hull oil tankers a manual should be provided which should prescribe operational
procedures for loading and unloading cargo, and data regarding GM and FSC during all
cargo operations.
MSC/Circ.456 --- Preparation of intact stability information.
MSC/Circ.706 / MEPC/Circ.304 ---Intact stability of existing tankers during liquid transfer
operations

It shall contain the following information :

Description of the ship.
Instructions for using the book.
General arrangement plan.
Hydrostatic curves or tables.
Cross curves of stability.
Plans or tables showing the capacity and C.G. of each cargo space.
Sounding tables showing the capacity, C.G. and FSE data of each tank.
Maximum KG or minimum GM curve or table.
Standard loading conditions as follows :
Departure with ballast, and with full stores and fuel.
Arrival with ballast, and with 10% fuel and stores.
Departure fully loaded, without ballast, with full stores and fuel, with and without
deck cargo, with and without passengers and baggage, and with cargo tanks of a dry
cargo ship full and empty. Loaded means loaded upto the summer load line or
summer timber load line or the subdivision load line of a passenger ship.
Arrival in same condition as above but with only 10% fuel and stores remaining.
Additional conditions if water ballast is necessary when fully loaded.

Description of stability calculations done and assumptions made.

Precautions for preventing flooding and use of cross-flooding fittings.
Inclining test report.
Guidance for the safe operation of the ship in normal and emergency conditions.
Importance of securing and maintaining all openings in watertight state on RO-RO
passenger ship. If water enters the vehicle deck there will be rapid loss of stability
resulting in rapid capsizing.
Particulars and location of permanent ballast, if any, according to an approved plan, such
that it will not shift.

SIMPLIFIED STABILITY BOOK

This may be provided in lieu of the stability book stated above, as decided by the Flag State. It
may contain maximum safe (DWT + FS) moments, maximum safe KG and minimum safe GM
curves for different displacements.

By calculating the KG or GM or (DWT + FS) moments for a given displacement, and comparing
it with the respective curves stated above, it can be ascertained whether the calculated value is
deficient or adequate. If it is deficient then the ship will not comply with the stability criteria and
it is unsafe for going out to sea. Hence suitable adjustments should be made in the distribution of
weights to bring the calculated values within the adequate region of the respective curves. By
this procedure the stability status of ship can be ascertained and rectified without carrying out
detailed stability calculations.
DAMAGE CONTROL INFORMATION (Amendment of Chapter II-1 by MSC.216(82))
Plans shall be permanently exhibited or available on the Bridge, showing following information :

Boundaries of watertight compartments for each deck and hold.

Opening of these compartments, their means of closure and position of their controls.

Arrangements for correction of list due to flooding.

Watertight doors in passenger ships which are permitted to remain open during
navigation.

List of equipment, conditions, and operational procedures to maintain watertight

integrity.

List of elements vital for survival of ship i.e. closures, security of cargo, alarms, etc.

Simple way of assessing the ships survivability in case of damage to compartments.

LOADING COMPUTER

It is compulsory for bulk carriers of length 150m.

For other ships it may supplement the stability book.
The hardware and software shall be approved.
Instruction manual shall be provided.
Input/output form in computer and the screen presentation should be similar to stability book.
In order to validate the computer program, pre-defined loading conditions from the stability
book should be run on the computer at every annual load line inspection and also periodically
as recommended by the suppliers. Printouts should be retained on board for future reference.
MSC/Circ. 854 --- Shipboard loading and stability computer programmes.

GENERAL PRECAUTIONS

Exercise prudence and good seamanship having regard to the season, weather forecasts and
loading zones.
Take appropriate action as to course and speed according to the prevailing circumstances.

MSC. Circ. 707 --- Guidance to the Master for avoiding dangerous situations in following
and quartering seas.

Reduce the cargo if ballast has to be carried to avoid excessive GM and thus reduce structural
stresses i.e. avoid a stiff ship.
Properly stow and lash all cargo and equipment.
MSC. Circ. 745 --- Preparation of the cargo securing manual.

Towing vessel should have adequate reserve stability to allow for heeling moments due to the
towline. Deck cargo should not endanger the crew or impede the proper functioning of the
towing equipment. The towline should include towing springs and quick release device.
Minimise FSE.
Certain bulk cargoes may have adverse effect on stability. Refer to Solid bulk cargoes Code.
Comply with any special precautions prescribed in the stability book.
Close all doors and other openings in adverse weather. These should also be kept closed
during navigation except when opened for work.
It is dangerous to use auto-steering in bad weather as it prevents ready alteration of course
when required.
Reduce speed in heavy weather, particularly if 6 heavy slammings or 25 propeller
emergences during 100 pitching motions are experienced.
Alter speed and/or course in case of following or quartering seas, specially if the length of
the wave is 1 to 1.5 times the length of the ship. This could cause parametric resonance,
broaching to, reduction of stability on wave crest, and excessive rolling, either singularly or
in combination.
Water should not be trapped in deck wells.
Allow for absorption of water by cargo, icing, and consumption of fuel and stores during the
voyage upto the next port, when calculating the departure and arrival stability conditions.
Ship should be upright before departure.

INTACT STABILITY CRITERIA

ALL SHIPS EXCEPT AS STATED BELOW

Area under the GZ curve 0.055 mR upto angle of heel = 30.

Area under the GZ curve 0.09 mR upto = X.

X = 40 or the angle of downflooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Area under the GZ curve 0.03 mR between angle of heel of 30 and X.
GZ 0.2m. for 30.
Maximum GZ should occur at 25, preferably > 30.
Initial GM(F) 0.15m.
GZ curves should be corrected for FSE, which is considered only for tanks which are filled to
<98% of the full condition.

OIL TANKER
The above criteria should be maintained during all loading and ballasting operations.
TIMBER CARRIER

These requirements apply to ships of length 24m. carrying timber deck cargo.
Ship should comply with Reg. 41 to 45 of Load Line convention and the Code of safe
practice for ships carrying timber deck cargoes, A.715(17).
Timber cargo should be loaded on deck for full length and breadth of ship.
Following criteria applies in lieu of intact stability criteria for all ships, and weather criteria :
Area under the GZ curve 0.08 mR upto = 40 or angle of flooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Angle of heel due to steady wind pressure from one side of the ship, as stated in the
Weather Criteria, may be limited to 16, as decided by the Flag State.
Maximum GZ 0.25m.
Excessive GM(F) should be avoided.
Initial GM(F) 3% of the breadth of the ship but 0.1m., after allowing for absorption
of water by deck cargo and ice accretion on exposed surfaces.

CONTAINER SHIP AND OTHER CARGO SHIPS CARRYING CONTAINERS ON DECK

These requirements apply to container ship of length > 100m.

These may also apply to other cargo ships which have considerable flare or waterplane areas.
Following criteria should apply in lieu of stability criteria for all ships :
Area under the GZ curve 0.009/C mR upto = 30.
Area under the GZ curve 0.016/C mR upto = X.
X = 40 or the angle of flooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Area under GZ curve 0.006/C mR between angle of heel 30 and X.

Area under the GZ curve 0.029/C mR upto angle of flooding.

GZ 0.033/C m. at 30.
Maximum GZ 0.042/C m.
Value of C should be calculated by using the given formula which is based on the values
of the LBP, mean draft, moulded depth, moulded breadth measured at different depths,
KG(F), block coefficient, water-plane area coefficient, length of each coaming, mean
width and height of hatch coamings, etc.

ADDITIONAL REQUIREMENTS FOR PASSENGER SHIP

Heel due to crowding of passengers on one side 10, when calculated on the basis of the
following assumptions :
Weight of each passenger = 75 kg.
C.G. of a standing passenger = 1.0m. above the deck.
C.G. of a sitting passenger = 0.3m. above the seat.
Distribution of luggage to be decided by the Flag State.
Passenger and luggage are in the same space.
4 passengers occupy 1m2.

Heel due to turning 10, when calculated by the following formula :

M = 0.196 V2 W (KG - d/2) L
M
V
W
d
L

Heeling moment (kN m)

Speed (m/s)
Displacement
Mean draft
Length of the ship at the waterline

SHIP CARRYING BULK GRAIN

The ship should comply with the Code for the safe carriage of grain in bulk, MSC.23(59).
In addition to the information contained in the stability book, as stated above, following
information shall also be provided :
Curves or tables of volumes, vertical distance of the centre of the volumes from the keel
and volumetric heeling moments, for each compartment, filled or partly filled with bulk
grain, including effects of temporary fittings to prevent shifting of grain.
Curves or tables of maximum permissible heeling moments for varying displacements
and varying KGs.
Scantlings of temporary fittings.
Loading instructions and a worked example.

Typical loaded service departure and arrival conditions for three different SFs of cargo
e.g. 1.25, 1.50 and 1.75.

The ship shall comply with the following stability criteria :

Initial GM(F) 0.3m.
Due to assumed shift of grain, angle of heel 12. is obtained by drawing a vertical
ordinate at the intersection of the righting arm (GZ) and heeling arm curves.
For ships built 01-01-1994, 12 or the angle of contraflexture, whichever is less.
Residual area between the righting arm and heeling arm curves 0.075 mR upto = X.
X = 40 or the angle of flooding or the angle of heel of maximum difference between the
ordinates of the two curves, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Heeling arm curve is obtained by joining the ends of the following vertical ordinates :
Ordinate 0 = (VHM) (SF W). It is drawn at = 0.
Ordinate 40 = 0.8 0. It is drawn at = 40.
VHM is the sum of the volumetric heeling moments of each compartment loaded
with bulk grain, as determined from the stability data.
As decided by the Flag State, the VHM of a filled compartment may be increased by
6% to allow for the vertical shift of C.G. due to assumed void spaces.
For any partly filled compartment its VHM shall be increased by 12% for the same
reason as stated above.

WEATHER CRITERIA FOR ALL SHIPS

This criteria supplements the intact stability criteria for all ships.
The ship should be able to withstand the combined effects of beam wind and rolling for each
standard loading condition as described below.
Area b Area a (As shown in the diagram and calculated below)

Heeling lever due to steady wind pressure from one side of the ship, acting
perpendicular to the ships centreline. It is calculated as follows :
L = (P A Z) (1000 G W) m.

P
A
Z
G
W
0

LG
C
2

Wind pressure = 504 Pa.

Total area of the shipside above the waterline plus the side of the deck cargo (m2).
Vertical distance from the centre of area A to the centre of the underwater area or
approximately to the point at half the mean draft (m).
9.81 m/sec2
Displacement (tons).
Angle of heel due to lever L. Value of 0 shall be limited as decided by the Flag State.
It may be 16 or 80% of the angle of contraflexture, whichever is less. For timber
carrier the limitation may be 16 only.
Assumed angle of roll to windward due to wave action. It is measured from the heeled
position (0) on the leeward side due to steady wind. Its value depends on the moulded
breadth, mean moulded draft, block coefficient, area of the bilge keel and/or bar keel,
GM(F), length of the ship at waterline, and distance between COG and waterline.
Anti-rolling devices if fitted should not be taken into account.
Heeling lever due to gust of wind = 1.5 L
Angle of second intercept between heeling lever LG and GZ curve.
50 or angle of down-flooding or C, whichever is less.
Angle of down-flooding is the angle at which openings in the ship, which cannot be
closed weathertight, immerse under water.

INCLINING TEST
APPLICATION

Every passenger ship regardless of size, and every cargo ship 24m., which is newly built,
shall be inclined to determine elements of stability.
If alterations are made which materially affect the ships stability, then it shall be re-inclined.
For passenger ship the light displacement and LCG shall be re-calculated every 5 years. If
light displacement has deviated by more than 2% or the LCG has deviated by more than 1%
of its subdivision length, then it shall be re-inclined.
The test should be conducted by the shipyard in presence of the Flag State representatives
and the final results should be reviewed by them.

EXEMPTION

A ship may be exempted from this test if basic stability data is available from a sister ship.
However the ship shall be inclined if its light displacement deviates from that of the sister
ship by more than 1% for ship of LBP 160m., and by more than 2% for ship of LBP
50m., and interpolated for other LBPs,
OR
if its LCG deviates from that of the sister ship by more than 0.5% of its subdivision length.
Tankers and bulk ore carriers may be exempted from this test if it can be proved by reference
to the existing data of similar ships that the ship will have more than sufficient GM in all
loading conditions.

PRECAUTIONS DURING TEST

Ship should be as complete as possible at the time of the test.

Decks should be free of water.
Preferably the tanks should be empty and clean or otherwise they may be 100 % full.
Number of slack tanks should be minimum.
Pump out the bilges.
Inspect the empty tanks to ensure that they are completely free of liquid.
Moor the ship in a quiet and sheltered place, free from propeller wash of passing ships or
discharges from shore pumps.
Ensure sufficient underkeel clearance so that the ship will not touch bottom during the test.
Record density of water accurately by taking readings at different points along length of ship.
Calculate light ship displacement accurately, allowing for any weights to be added or
removed after the test.
The ship should be able to heel without restriction.
Remove access ramp to the ship.
Slacken all lines connected to the ship e.g. mooring lines, power lines, hoses, etc.
Ship should be upright with all the inclining weights in position.
Ensure that draft is sufficient so that when the ship inclines there are no abrupt changes in the
water-plane.
Inclination during the test should be 1 to 4.
The inclining weights should be compact so that their Kg can be accurately measured.
Weigh each weight before the test.
Locate the weights on upper deck, as far outboard as possible, without over-loading the deck.
If floating crane is used for shifting the test weights then do not moor it to the ship.
Heeling the ship by liquid transfer may be permitted by the Flag State provided certain
precautions are taken.
Pendulums should be used as follows :
2 to 3 pendulums should be used.
Locate them in any part of ship, longitudinally or transversely, but as far apart as
possible.
Protect them from wind.
Length should be 4 to 6m. (different for each pendulum) to give a deflection 15 cm. for
an inclination of upto 4.
Use piano wire and attach it to the top so as to allow unrestricted movement.
Provide a trough filled with liquid to dampen the oscillations.
U-tubes or inclinometers may be used in conjunction with at least one pendulum provided
precautions as stated are taken.
U-tube should be able to show a difference of at least 15 cm. in the levels in the two arms for
inclination of upto 4.

Establish efficient communication.

Carryout 8 movements of weights and final movement should bring the ship back to upright.

ROLLING PERIOD TEST

It applies to ships of length 70m.

The formula given below is used to determine the GM of small ships when either it is not
possible to give approved loading conditions or as a supplement to the given conditions.
GM = (F B T)2
F
B
T

Factor of approximate value 0.73 to 0.88, depending on the loaded condition of

the ship, as decided by the Flag State.
Breadth of the ship (m).
Period of one full roll (sec) i.e. port starboard port, or vice-versa.

ALTERNATE METHOD FOR CALCULATING ROLLING PERIOD

GM(F) = ( 2K T )2 = F T2
K --- Radius of gyration.
T --- Period of roll.
F --- Rolling factor as decided by the Flag State.
ALTERNATE METHOD FOR CALCULATING HEEL DUE TO TURNING
Tan = ( V2 BG) { G R GM(F)}
V --- Ships speed (m/sec).
BG --- Vertical distance between C.G. and C.B.
G --- 9.81 m/sec.
R --- Radius of turning circle (m).

Notes on
SOLAS CHAPTER II-1 RELATING TO SUBDIVISION AND STABILITY
AMENDED BY MSC.216(82)
Capt. A.K. Prasad
IMPORTANT DEFINITIONS (Reg. 2)
Subdivision length of a ship is the greatest projected moulded length of that part of the ship at or
below deck or decks limiting the vertical extent of flooding, with the ship at the deepest
subdivision draft.
Deepest subdivision draft is the Summer Load draft of the ship.
Light service draft corresponds to the lightest anticipated loading and necessary ballast for
stability and/or immersion. For passenger ships it includes full complement of passengers and
crew.
Partial subdivision draft is the light service draft plus 60% of the difference between the light
service draft and the deepest subdivision draft.
Permeability of a space is the proportion of the immersed volume of the space which can be
occupied by water.
Weather-tight means in any sea conditions water will not penetrate into the ship.

Watertight means having arrangements capable of preventing the passage of water in any
direction under the head of water likely to occur in intact and damaged condition.
PERMEABILITY
Stores
--- 0.6
Accommodation --- 0.95
Machinery
--- 0.85
Void spaces
--- 0.95
Spaces for liquids --- 0 or 0.95 whichever is more severe.
Cargo space

At deepest subdivision draft

Dry cargo
Container
Ro-Ro
Liquid

0.7
0.7
0.9
0.7

At partial
subdivision draft
0.8
0.8
0.9
0.8

At light service
draft
0.95
0.95
0.95
0.95

Notes on
THE MERCHANT SHIPPING ACT
TH

30

44 OF 1958
OCTOBER 1958

CAPT. A.K. PRASAD

PREAMBLE
An Act to foster the development and ensure the efficient maintenance of an Indian mercantile
marine in a manner best suited to serve the national interests.
APPLICATION

It applies to any vessel which is registered in India, or which is required to be so registered,

or which is owned wholly by persons who are eligible to be owners of the vessel in
accordance with this Act, wherever the vessel may be.
It applies to vessels, other than those mentioned above, only if such vessels are within the
territorial waters of India, or within the exclusive economic zone of India if so specified in
the Act.
The limits are described in the Maritime Zones Act.
IMPORTANT DEFINITIONS

Distressed
seaman

Seaman engaged under this Act who, by reason of having been discharged or left
behind from, or shipwrecked in, any ship at a foreign place, is in distress at that

Foreigngoing (FG)
ship
Home-trade
(HT) ship
Indian ship
Master
Owner
Sea-going
ship
Seaman

place.
Ship, not being a home-trade ship, employed between any Indian and foreign
ports, or between foreign ports.
Ship of GT 3000 tons employed between Indian ports, or between Indian port
and a port in Sri Lanka, Maldives Islands, Malaysia, Singapore or Myanmar.
Ship registered in India.
Any person, except a pilot or harbour master, having command or charge of a
ship.
Person to whom the ship or a share in the ship belongs.
Ship proceeding to sea beyond inland waters or beyond waters declared to be
smooth or partially smooth by the Central government notification.
Every person, except a Master, pilot or apprentice, employed as a member of a
ships crew. It includes the Master in relation to sections 178 to 183 of the Act
dealing with protection of seaman in respect of litigation.
REGISTRATION OF SHIPS
PART V OF M.S. ACT

APPLICATION
Part V of the Act applies to sea-going ships fitted with mechanical means of propulsion, except
fishing vessels.
OWNERSHIP
A ship shall not be deemed to be an Indian ship unless it is owned wholly by persons, each of
whom satisfy the following description :
Citizen of India, or
Company, established by any Central or State Act, which has its principal place of business
in India, as defined in section 3 of the Companies Act 1956, or
Co-operative society registered under the Co-operative Societies Act 1912 or any other law
relating to co-operative societies in force in any State.

Company has to be registered under the Companies Act or any other earlier acts. It could
either be a private or a public company.
A private company -- restricts right to transfer its shares,
limits number of its members to 50, and
prohibits public from subscribing for shares in it.
A public company is one which is not a private company.

Co-operative society has to be registered with the Registrar appointed by the State
government. Its objective is the promotion of the economic interests of its members in
accordance with co-operative principles.

OBLIGATION TO REGISTER
Every Indian ship, unless its NT 15 tons and is employed solely in navigation on the coasts of
India, shall be registered.
DOCUMENTS FOR REGISTRATION
Following documents shall be submitted by the owner to any Principal Officer of MMD, who is
Registrar of ships :
Declaration of ownership containing following information :
Particulars of the ship.
Particulars of its previous registry.
Name of the Master and his certificate number.
Number of shares owned by the declarer. Property of a ship is divided into maximum 10
shares and each share can be jointly owned by maximum 5 persons.
Signed in the presence of any one of the following :
Special Executive Magistrate
Commissioner of Oaths
Indian Consular Officer (CO)

Builders certificate containing the particulars of the ship. It is not required if the ship has
been built outside India. If false statement is made in this certificate, fine Rs.1000.
Instrument of sale.
Permission of D.G. Shipping if the ship is built outside India.
Certificate of survey signed by a surveyor appointed by the Registrar, certifying the tonnage
and full particulars of the ship.
Name of the ship, as proposed by the owner and approved by D.G. Shipping.
Allotment of Official number and Call sign by D.G. Shipping.
Carving and Marking Note signed by a surveyor appointed by the Registrar, certifying that
following markings have been made on the ship :
Name of the ship on either side of the bow and at the stern.
Port of registry at the stern.
The above names shall be in Hindi and English. Hindi names shall be in superior position
to the English names. They shall be marked on a dark background in white or yellow
letters or on a light background in black letters. Each letter shall be at least 1 decimetre in
height and at least 1.3 centimetres in width.
Official number and NT, marked on a brass plate 30 6 cm. and affixed in a conspicuous
place on the navigating bridge on the main beam.

Draft marks cut or welded in metres and decimetres both forward and aft, on port and
starboard sides.
If any markings are altered, fine Rs.1000.

CONTENTS OF CERTIFICATE OF REGISTRY

Name of the ship

Official number
No., date and ports of present and previous registry
When and where built
Name and address of the builders
Particulars of the propulsion machinery as follows :
Type of propulsion
Number and description of engines
When and where manufactured
Name and address of the manufacturer
Number and diameters of the cylinders
Length of the stroke
Propulsion power
Estimated speed of the ship
Number of shafts
Number, description and loaded pressure of the boilers

Number of decks
Type of stem and stern
Material of construction
Number of bulkheads
Length, breadth and moulded depth amidships
GT and NT
Name of the Master and his certificate number
Name, address and occupation of each owner
Number of shares held by each owner
Number of crew for whom the accommodation is certified (Excluding Master)

USE OF CERTIFICATE OF REGISTRY

A ship cannot sail without this certificate. If Master or owner attempts to use a false
certificate for navigation, the ship shall be forfeited and the person fined Rs.500.
It shall be used only for the lawful navigation of the ship. Any person withholding it for any
other reason shall be fined Rs.1000.
It cannot be detained by any person by virtue of any lien or mortgage.
Every change of Master is recorded on it.

Any change of ownership shall be recorded on it after the same is approved by D.G.
Shipping. Failure to record the change, fine Rs.1000.
Any change of name shall be recorded on it after the same is approved by D.G. Shipping. If
name is changed without approval, ship shall be detained and fined Rs.1000.
Mortgage shall not be recorded on it but the same is recorded in register book of the registrar.
Any alterations to the ship shall be recorded on it. If alterations affect the principal
dimensions of the ship or its means of propulsion then the ship shall be registered anew. If
the owner fails to inform the registrar, fine Rs.1000 and Rs.50 per day for each day of delay
in informing.
At the request of the owner, the port of registry can be transferred with the permission of
D.G. Shipping, in which case a fresh certificate shall be issued after the name of the new port
is marked on the ship.
If the ship is acquired abroad then a provisional certificate of registry can be issued by the
CO, after completing all the formalities, to enable the ship to reach the port of registry.
If the certificate is defaced, mutilated, mislaid, lost or destroyed then a duplicate certificate
can be issued. If this happens abroad then a provisional certificate may be issued by the CO,
which has to be delivered to the registrar on arrival in India, in exchange for a new
certificate. If Master fails to do so within 10 days of arrival, fine Rs.500.
If the lost certificate is subsequently found then it shall be returned to the registrar for
cancellation. Failure to do so, fine Rs.1000.

TRANSFER OF THE SHIP OR SHARE

No Indian ship can be transferred or acquired till following actions are taken :
All wages and other amounts are paid to the seamen.
The owner obtains clearance from D.G. Shipping.
An instrument of sale is executed and duly registered with the registrar.

If an Indian ship ceases to be an Indian ship due to transmission of the property of the ship on
death, insolvency, etc. of the owner, then Central government can approach the High court to
arrange to sell the ship to an Indian citizen or company or co-operative society, and the
proceeds of the sale shall be given to the person entitled to it by virtue of the transmission.

MISCELLANEOUS

Every Indian ship shall only exhibit the proper national colours as prescribed. If some other
colours are exhibited, fine Rs.5000.
If any person on a foreign ship hoists the Indian colours he may be imprisoned for 2 years or
fined Rs.5000 or both, unless it was done to escape capture by an enemy.
If the owner or Master of an Indian ship knowingly conceals the Indian character of the ship
he may be penalised as stated above.
An Indian ship shall hoist the proper national colours ---:
On receiving signal from Indian Navy,

 On entering or leaving a foreign port, and

On entering or leaving an Indian port, if ships GT 50 tons.
Failure to do so, fine Rs.100.

If any person makes a false statement in any declaration or document he may be imprisoned
for 6 months or fined Rs.1000 or both.
SEAMAN
PART VII OF M.S. ACT
Amended by DGS order No. 7 of 2002 dt. 03-12-2002

ARTICLES OF AGREEMENT

Master of a ship, other than Home Trade (HT) ship of GT < 200 tons, shall enter into an
agreement with every seaman. If it is not done, fine Rs.100 per seaman.
At the commencement of a voyage, Master shall post a copy of the agreement and a certified
translation of the same, in the language of the majority of the crew, at a readily accessible
place on the ship. If this is not done, fine Rs.50.
Any erasure, interlineations or alteration of the agreement shall be inoperative unless it is
made with the consent of the interested parties and the same is attested by the Shipping
Master (SM), customs collector or Indian Consular Officer (CO).
CONTENTS OF ARTICLES OF AGREEMENT

Name of the ship.

Either nature and duration of the voyage or engagement, or the maximum period of the
voyage or engagement, and the places of the world to which the voyage will not extend.
Number and description of crew of different categories in each department.
Time to board the ship or to start work.
Capacity of each seaman.
Wages of each seaman.
Scale of provisions to be furnished to each seaman as fixed by the Central government. Fine
for non-compliance Rs.200.
Scale of warm clothing and additional provisions to be furnished to each seaman during
periods of employment in specified cold regions.
Regulations regarding conduct of seaman and fines or other punishments for misconduct as
sanctioned by the Central government.
Payment of compensation for injury or death caused by an accident arising out of and in the
course of employment.
A stipulation that, if service of seaman ends at a foreign port then he shall be provided either
a fit employment on some other ship bound for an agreed Indian port or a free passage to
India.

A stipulation that, in the event of a dispute arising out of India, on matters of the agreement,
the same shall be referred to the CO and his decision shall be binding on all parties until the
ship returns to the Indian discharge port.
Payment of advance and allotment of wages.
Any other stipulations as may be prescribed.
Date of opening the agreement and the signatures of owner or agent and Master followed by
the signature of seaman.

QUALIFICATIONS OF SEAMAN FOR ENGAGEMENT

He shall be registered with and supplied by the Seamans Employment Office and shall be
engaged by owner, Master, mate or agent of the ship, or by the Director of seamans
employment office or by the SM. Fine Rs.100 per seaman wrongly engaged.
His age shall be within prescribed limits.
He shall possess prescribed qualifications.
He shall possess valid medical fitness certificate. Fine Rs.100 for each unfit seaman engaged.
For engagement on any ship, other than HT ship of GT < 200 tons, he shall possess a valid
Continuous Discharge Certificate (CDC) issued in accordance with the CDC Rules. Fine
Rs.100 for each seaman engaged without CDC.
To prevent seaman from being taken on ship contrary to this Act, the SM or the Director of
seamans employment office or their assistants may board the ship and muster the crew. If he
is prevented from doing so, fine Rs.100.
If seaman makes a false statement about the name of his last ship or his own name he may be
fined Rs.50.

ENGAGEMENT ON AND DISCHARGE FROM INDIAN SHIP

All the terms and conditions of engagement and discharge of seaman are compiled in a
separate document called the Collective Bargaining Agreement (CBA) which is specific to
the shipping company. A copy shall be available with SM, Seamans union, shipping
company and the Master.
The new Articles of Agreement is a single sheet of paper which is prepared separately for
each seaman. It contains the following information :
A statement that all the terms and conditions of service of the seaman shall be governed
by the relevant CBA applicable for the shipping company and the ship.
Full particulars of the employer/shipping company.
Full particulars of the agent of the employer/company.
Full particulars of the ship.
Rank of the seaman, his wages, allotment, provident fund and gratuity.
A stipulation may be made for seaman to make an allotment of maximum th of his
wages in favour of his relative, or for any other purpose approved by the Central
government. Fine Rs.100 for not providing this facility.
Complete data about the seaman, including the certificate of competency and
endorsements held by him.

Particulars of next-of-kin of the seaman.

5 original copies of the above new articles of agreement shall be prepared, and shall be
signed by employer/employers agent and seaman, in employers office (Signed-on ashore).
The 4th original copy shall be retained by the employer/employers agent for their record.
The 5th original copy shall be sent by employer/employers agent, within 48 hours of
engagement, to SM nearest to the place of engagement or nearest to its head office, alongwith
the prescribed fees.
Seaman shall carry the first 3 original copies to the ship and these shall be signed by the
Master and again by the seaman (Signed-on ship).
On completion of engagement, all the first 3 original copies shall be signed by the Master
and the seaman (Signed-off ship).
1st original copy shall be retained by the Master for his record.
Seaman shall carry the 2nd & 3rd original copies ashore and these shall be signed by the
employer/employers agent and again by seaman, in employers office (Signed-off ashore).
The 2nd original copy shall be retained by the seaman for his record.
The 3rd original copy shall be sent to the same SM to whom the 5 th original copy was sent by
the employer/employers agent at the time of signing-on ashore.
Photocopies of the 3rd original copy shall be sent to the following organisations :
Seamens Provident Fund.
Seafarers Welfare Fund society.
One photocopy shall be retained by the employer/employers agent.

Master shall keep on board the following documents :

Copy of the applicable CBA.
Provisions of the ILO conventions ratified by India.
Merchant Shipping Act 1958.
Rules/notices/circulars/orders issued by the Central government.

Above documents shall be available to seaman and all other legitimate authorities for their
perusal.

PRIVISIONS FOR DISCHARGE OF SEAMAN

On being discharged, Master shall grant to the seaman a CDC specifying the following :
Name of the ship and its main particulars.
Date and place of engagement and discharge.
Name and signature of the Master.
Fine Rs.200 for non-compliance.

If any person forges, alters or fraudulently uses the CDC, he may be imprisoned for 6 months
or fined Rs.500 or both.
Master shall return the certificate of competency to the officer. Fine Rs.200 for not doing so.
Master shall prepare an account of wages and give it to the seaman before he leaves the ship,
at least 24 hours before discharge. Fine Rs.50 for not doing so. For this purpose Master shall
maintain a record of deductions made for disrating the seaman or for other reasons, which
shall be shown to any competent authority and to seaman at the time of payment of wages.
Master/employer shall pay th of the wages due at the time of discharge on board/ashore and
the balance within 4 days after discharge. If he does not do so, then he shall pay 2 days wages
for every day of delay counting from the day of discharge.
In case of any dispute regarding wages, the matter shall be submitted to the SM whose award
shall be final and enforceable by a Magistrate. The Arbitration Act 1940 shall not apply.

ENGAGEMENT ON FOREIGN SHIP

Master of a foreign ship, having an agreement with his crew in accordance with the law of
the Flag State, may engage in India an Indian or foreign seaman holding a CDC. In such a
case the Indian seaman may sign the foreign agreement in lieu of the Indian agreement.
Except as stated above, Master shall engage Indian seaman in India in accordance with this
Act as applicable to Indian FG ships. Fine Rs.100 per seaman wrongly engaged.
Master or the ships agent in India shall give to the SM a bond with security of some
approved person in India, for an amount fixed by the Central government, in respect of each
seaman engaged.

PREMATURE TERMINATION OF SERVICE

Master shall not discharge seaman without his consent, before the expiry of the agreement,
and shall not leave him behind, without the authority of the officer appointed by the Central
government. Fine Rs.1000 for doing so. The officer shall grant permission if he is satisfied
that the seaman has failed or refused to join the ship, or has been absent without leave for
more than 48 hours, without reasonable cause.
If seaman is left behind, Master shall take following actions :
Enter in the Official Log Book (OLB) a statement of wages due to him and his property
left behind.
Take charge of his property.
Within 48 hours of arrival at an Indian port where the voyage terminates, deliver
following items to the SM :
Wages and property of the seaman and obtain a receipt for the same.

Statement of expenses incurred, supported by vouchers, in case absence of the

seaman is due to desertion. If the SM is satisfied, expenses incurred shall be
reimbursed from the wages or property of the seaman.

Fine Rs.200 for not taking any of the above actions.

If service of seaman is terminated at a foreign port, without his consent, and before the expiry
of the engagement period, Master shall make adequate provision for his maintenance
according to his rank, and for his repatriation to the engagement port.
In case he is left behind at a foreign port due to unfitness or inability to proceed on the
voyage, he shall be entitled to wages from date of termination of service till he arrives at his
engagement port.
If a ship is sold abroad, all seamen shall be discharged at that port unless they agree to
continue the voyage on the same ship. They shall be entitled to maintenance, repatriation
expenses to their engagement port and wages as if they have been wrongfully discharged
before termination of their agreement.
If he is discharged prematurely without his fault or consent, including discharge due to sale
of the ship, he shall be entitled to compensation, in addition to wages earned, as decided by
the SM, maximum as follows :
1 months wages if he is discharged before the voyage commences.
3 months wages if he is discharged after the voyage commences.
In case of premature termination of service due to wreck, loss or abandonment, he shall be
entitled to following emoluments :
Wages from the date of termination till he returns to his engagement port, minimum 1
month wages, unless he was or could have been suitably employed, or he did not apply to
the proper authority for relief as distressed seaman.
Compensation for loss of his effects equivalent to minimum 1 month wages for HT ship
and minimum 3 months wages for FG ship.

In case of wreck or loss of the ship, if he did not exert himself to the utmost to save the ship,
cargo and stores, then his claim for wages shall be barred.
RIGHTS OF SEAMAN IN RESPECT OF WAGES

His right commences from the time he starts work or as stated in the agreement.
His working hours are maximum 48 hours/week. For extra work he shall be paid double the
average hourly rate of wages.
He shall not forfeit his right by any agreement.
Similarly he shall not forfeit by any agreement his right to a salvage award unless he is
engaged on a ship which, by the terms of the agreement, is employed on salvage service.
His right is not dependent on earning of freight by the ship.
Wages cannot be attached by any court.
Any assignment thereof before it becomes due, shall not be binding on the person making it.
Power of attorney given for receipt thereof can be revoked.
It can be paid to him even if there is any kind of assignment or attachment.

Above provisions do not apply to allotment made, and to any contribution to any fund or
scheme, approved by the Central government, meant for the health and social insurance
benefit of seaman.
Master has the same rights, liens and remedies for recovery of his wages under the Act, as
any seaman.
A debt incurred by seaman after he was engaged on a ship, shall not be recoverable till his
service is concluded.
He shall not be entitled to wages under the following circumstances :
Absent without leave.
Unlawfully refuses or neglects to work.
Imprisoned, unless the court directs otherwise.
He shall be entitled to wages if he did not perform his duty due to illness, hurt or injury,
except under the following circumstances :
It was caused due to his own wilful act, default or misbehaviour.
It occurred on return to the engagement port and was not due to his employment.
He unreasonably refused to undergo treatment.

DECEASED SEAMAN

If seaman dies on ship, Master shall take following actions :

Report to his next-of-kin.
Report to the SM at engagement port.
Take charge of his money and effects (includes clothes and documents), and make an
entry in the OLB.
Enter the wages due to him, and deductions if any, in the OLB.

All the above money, wages and effects are called Property of seaman in this Act.
If Master does not take charge of the property, he shall be accountable to the SM and shall
pay 3 times the value of the property, or Rs.500 if the value cannot be accounted.
After he dies, if the ship calls at a foreign port for 48 hours, before arriving at an Indian port,
Master shall report the case to the CO, and, if the latter so desires, hand over the property to
him and obtain a receipt for the same. Master shall give the receipt to the SM of destination
port within 48 hours of ships arrival. CO shall send the property to SM of engagement port.
If he dies when ship is in India, Master shall deliver the property to the SM of discharge port.
If he dies abroad and his property is left behind, then the local CO shall take charge of the
same and take action as stated above.
After all the provisions of the Act relating to deceased seamen are complied with, the SM
shall give a certificate to that effect to the Master.
CO or SM, if he thinks fit, and after complying with the wishes of the next-of-kin, sell his
effects and include the sale proceeds in his property.
If he is lost with the ship then the Central government may appoint an officer to recover in a
court the wages and compensation due to him from the owners.

For this purpose, if a ship is not heard of for at least 12 months after departure from any port,
it shall be deemed to have been lost with all hands on board.
SM shall deliver the property to the person nominated by the seaman, or in absence of a
nomination, to the rightful heir as decided in accordance with Indian Succession Act 1925.
For this purpose, seaman may nominate one or more persons. If he has a family then the
person nominated shall be a family member. If he acquires a family after the nomination
then it shall become void and a fresh nomination shall be made.
For this purpose, family means his wife, children, married or not, dependent parents
and deceased sons widow and children. If the wife ceases to be entitled to maintenance
under any accepted law, then she will not be a part of his family. If his child, or the child
of his deceased son, is adopted by another person under any accepted law, then the child
will not be part of his family.
If there are no claimants for the property within 1 year of the receipt thereof by the SM, then
it shall be sold and the proceeds deposited in the public fund of India.
After sale if a claimant satisfies the SM or the court, then the proceeds may be paid to him.
No claim shall be accepted more than 6 years after the receipt of the property by the SM and
the proceeds may be utilised for the welfare of seaman as directed by the Central
government.

DISTRESSED SEAMAN

He may apply to the CO for relief.

The CO will arrange to return him to the engagement port by land, air or sea route and
provide him with necessary clothing, bedding, medical and maintenance expenses till he
arrives at that port.
The CO may find him an employment in a similar capacity to which he was holding on his
last ship, provided he is medically fit. If he refuses to accept the employment then he will not
be entitled to any relief.
All repatriation expenses incurred by the CO shall be ultimately borne by the owner who will
not be able to recover it from the seaman.
All excepted expenses incurred by the CO shall be paid by the owner but he can recover it
from the seaman alongwith any excepted expenses incurred by himself.
CO can send him on board an Indian ship provided there is suitable accommodation for him
according to his rank. Fine Rs.1000 per seaman refused boarding without reasonable cause.
Master of a ship carrying a distressed seaman on direction of the CO can claim expenses
incurred for his subsistence and passage as per Rules.

PROVISIONS FOR SEAMAN

All ships shall have on board sufficient provisions and water of good quality, fit for use of the
crew and on the scale specified in the agreement. Fine Rs.200 and detention of ship for
providing bad quality provisions or water.

Master shall keep on board proper weights and measures, and shall allow them to be used, in
presence of witness if necessary, when serving out provisions and articles. Fine Rs.100 for
not doing so.
Inspector may, at any time, board any ship on which seamen have been engaged at that port.
He may, at any time, board an Indian ship, and shall also do so if the Master or 3 or more of
the crew members so request. On boarding he shall inspect the following items :
Provisions and water.
Weights and measures.
Accommodation
Storage space for food and water.
Galley
Equipment for handling food and water and for preparing and serving meals.
Inspector includes a SM, surveyor, seamans welfare officer, port health officer, CO or
any other officer authorised by the Central government.
If the inspector finds that the above items are not as per requirements then he may detain the
ship till the defects are remedied to his satisfaction.
Inspector shall enter the result of his inspection in the OLB and, if he is not the SM, send a
report to the SM.
If inspection was made in pursuance of a request by crew members, and the inspector finds
that complaint was false, frivolous or vexatious, then each complaining crew member shall
forfeit maximum 1 weeks wages.
Fine Rs.200 for not giving facility for inspection.
If, during the voyage, the prescribed allowance of provisions for the seamen is reduced, or
the provisions were of bad quality or unfit for use, then compensation shall be paid to the
seamen as prescribed. In addition, fine Rs.500.
Master shall inspect the above items while the ship is at sea, at least every 10 days, and
record it in a special book.
Every FG ship shall carry a certificated cook.
Owner of every ship of GT > 500 tons shall supply to each seaman bedding, towels, mess
utensils and other articles for his personal use, according to the prescribed scale. Fine Rs.200
for non-compliance.

HEALTH

Accommodation on all ships shall be in accordance with the Crew Accommodation Rules
1960, as amended.
All FG ships, and HT ships of GT 200 tons, shall always have on board sufficient
medicines, stores, appliances and first-aid equipment for diseases and accidents likely to

occur on voyage, according to the prescribed scale in accordance with the Medicines,
Medical stores and Appliances Rules 1994.
Above medical requirements shall be inspected by the port health officer.
Every FG ship, other than special trade passenger ship or pilgrim ship, carrying more than
the prescribed number of persons, including the crew, shall carry a qualified doctor. Fine
Rs.200 per voyage for not doing so.
Every ship carrying Special Trade (ST) passengers, or pilgrims, and crew 1000 shall
carry a qualified doctor.
Every ship carrying ST passengers and crew > 1000 shall carry a qualified doctor and
prescribed number of medical attendants.
Every ship carrying pilgrims and crew > 1000 shall carry 2 qualified doctors and
prescribed number of medical attendants.
All expenses for medical advice, attendance, treatment and medicines relating to any hurt,
injury or illness, suffered by the Master or a seaman, shall be defrayed by the owner without
deducting it from his wages, in following cases :
If his suffering is not due to his own wilful act, default or misbehaviour, and he is left
behind at a port other than his engagement port, all expenses as stated above and also
expenses for his maintenance and repatriation to his engagement port, and for burial or
cremation, if any.
If he is temporarily removed from the ship for treatment at a port other than the
engagement port, and subsequently returns to the ship, all expenses as stated above and
maintenance expenses ashore.
All expenses as stated above while on board ship.
In all other cases, any expense incurred by the owner for illness of the Master or seaman,
shall, if the CO or SM is satisfied, be deducted from his wages.

DISCIPLINARY MATTERS

Master or seaman of an Indian ship or of any ship in India shall not do the following :
Cause any loss or damage to the ship, or endanger the life of or cause injury to any
person on board.
Refuse to do any act to prevent the above.

Imprisonment for 2 years or fine Rs.1000 or both, for doing so.

Seaman shall not do the following :
Quit the ship without leave on arrival and before it is secured.
Disobey any lawful command.
Neglect his duty.
Assault the Master, officer or seaman on the ship.
Impede navigation of the ship or progress of the voyage.
Damage the ship, stores or cargo.
Commit criminal misappropriation or breach of trust.

Penalty for the above faults may be one or more of the following :
2 days to 1 month wages.
Rs.500.
1 to 3 months imprisonment.
6 days pay for each day of continued disobedience.
Reimbursement of expenses incurred for engaging a substitute.

If he is convicted of smuggling, causing loss to the ship, then the amount of loss shall be
deducted from his wages.
If he is convicted of smuggling drugs then D.G. Shipping may cancel or suspend his CDC.
If a seaman commits any of the above acts then the Master shall take following actions :
Make an entry in the OLB duly signed by himself, mate and one crew member.
Give a copy of the entry to the seaman and record this in the OLB.
Read out the entry to him and record this in the OLB.
Record in the OLB any reply given by him.

If any fine is imposed on the seaman for misconduct, as per the agreement, it shall be dealt
with as follows :
If he is discharged in India, and the SM is satisfied about his offence, then the fine shall
be deducted from his wages and given to the SM.
If he is discharged outside India, then the fine shall be recorded in the OLB, duly signed
by the CO if he is satisfied, and given to the SM at the discharge port.
Master shall be fined 6 times the amount of fines retained by him.
All fines collected by the SM shall be used for the welfare of seamen.

If a seaman engaged outside India is imprisoned for a period 1 month, no substitute shall
be engaged in his place. Imprisonment for 3 months or fine Rs.1000 or both, for engaging a
substitute.
Central government may convey the above convicted seaman on board the ship. If the Master
refuses to accept him then he will deposit with the SM the wages due to the seaman and the
cost of his repatriation to the engagement port. Fine Rs.500 for not depositing the money.
If he is imprisoned for a period 3 months then, at the request of the Master, the Magistrate
may convey him on board the ship.
On being relieved for any reason, the Master shall deliver all documents in his possession to
his successor who in turn shall enter the same in the OLB. Fine Rs.500 for not delivering the
documents.
If a seaman is transferred to another ship under the agreement, Master shall send all his
documents to the Master of the latter ship. Fine Rs.500 for not doing so.

STOWAWAY

If a person secretes himself on a ship without permission, he may be imprisoned for 1 month
or fined Rs.200 or both.
A seaman carried on board due to compulsion of law or as a stowaway, shall be subject to the
same laws regarding discipline, fines and punishments as applicable to a seaman engaged.
Master of an Indian ship arriving at any port, or Master of any ship arriving in India, shall
report any stowaway on board to the officer appointed for this purpose.

DESERTION

Seaman shall not do the following :

Desert his ship.
Neglect or refuse to join his ship.
Be absent without leave from his ship or from duty.

The above shall not apply if he has made prior complaint to the Master or the officer
appointed by the Central government that the ship is unseaworthy.
If he has committed the above offence his CDC shall be withheld by D.G. Shipping.
If he deserts his ship, his property and wages due shall be forfeited. In addition he may be
imprisoned for 3 months and pay the expenses incurred for engaging a substitute.
If he neglects or refuses to join the ship, or is absent without leave, he will be fined 2 days
pay and in addition will give 6 days pay for every day of absence or pay the expenses
incurred for engaging a substitute. He may also be imprisoned for 2 months.
If a seaman engaged on an Indian ship outside India, deserts his ship in India, Master shall
report to the SM within 48 hours of discovering the same. Imprisonment for 1 month or fine
Rs.100 or both, for not reporting.
If he deserts outside India, Master shall make an entry in the OLB, have it certified by the
CO, and send a copy to the SM of engagement port.
Any wages forfeited shall be used to reimburse the expenses incurred by the owner and the
balance given to the Central government.
If a person entices a seaman to desert, he may be fined Rs.100.
If a person harbours a deserter, he may be fined Rs.100. This does not apply to his wife.

OFFICIAL LOG BOOK

It is required on every ship except HT ship of GT < 200 tons.

Every entry shall be made as soon as possible after an event. Date of event and date of entry
shall be mentioned. If an event occurred before arrival of the ship at the final discharge port,
entry shall be made within 24 hours of arrival. Fine Rs.300 for making entry after 24 hours.
All entries shall be signed by the Master and mate and in certain cases by a crew member,
particularly in matters dealing with wages and fines.
Following events shall be entered with all details :
Conviction by a legal tribunal and punishment given.
Desertion or act of indiscipline for which fine is to be imposed.

Offence for which punishment is imposed on board.

Illness, hurt or injury to a seaman, and medical treatment given.
Death, birth and marriage on board. Master shall send details of death and birth to D.G.
Shipping. Fine Rs.100 for not doing so.
Names of seaman discharged.
Wages and property of deceased seaman or of seaman left behind, with deductions if any.
Collision.
Change of Master and handing over of documents.
Urgency or distress message received, actions taken and reasons for not assisting.
Safety, urgency or distress message transmitted.
Inspection of crew accommodation.
Deviation from prescribed routeing system.
Safety and other drills.

Fine Rs.50 or as prescribed, for not maintaining the OLB as prescribed.

Within 48 hours of arrival at destination port, or after discharge of crew, whichever is earlier,
Master shall deliver the OLB to the SM. Fine Rs.200 for not doing so.
If a ship ceases to be an Indian ship, Master shall deliver the OLB to the SM of port of
registry, within 1 month if the ship is in India, and within 6 months if the ship is abroad. Fine
Rs.100 for not doing so.
If the ship is lost or abandoned, Mater shall deliver the OLB to the SM of port of registry as
soon as possible. Fine Rs.100 for not doing so.
If a person destroys an entry or makes a false entry in OLB he may be imprisoned for 1 year.
SAFETY
PART IX

UNSEAWORTHY SHIPS

Master shall not take a ship out to sea in such an unseaworthy state that the life of any person
is likely to be endangered, unless he can prove that doing so under the circumstances was
reasonable and justifiable. Penalty for doing so, 6 months imprisonment and/or Rs.1000 fine.
Above also applies to a person who sends Indian ship out to sea in an unseaworthy state.
Unseaworthy means that the under-mentioned items of a ship are such as to make it unfit
for the proposed voyage :
Material of which the ship is made.
Her construction.
Qualifications of the Master.
Number, description, and qualifications of the crew and officers.
Weight, description and stowage of the cargo and ballast.
Condition of the hull, equipment, boilers and machinery.

In every contract of service between the owner, Master and seaman / apprentice, there shall
be an express or implied obligation that the owner, Master or agent responsible for loading or
preparing the ship for sea, shall use all reasonable means to ensure the seaworthiness of ship
for the voyage and to keep her in seaworthy state during the voyage.

UNSAFE SHIPS

Unsafe means that due to the under mentioned reasons the ship is unfit to proceed to sea on
the intended service without serious danger to life:
Defective condition of hull, equipment or machinery.
Overloading or improper loading.

If an Indian ship at any port or a foreign ship at an Indian port is unsafe then it may be
provisionally detained for survey.
A written statement of the grounds of detention shall be given to the Master and also to the
CO of the Flag State of a foreign ship.
The owner or Master may require that an assessor, selected by him from a list of assessors, or
a professional, may accompany the surveyor for the above purpose. For foreign ship CO of
the Flag State may select the assessor.
If the surveyor and assessor differ in their report then surveyors report shall be accepted.
On the basis of the report the ship may be released or finally detained till the deficiencies are
rectified as considered necessary.
The Master shall be given a copy of the report and he or the owner may appeal to the court of
survey against the detention order.
A final report shall be sent to the Central government.
An Indian ship detained shall not be released even if her registry is subsequently closed.
The owner of a detained ship shall pay the costs of and incidental to detention and survey,
including cost of court proceeding and remuneration of surveyor and lawyer.
If it appears that the detention of the ship was unreasonable then the Central government
shall be liable to pay all the above costs incurred by the owner and also pay compensation for
loss or damage sustained by him due to the detention.
If a ship is detained as a consequence of a complaint and the Central government becomes
liable for unreasonable detention, then the complainant shall reimburse all the above stated
costs and compensation. For this purpose the complainant may be asked to deposit a suitable
security with the Central government. This security shall not be required if the complaint is
from at least 3 ships crew members.
The above provisions shall not apply to the following vessels :
Troop ship, pleasure yacht or fishing vessel.
Cargo ship of GT < 300 tons.
Ship not fitted with mechanical means of propulsion.
Foreign ship which has come to an Indian port due to stress of weather or due to
circumstances which could not be prevented or forestalled.

COLLISIONS AND ACCIDENTS

PART X

In case of collision, the cost of damage to the ship, cargo and property, including the cost of
salvage and liability for loss of life or injury, shall be apportioned between the ships in
proportion to the degree of fault of each ship. If the degree of fault cannot be established then
the cost shall be equally apportioned.
Master of the ship involved in a collision shall take following steps, without endangering his
own ship, crew or passengers :
Render assistance to the other ship, Master, crew or passengers, as may be practicable
and necessary.
Stand-by the other ship till he ascertains that assistance is no longer required.
Give the following information to the other ship :
Name of the ship.
Port of registry.
Ports of departure and arrival.

Imprisonment for 3 months or fine Rs.3000 or both, for non-compliance.

Enter all details in the OLB. Fine Rs.200 for not doing so.

If a ship suffers an accident causing death, serious injury or material damage affecting her
seaworthiness or efficiency either in hull or machinery, Master shall report full details to the
nearest Principal Officer within 24 hours of the event or as soon as possible. Fine Rs. 500 for
not doing so.
If the owner of a ship apprehends that his ship is lost, then he shall send full details to the
Central government as soon as possible. Fine Rs.500 for not doing so.
NAVIGATION
PART XI

ENCOUNTERING DANGER

Master shall send report, by all possible means of communication, to the prescribed
authorities, if he encounters the following :
Dangerous ice
Dangerous derelict
Hurricane, typhoon, cyclone or similar storm.
Direct danger to navigation.

Sub-zero air temperature, associated with gale force winds, causing severe ice accretion
on the super-structure.
Strong gale for which there was no storm warning.

Fine Rs.500 for not reporting.

The authority receiving the above information shall communicate the same to all ships and
authorities as soon as possible. No fees shall be levied for this.

DISTRESS CALL

On receiving a distress call at sea from any source, Master is bound to proceed with all speed
to render assistance and inform the distressed persons that he is doing so, unless --he is unable to do so or considers it unreasonable or unnecessary to do so.

Master of ship, which has been requisitioned by the distressed ship, shall continue to proceed
to render assistance. Imprisonment for 6 months or fine Rs.1000 or both, for not complying.
Master is relieved of the above obligation under the following circumstances :
If he is informed that one or more ships other than his own have been requisitioned and
they are complying with the requisition.
If he is informed by the distressed persons or by the Master of another ship which has
reached the distressed persons, that assistance is no longer required.
If Master does not proceed to render assistance then he shall record his reasons in the OLB.
Fine Rs.1000 for not recording.
SALVAGE
PART XIII

If any person, other than the Receiver of a wreck, renders service for under-mentioned
purposes, he shall be paid a reasonable sum, having regard to all circumstances of the case,
by the owner of the ship, cargo, equipment or wreck :
Saving life from any ship within territorial waters of India.
Saving life from an Indian ship any where.
Assisting a wrecked ship, or saving its cargo or equipment, when it is stranded or in
distress on the Indian coast.

Claims for preservation of life shall be paid on priority to other salvage claims.
If services, as stated above, are rendered by Government, Indian Navy or Coast Guard vessel,
then the commander or crew of the vessel shall also be entitled to salvage claim.
Any disputes regarding the amount of salvage or the persons entitled to it, shall be
determined by a First class or Metropolitan Magistrate if the amount claimed Rs.10000,
and by the High court if the amount claimed > Rs.10000.

RECRUITMENT AND PLACEMENT OF SEAFARERS RULES, 2005

ENTRY INTO FORCE ---August 2006
ILO CONVENTION 179
This convention prescribes that all States should make laws for regulating the recruitment and
placement agencies to ensure that the system of employment of seafarers is free from
bias/prejudices and there is no exploitation of seafarers by these agencies.
AMENDMENT OF M.S. ACT

Section 95 -- Amended to include following new functions of Seamens Employment Office:

Issue and renew license to/of recruitment and placement service.
Ensure that seafarers do not bear any fees for recruitment and placement.
Investigate complaints concerning activities of the services.
Maintain register of categories of seamen.

Section 95A --- New section, which prohibits any discrimination when employing seafarers.

APPLICATION FOR LICENSE

A Service registered in India may apply for license to the Director, Seamans Employment
Office, in the prescribed form, alongwith the following documents :
A declaration in the prescribed form stating that they will carryout their business in
accordance with these rules.
Fee Rs.20000.
Copy of the employment contract between the Service and the seafarer.
Statement of qualifications and experience of management personnel, in prescribed form.
Copy of the agreement between the Service and the ship owner or employer of seafarer.
Copy of the certificate of incorporation of the Service with the Registrar of Companies.
Balance sheet for the last 5 years, certified by a chartered accountant.
Bank guarantee in favour of the Seamans Employment Office for the prescribed amount,
depending on the number of jobs given by the Service, in accordance with the prescribed
table. (Minimum Rs.5 lakhs and maximum Rs.60 lakhs for > 500 jobs). The amount shall
be changed whenever the number of jobs change.
It may be used to maintain and repatriate a stranded seafarer, and for
transportation of his mortal remains.

INSPECTION OF SERVICE

On receipt of the application, D.G. Shipping shall authorize a person or an organization to

inspect the Service to ensure the following :
No fees or charges for employment are borne by seafarers, except for the cost of medical
examination, and for acquiring requisite qualifying certificates, passport, visa or CDC.
Personal data of seafarer is collected and stored. It may be communicated to third parties
provided the right to privacy of the seafarer and confidentiality of the data is maintained.
The staff of the Service is adequately trained, they possess relevant knowledge of the
maritime industry, and their responsibilities and authority are defined.
Adequate resources and infrastructure are available to carry out the business.
No methods are used to deter the seafarers from gaining employment.
The contract between the Service and seafarer contains provisions for his repatriation if
he is stranded at any place, and for the transportation of his mortal remains.
Before signing the contract and placement, a copy of the contract is supplied to the
seafarer and the terms relating to his rights and duties are explained to him.
Provisions of Section 95A of M.S. Act regarding discrimination are not violated.
Seafarer recruited is qualified for the job and holds requisite documents.
Proper grievance redressal mechanism is adopted. Any unresolved grievance against the
Service or ship owner is brought to the notice of the D.G. Shipping or Flag State of the
ship. Seafarer may also complain directly to them.
In case of death or disability of the seafarer, the next-of-kin and the Seamens
Employment Office are informed within 48 hours, in the prescribed form.
Details of the employer and ship owner are maintained.
Application from a seafarer for placement is acknowledged, giving him the license
number of the Service and its validity.

Report of inspection shall be submitted to the Director, Seamens Employment Office or

directly to the D.G. Shipping.
Same inspection shall be carried out annually and for renewal of license. Fees for both are
Rs.10000.

LICENSE

On the basis of the above inspection report, D.G. Shipping shall issue a license to the
Service, in the prescribed form.
It shall be valid for 5 years subject to annual inspection as stated above.
It shall be displayed in the head office of the Service. Attested copies of the license issued by
the Director shall be displayed in the branch offices of the Service.
It shall not be transferable.
If there is a change in place of business of the Service, they shall intimate the same to the
Director and apply for a fresh license on payment of fee of Rs.5000.

Service shall submit an application to the Director for renewal of the license 3 months
before expiry, in the prescribed form, alongwith the same documents as stated above.

On the basis of inspection report or complaint of seafarer, D.G. Shipping may issue a showcause notice to the Service in the prescribed form, for withdrawal or suspension of the
license. On the basis of the reply a suitable order shall be issued and a detailed report shall be
sent to the Central Government.