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4. general average , can master discharge the oil to save the ship
Ans; A general average act is defined in Rule A of the York Antwerp Rules 1994 and Marine Insurance
Act as follows:
There is a general average act when, and only when, any extraordinary sacrifice or expenditure
is intentionally and reasonably made or incurred for the common safety for the purpose of preserving
from peril the property involved in a common maritime adventure.
The five component parts of a general average loss are therefore:
a) an extraordinary sacrifice or expenditure,
b) which is intentionally
c) and reasonably made
d) against a peril,
e) in order to benefit the common venture
yes master can discharge oil into sea As per MARPOL regulation 4 annex I, to save life at sea, securing
the safety of ship, to minimize the effect of damage
Example of GA- damage caused to machinery while re-floating the vessel after grounding, or jettison of
cargo.
9. what is HSSC
Ans; Protocol of 1988 relating to the International Convention for the Safety of Life at Sea 1974,
which harmonies the periods of validity and intervals between surveys for the nine main convention
certificates. In so doing it aims to simplify the survey and certification process, HSSC will bring
benefits to the industry in terms of flexibility of survey schedule, reduced numbers of surveyors,
survey time and paperwork, all therefore reducing costs.
A new Cargo Ship Safety Certificate (CSSC), which includes provision for recording all the
surveys required for the Cargo Ship Safety Equipment Certificate, the Cargo Ship Safety Radio
Certificate and the Cargo Ship Safety Construction Certificate, may be issued as an alternative to
the existing cargo ship safety certificates.
Under the HSSC, there are seven types of survey:
a) Initial Survey: it is a complete inspection before the ship is put into service of all the items relating
to the particular certificate to ensure that relevant requirements are complied with
b) Renewal Survey: it is the same as periodical survey but also leads to issue of new certificate.
c) Periodical Survey: is an inspection of all the items relating to the particular certificate to ensure that
they are in a satisfactory condition.
d) Intermediate Survey: is an inspection of specified items relevant to a particular certificate to
ensure that they are in satisfactory condition
e) Annual Survey: is a general inspection of the items relating to the particular certificate to ensure that
they have been maintained and remain satisfactory for service.
f) Inspection of the Outside of the Ships Bottom: is an inspection of ships underwater part and related
items to ensure that they are satisfactory in condition.
g) Additional Survey: it is an inspection either general or in partial according to the circumstances
made after repairs resulting from accidents, investigations or renewal
10. differentiate between York Antwerp rules and Hague Visby rules
Ans; YORK ANTWERP rules
these are set of internationally recognized rules for a uniform method of calculating the
contribution of parties when there is an general average act. The York/Antwerp Rules, are not the
subject of national statutes or international conventions, but are imposed by special clauses in
standard form contracts - principally bills of lading.
York Antwerp rules consists of 7 lettered rules and 22 numbered rules, lettered rules deals with
principles of general average, where as numbered rules deals with the practices of general average,
numbered rues have precedence over the lettered rules when there is a conflict
HAGUE VISBY rules
These rules are international convention for the unification of certain rules relating to the bills of
lading, drafted at Hague in 1924
Due to certain court decisions, and due to advent of containerization and multi modal
transportation of goods and due to pound sterling loosing its convertibility to gold The Hague rules
in 1968 were amended and called Hague Visby rules. India has adopted a number of provisions of
the Hague Visby rules by amending the carriage of goods by sea Act 1925
Under The Hague rules shipper bears the cost of loss/damage of the goods if they cannot prove that
the vessel was unseaworthy, improperly manned, or unable to safely transport and preserve the
cargo.
This means that the carrier can avoid the liability for a risk resulting from human errors provided
they exercise due diligence and their vessel is properly manned and seaworthy.
Hague rules do not apply to charter parties unless incorporated therein by agreement,
Whenever Hague rules are adopted by into the national statutes they apply only to the outwards
cargos and for inward cargos they must be incorporated in the bills of lading.
Hague Visby rules falls mainly in two categories. Rules in the first category establish the
obligations of the carrier. Rules in the second category define the maximum immunity to which he
is entitled and the extent to which he may limit his liability.
Ans; provides that the assured has a duty to take all reasonable steps to avert or minimize any loss for
which a claim would be payable under the policy. In return, most costs incurred in taking such steps are
recoverable from the underwriters.
- Was formerly known (in ITC 1/10/83 and older policies) as the Sue and Labour Clause.
* Sue and labour charges are not to be confused with general average expenditure (see G06b). They
are incurred for the benefit of only a single interest (e.g. the vessel, or the cargo), whereas general
average expenditure is incurred for the common benefit (e.g. of the ship, cargo and freight, if any at
risk).
Examples of sue and labour charges might include costs incurred by a shipowner in recovering
a lost anchor and cable, and costs incurred by a cargo owner of having a refrigerated cargo
stored ashore while a ships refrigerating machinery is under repair.
Ans; sulphur oxide(Sox) emission control area, areas ; Baltic sea19 may 2006 north sea, and English
channel by 19 nov 2007
In such areas
either the sulphur content in the fuel should not exceed 1.5% m/m
an exhaust gas cleaning system approved by the administration so that emission of Sox
including both aux and main propulsion engine should not exceed 6 g /KWhr. Effluents from
such washing is to meet the criterion of the port state, otherwise retained on board,
when approaching a SECA the fuel must be changed over to the 1.5% sulphur content fuel and
completed before entering the SECA. That is all the fuel lines to the engine must have this fuel
only.
There are two approaches to this
1. Flushing - low sulphur fuel is used to flush out the higher sulphur fuels from the
settling/service tank
2. Duplication of tanks- separate Settling/service tanks are installed for the two types of
fuels. This has the potential to simplify the change over procedure and reduce risk of
fuel incompatibilities.
The time, ships positions at the start and completion of changeover to and from 1.5% fuel
oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks
involved and fuel used. It can be anticipated that the same will be applicable with respect to
the EU proposal upon entry into force.
16. what is PSSA( particular sensitive sea area) and what is the difference between special area
Ans: PSSA is an area, which need special protection through action by IMO because of its
significance for recognized ecological, or socio economic or scientific reasons and which may be
vulnerable to damage by international maritime activities. Eg; Great Barrier Reef
SPECIAL AREA means a sea area where for recognized technical reasons in relation to its
oceanographical and ecological conditions and to the particular character of its traffic the adoption
of special mandatory methods for the prevention of sea pollution by oil, NLS, garbage, sewage, air,
and hazardous substances in packed form. Baltic sea
PSSA can be protected by ships roueting measures such as an area to be avoided, an area with in
defined limits in which either navigation is particularly hazardous or it is exceptionally important to
avoid causality and which should be avoided by all ships or by certain classes of ships.
Where as in special area no special navigational limitations exists and required discharge criterions
laid down as per MARPOL annexes are to be met while enroute
18.Deviation in insurance
Ans; Deviation; Where a ship, without lawful excuse, deviates from the voyage contemplated by
the policy, the insured is discharged from liability as from the time of deviation, and it is immaterial
that the ship may have regained her route before any loss occurs.
Several ports of discharge; Where several ports of discharge are specified by the policy, the ship may
proceed to all or any of them, but, in the absence of any usage or sufficient cause to the contrary, she
must proceed to them, or such of them as she goes to, in the order designated by the policy. If she does
not there is a deviation
Excuse for deviation or delay; (a) where authorized by any special term in the policy; or
(b) where caused by circumstances beyond the control of the master and his employer ; or
(c) where reasonably necessary in order to comply with an express or implied warranty; or
(d) where reasonably necessary for the safety of the ship or subject-matter insured; or
(e) for the purpose of saving human life or aiding a ship in distress where human life may be in
danger; or
(f) where reasonably necessary for the purpose of obtaining medical or surgical aid for any person
on board the ship
When the cause excusing the deviation or delay ceases to operate, the ship must resume her course,
and prosecute her voyage,
20. Explain P&I clubs, reason for such clubs, their liabilities and fund raising
Ans; protection relates to the liabilities incurred by the employment of the ship as a ship, where as
Indemnity is concerned with the liabilities incurred by the employment of ship as a carrier of
cargo.
P&I clubs are association of the shipowners to provide covers for the items of liability, which are not
covered under hull and machinery insurance, such clubs operate on no profit no loss basis. Each
shipowners contribution is decided on the basis of the tonnage, type of ships, and experience of the
claims.
Shipowners take P&I insurance cover in respect of third party liability and expenses arising from
owing ships or operating ships as principals.
Liabilities which P&I clubs covers
Crew-liability for injury, illness, death, medical expenses, repatriation under such
circumstances, funeral, and repatriation of substitute crew member under such circumstances
Stevedores- loss of life, injury,
Passengers, injury ,loss of life and illness
personnel effects
diversion expenses: to land sick crew, stowaway
life salvage: award to person who has saved life
one fourth collision liability: hull policy usually covers 3/4th collision liability
oil pollution: Standard cover: actual or threatened escape or to prevent escape or expenses
borne in all such cases are covered in standard policy
USA cover: under OPA act 1990 a separate cover is required, which requires additional
premiums to be paid. Issuance of COFR( certificate of financial responsibilities)
Single hull 3000USD / GT
tanker 3000 gt
and above or
less with double
side only or
double bottom
only
Double hull 1900USD / GT
tanker 3000GT
or above or less
Any other vessel 950 USD/GT
other than a
tanker
Ans: check voltage, phase sequence, and frequency of supply, check KW hour meter reading if any
prior dry-docking, If the frequency offered is lesser than the ships rated, then the machines are to be run
under load condition to prevent over speeding of the rotors and prevent damage to the bearings. shore
connection terminal box, if not present then connect to most convenient place such as emergency switch
board or main switch board
Ans: Non conformity: an observed situation where objective evidence indicates the non fulfillment of a
specified requirement.
Major Non conformity: mans an identifiable deviation that poses a serious threat to the safety of the
personnels or to the ship or a serious risk to the environment that requires an immediate corrective
action and includes lack of effective and systematic implementation of a requirement of this code.
Observation: means a statement of fact made during a safety management audit and substantiated by
the objective evidence
Objective evidence; means qualitative or quantitative information, records of statements of facts,
pertaining to the safety or to the existence and implementation of the safety management system
element, which is based on observation, measurement or test , which can be verified.
23. Explain FOB, CIF
Free on board; under free on board contract the seller undertakes to deliver the goods over the ships
rails at which point the risks passes from the seller to the buyer, the sellers responsibility is to pay all
expenses till this point the buyer is responsible for freight and subsequent charges. The buyer is
responsible for the insurance from the time he assumes the risk that is once the good passes the ships
rail. In short till the goods passes the rail they are at the risk of the seller and there after remains the risk
of the buyer.
Cost , insurance and freight; on CIF sales bases the seller is responsible for insurance from his own
premises to that of the buyer at the destination. The policy is timely to the warehouse to warehouse. The
policy is taken out in sellers name and buyer will negotiate any claim. Same policy protects the interests
of both seller and buyer. The seller must provide the buyer a clean bill of lading
Category of oil
Date or year
tanker
Category 1 5 April 2005 for ships delivered on 5 April 1982 or earlier
2005 for ships delivered after 5 April 1982
Category 2 and 5 April 2005 for ships delivered on 5 April 1977 or earlier
Category 3 2005 for ships delivered after 5 April 1977 but before 1 January 1978
2006 for ships delivered in 1978 and 1979
2007 for ships delivered in 1980 and 1981
2008 for ships delivered in 1982
2009 for ships delivered in 1983
2010 for ships delivered in 1984 or later
Implementation
The first CAS survey will be carried out concurrent with the first intermediate or renewal
survey
- after 5 April 2005
- or after the date when ship reaches 15 yrs of age
which ever occurs later.
CAS is intended to improve the requirements of the Enhanced Survey Programme (ESP)
during survey of oil tankers, therefore CAS shall apply to survey of hull structure in the way of
cargo tanks , pump room, cofferdam, pipe tunnel, void spaces with in the cargo area and all
ballast tanks.
CAS shall not apply to survey of machinery, equipment, fire extinction and fitting
1. close up survey; the requirements of ESP at special survey no. 3 has been revised and
is same as of CAS
Close up survey requirement
All web frame rings in ballast tanks and cargo wing tanks
A minimum of 30% of all web frame rings in each remaining cargo wing tank
All transverse bulkheads in cargo and ballast tanks
A minimum of 30% of deck and bottom transverses including adjacent structural
members as considered necessary by the attending surveyor
The class HO then will draft a final report and submit this report to the
administration not later than 3 months of completion of survey.
The administration upon verifying and reviewing CAS final report shall issue a statement of
compliance and will forward the results of the CAS final report to the IMO. The validity of the
statement of compliance shall not be more than 5yrs and 6 months from the date of completion
of survey.
In case the SOC issued upon the first CAS survey is valid beyond 2010 than ship may be
considered under compliance, under reg13G(7). But under reg 13G(8) administrations party to
convention may deny the entry of such ships beyond 2010.
After 15 years if a ship is not carrying SOC it shall be out of service.
A clean bill of lading is a bill of lading bearing no superimposed clauses stating a defective condition or shortage
of the goods. It states that the goods have been received in apparent good order and condition..., without further
remarks as to their condition.
A dirty bill of lading, also known as a claused or foul bill, is one claused with remarks such as torn
bags, rusty drums, three (3) more c/s in dispute - if on board to be delivered, etc.
30. discuss COLREG and reg 22 and 23
Ans: Part C Lights and Shapes (Rules 20-31)
Rule 20 states rules concerning lights apply from sunset to sunrise.Rule 21 gives definitions.
Rule 22 covers visibility of lights - indicating that lights should be visible at minimum ranges (in nautical miles)
determined according to the type of vessel.
Rule 25 covers light requirements for sailing vessels underway and vessels under oars.
Rule 27 covers light requirements for vessels not under command or restricted in their ability to manoeuvre.
Rule 30 covers light requirements for vessels anchored and aground.Rule 31 covers light requirements for
seaplanes
Rule 33 says vessels 12 metres or more in length should carry a whistle and a bell and vessels 100 metres or more
in length should carry in addition a gong.
Under article 2 ;to prevent, minimize and ultimately eliminate the transfer of harmful aquatic
organisms and pathogens through the control and management of ships' ballast water and
sediments.
Reception facilities
Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where cleaning
or repair of ballast tanks occurs,
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange
shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships
exchanging ballast water by the pumping-through method, pumping through three times the volume
of each ballast water tank shall be considered to meet the standard described. Pumping through less
than three times the volume may be accepted provided the ship can demonstrate that at least 95
percent volumetric exchange is met
The sequential flow-through and dilution methods of ballast water exchange will be
accepted. When flow-through or dilution is used, at least three times the tanks volume
should be pumped. Ballast water exchange should be carried out with an efficiency of at
least 95% volumetric exchange.
D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three time the
volume of each tank.
D2 = Ballast Water Treatment systems approved by the Administration which treat ballast water to
an efficacy of:
not more than 10 viable organisms per m3 >50 micrometers in minimum dimension,
and
not more than 10 viable organisms per millilitre < 50 micrometers in minimum
dimension and >10 micrometers in minimum dimension.
Indicator Microbe concentrations shall not exceed: a) toxicogenic vibrio cholerae: 1 colony
forming unit (cfu) per 100 millilitre or 1 cfu per gram of zooplankton samples; b) Escherichia coli:
250 cfu per 100 millilitre c) Intestinal Enterococci: 100 cfu per 100 millilitre
Construction Date (CD) = keel laying date; 50 tons or 1% of structural material whichever is less;
or major conversion.
Major Conversion = change of ballast capacity of 15%; change of ship type; projected life is
extended by 10 years; or ballast system modification except for replacement-in-kind or
modifications needed to meet ballast water exchange
Ballast Water Exchange is to take place as follows: regulation B4
1) at least 200 nm from the nearest land and in 200 m water depth;
3) in the event throughout the intended route the sea area does not afford the above
characteristics, in a sea area designated by the port State.
All ships > 400gt are to be surveyed (initial, annual intermediate, and renewal) and certificated (not
exceeding 5 years).
36. Differentiate between bareboat and voyage, time charter
Ans; voyage charter
is a contract for the carriage by a named vessel of a specified quantity of cargo between
named ports or places. The charterer, who may be the cargo owner or may be chartering for
the account of another party such as the shipper or the receiver, agrees to provide for loading,
within the agreed period of time, the agreed quantity of the agreed commodity, to pay the
agreed amount of freight, and to take delivery of the cargo at the destination place. In effect
the charterers hire the cargo capacity of the vessel, and not the entire vessel, and to this extent
a voyage. The shipowner must provide the master and crew, act as carrier and pay all running
and voyage costs, unless the charter party specifically provides otherwise.
Freight is in proportion to the volume of the cargo
time charter -
- is a contract for the hire of a named vessel for a specified period of time. The shipowner is
responsible for vessels running expenses, i.e. manning, repairs and maintenance, stores,
masters and crews wages, hull and machinery insurance, etc. He operates the vessel
technically, but not commercially. The owners bear no cargo-handling expenses and do not
normally appoint stevedores Stevedoring damage notification forms, and log extracts (or
abstracts) will usually be required to be sent to the charterers.
an extra payment to be made by the charterers each time the ships crew sweep and/or wash
down the holds of a dry cargo ship. Time charterers are normally allowed to fly their own
house flag and, at their own expense, paint their own colours on the funnel and/or sides.
The 1980 version (LOF 80) provided that contractors could limit their liability
in accordance with the 1976 Limitation Convention, notwithstanding that, at
that time, the Convention did not then have the force of law. LOF 80 also broke, for the first
time, the centuries old salvage principal of no cure no pay by providing that if the salvage
services involved a laden tanker, the salvor, even if unsuccessful, would at least recover the
very minimum of his expenses plus an uplift of 15%. This was done to encourage salvors to
run to the assistance of seriously damaged tankers which were threatening damage to the
environment.
LOF90 incorporated the Salvage Convention which included the very important new provision
for Special Compensation under Article 14. But difficulties of interpreting the precise meaning
of Article 14 of the Convention was defeating its very purpose, namely to encourage salvors to
proceed to the assistance of seriously damaged ships
To correct the situation, new concept, the SCOPIC Clause (Special Compensation P&I Clause),
which was specifically designed to replace the Article 14 provision of the Salvage Convention
and make the assessment of the amount due to the contractor that
much easier. LOF2000 specifically made provision for the use of the SCOPIC clause
46. a major maintenance is carried out in engine room , after starting normally another accident take
place- found from the incident , what could be the reason what will you do regarding that.
Ans; Generally if a major maintenance is carried out and test run is normal , and after that if any
accident takes place the following could be the reasons
1. human error, lack of knowledge and experience, senior engineers irresponsible.
2. material failure, due to poor quality or substandard spare parts
3. failure of lubrication, again its the coz of human error, either insufficient lube oil in
the system or passages are not clear.
4. Excessive thermal stress or mechanical stress due to over tightening of components,
again it leads to human error, either insufficient cooling cooling medium valves shut,
or over or under tightening of the component, correct tightening methods and
procedures not followed.
47. CLC conventions what are the limits what are the amendments, has this convention signed by India.
Ans; YES, ratified on 19.6.75 , CLC 69, and CLC protocol 1976
Limits in 1969-133 SDR /ton , with max limit of 14 million SDR
Limits as per 1992 protocol
Less than 5000GT , 3million SDR
5000GT to 140,000 GT , 3 million SDR+ 420 SDR per ton
over 140,000 GT , 59.7 million SDR
limits as per 2000 amendments
less than 5000GT, 4.51 million SDR
5000 to 140,000GT 4.51 million SDR+ 631 SDR per ton
over 140,000 GT 89.77 million SDR
48. What is FUND convention limit, who contribute to fund, has India ratified it, what is
supplementary fund, who contribute to supplementary fund, what is SDR
Ans; YES India has ratified , act16.10.78, FUND, 1971 and protocol FUND 1976, 1992 protocol
FUND ratification is under consideration, All persons or companies importing more than 150000
tonnes of oil per year shall make contribution to the fund.
In May 2003, a Diplomatic Conference adopted the 2003 Protocol on the Establishment of a Supplementary Fund for Oil
Pollution Damage. The Protocol establishes an International Oil Pollution Compensation Supplementary Fund, the object
of which is to provide an additional, third tier of compensation for oil pollution damage.
the total amount of compensation payable for any one incident will be limited to a combined total of 750 million
Special Drawing Rights (SDR) (just over US$1,000 million), including the amount of compensation paid under the
existing CLC/Fund Conventions
Special drawing rights is the new unit of account, based on the special drawing rights as used by the
International Monetary Fund (IMF)
49. What is the purpose of MS?
Ans; to provide for the registration of Indian ships and to consolidate the law relating to merchant
shipping
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 and for that purpose to establish
national shipping board.
50. Junior for training on board DMET, and workshop, what will be your criterion for training
51. STCW section in MS act
52. UK COC want to sail in Indian ship which section of MS act allows
Ans: 86.Recognition of certificates of competency or service granted in other countries.- (1) If
provision is made by the law in force in any country other than India for the grant of certificates of
competency or service similar to those referred to in this Act, and the Central Government is satisfied-
(a) that the conditions under which any such certificates are granted in that country require standards of
competency or service not lower than those required for the grant under this Act of corresponding
certificates; and
(b) that certificates granted under this Act are accepted in that country in lieu of the corresponding
certificates granted under the laws of that country;
the Central Government may, by notification in the Official Gazette, declare that any certificate of
competency or service granted under the laws in force in that country and specified in that notification
shall for the purposes of this Act be recognised as equivalent to the corresponding certificate of
competency or service granted under this Act and specified in the notification.
(2) Whenever the provisions of this Act require that a person employed in any capacity on board any
ship shall be the holder of a specified certificate of competency or service granted under this Act, any
person employed in that capacity shall, if he is the holder of a certificate recognised under sub-section
(1) as equivalent to the first-mentioned certificate or to a certificate of higher grade granted under this
Act, and still in force, be deemed to be duly certificate under this Act.
53. As C/E what will you do when going to SECA area, what will you do with cylinder oil
Ans: in SECA areas to meet the SOX emission requirement of 6 g / kw hr under annex VI,
provision is made to burn fuel having low sulphur content of 1.5%. since the sulphur is reduced
therefore the TBN should also be reduced to counter less generated acidic effect, therefore cylinder
oil of low TBN should be used in the main propulsion engines. This can be also be achieved by
intelligent cylinder lubrication.
54. As C/E what will you do with respect to annex VI Nox technical file if original spare is not there
what will you do.
Ans; The engines Technical File identifies the components, settings and operating values that
influences the exhaust emissions and these must be checked to ensure compliance during
surveys and inspections.
o Nox influencing components- fuel injector nozzle, fuel pump, fuel injection
pressure, liner, piston , valve cams, valve timings, fuel timings, con rod piston
rod shims, cylinder heads and gasket.
If the original spares as per the Nox tech file code are not on board then, make a requisition on
urgent basis, inform the company about the same, if possible try to overhaul the same
component, such as fuel injectors, dont change any parts with those which are not in
compliance with the Nox tech file.
In case it is very much urgent to renew such a part then keep a close monitoring of the engine
parameters and compare them with the previous record, Engine parameter record book., while
entering port limits reduce the load on the engine so that the exhaust temperature are reduced
and hence NOX.
The MEPC also agreed to include appropriate text referring to the new regulation in the amendments
to the Guidelines for the application of the revised MARPOL Annex I requirements to FPSOs and
FSUs and approved a Unified Interpretation on the application of the regulation to column-stabilized
MODUs.
Definition of heavy grade oil
A further amendment to the revised MARPOL Annex I relates to the definition of "heavy grade oil" in
regulation 21 on Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo,
replacing the words "fuel oils" with "oils, other than crude oils", thereby broadening the scope of the
regulation.
MARPOL Annex IV amendments
The amendment to MARPOL Annex IV Prevention of pollution by sewage from ships adds a new
regulation 13 on Port State control on operational requirements. The regulation states that a ship,
when in a port or an offshore terminal of another Party, is subject to inspection by officers duly
authorized by such Party concerning operational requirements under the Annex, where there are
clear grounds for believing that the master or crew are not familiar with essential shipboard
procedures relating to the prevention of pollution by sewage.
Amendments to BCH Code
Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code) were adopted as a consequence of the revised Annex II of
MARPOL 73/78 and the amended International Code for the Construction and Equipment of
Ships carrying Dangerous Chemicals in Bulk (IBC Code), which are expected to enter into force
on 1 January 2007. The MEPC also adopted a resolution on Early and Effective Application of the
2006 amendments to the BCH Code to invite MARPOL Parties to consider the application of the
amendments to the BCH Code, as soon as practically possible, to ships entitled to fly their flag.
Also adopted were the revised Guidelines for the provisional assessment of liquids transported in
bulk. In this context the Committee urged industry, in particular the chemical industry, to
provide information on the revision of List 2 of the MEPC circular which contains pollutant-only
mixtures based on section 5 of the revised Guidelines.
56. Discuss reg 13G, 13F
Ans; New-build tankers are covered by Regulation 13F, while regulation 13G applies to existing crude oil tankers
of 20,000 dwt and product carriers of 30,000 dwt and above. Regulation 13G came into effect on 6 July 1995.
Regulation 13F requires all new tankers of 5,000 dwt and above to be fitted with double hulls separated by a
space of up to 2 metres (on tankers below 5,000 dwt the space must be at least 0.76m).
As an alternative, tankers may incorporate the "mid-deck" concept under which the pressure within the
cargo tank does not exceed the external hydrostatic water pressure. Tankers built to this design have double sides
but not a double bottom. Instead, another deck is installed inside the cargo tank with the venting arranged in such
a way that there is an upward pressure on the bottom of the hull.
Other methods of design and construction may be accepted as alternatives "provided that such methods
ensure at least the same level of protection against oil pollution in the event of a collision or stranding and are
approved in principle by the Marine Environment Protection Committee based on guidelines developed by the
Organization.
For oil tankers of 20,000 dwt and above new requirements were introduced concerning subdivision and
stability.
The amendments also considerably reduced the amount of oil, which can be discharged into the sea from
ships (for example, following the cleaning of cargo tanks or from engine room bilges). Originally oil tankers were
permitted to discharge oil or oily mixtures at the rate of 60 litres per nautical mile. The amendments reduced this
to 30 litres. For non-tankers of 400 grt and above, the permitted oil content of the effluent which may be
discharged into the sea is cut from 100 parts per million to 15 parts per million.
Regulation 24(4), which deals with the limitation of size and arrangement of cargo tanks, was also
modified.
Regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000 dwt
and above. Tankers that are 25 years old and which were not constructed according to the requirements of the
1978 Protocol to MARPOL 73/78 have to be fitted with double sides and double bottoms. The Protocol applies to
tankers ordered after 1 June 1979, which were begun after 1 January 1980 or completed after 1 June 1982.
Tankers built according to the standards of the Protocol are exempt until they reach the age of 30. Existing
tankers are subject to an enhanced programme of inspections during their periodical, intermediate and annual
surveys. Tankers that are five years old or more must carry on board a completed file of survey reports together
with a conditional evaluation report endorsed by the flag Administration. Tankers built in the 1970s which are at
or past their 25th must comply with Regulation 13F. If not, their owners must decide whether to convert them to
the standards set out in regulation 13F, or to scrap them. Another set of tankers built according to the standards of
the 1978 protocol will soon be approaching their 30th birthday - and the same decisions must be taken.