Gadkar Anwers Prabhat

PRABHAT RAI ---GADKAR SIR ANSWERS 2015
Q) FIRE PLAN REQUIREMENTS
The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation 15 of Chapter II. The
fire control plan provides us information about fire station on each deck s, on various bulkheads, and in spaces
enclosed by A class division, B class divisions. It also explains us the type of fire detection system and fire fighting
systems available on ship.
Fire control plan tells us about various fire alarm systems, sprinkler installation, extinguishing appliances, means of
escape to different compartments and decks, and ventilation system including particulars of remote operation of
dampers and fans. The position of various dampers, their marking and which fan is for particular compartment or deck
is also explained so that required damper and fans can be closed in case of fire.
Also with the permission of Administration i.e classification society, the details can be set out in the form of booklet
and a copy of it shall be supplied to each officer onboard. One copy of the same should be available on board and be
easily accessible. These plans should be kept up to date and if alterations are made shall be recorded as soon as
possible. The fire plan should be available in the working language of the crew on board and also in English.
Fire Control PLAN( Protection ,Detection & Fighting )
1.Location of Fire Control Stations

2.Class / Admin Approval.
3.Any Modification with Approval endorsement
4.Fire plan in containers both P & S.
5.Emergency Escape route with Lighting & rescue arrangement
6.Alternate Escape Route.
7.Location & Qty of EEBD
8.Location & Qty of SCBA with fire man Outfits
9.Fire Integrity of Ship Sections with Bulkhead Class
10.Fire Detection Details- accommodation, Machinery & cargo spaces.
11.Manual Call Points & Alarms
12.Fixed Flooding System- CO2 , Foam ,Dry powder
13.Fixed Auto / Manual Fire Detect & Extinguish for M/C Space (Hi Fog)
14.Fixed Sea Water Fire Fighting system with Emergency & Main Fire pump, Fire
line, Isolation & drain valves, hydrant, nozzles, hoses & international Shore
coupling.
15.Location & Types of Portable & semi Portable Fire Extinguishers
16.Location & type of Local Apply Systems ME scav. Space, Purifier Room,
Boiler Space, Galley Space & Paint Locker.
17.Location & Method of stopping Ventilation Fans & Dampers
18.Location & Method of fuel tank isolation by Quick closing valves
19.Location & method of Stopping F.O. Pumps
20.IMO Symbols pasted as per IMO requirement.
A Class The average unexposed-face temperature rise not than l40C, and
temperature rise by any of the individual unexposed-face thermocouples not
more than l80C. Preventing Smoke & Flame - min 60min in penetration also
class "A-60"60 min class "A-30" 30 min
class "A-15"15 min class "A-0"0 min
B & F Class The average unexposed-face temperature rise not than l40C,
& temperature rise by any of the individual unexposed-face thermocouples
not more than 225C.
B Class 30min Flame Integrity, F Class Smoke integrity
Class B15 15min Class F15 - 15min
Class B0 - 0min Class F 0 - 0min
Fire Test Procedure

1. at the end of the first 5 min 576C;
4. at the end of the first 30 min 841C; and
5. at the end of the first 60 min 945C.
Specimen sizes
1.Bulk head 2400 x 2500mm
2.Deck - 2440 x 3040mm
3.Steel -4.50.5mm 4. Aluminum -60.5mm
Structural Integrity - Strength
Thermal Integrity Insulation Capacity
Fire Integrity 1. Smoke 2. Flame (with Openings & Penetrations)
Separations :- 1. Bulkhead 2. Decks of adjacent spaces
Q) INTERNATIONAL SHORE CONNECTION
2.2 Materials and accessories

International shore connections shall be of steel or other equivalent material and shall be
designed for 1.0 N/mm2 services. The flange shall have a flat face on one side and, on the other
side, it shall be permanently attached to a coupling that will fit the ship's hydrant and hose. The
connection shall be kept aboard the ship together with a gasket of any material suitable
for 1.0 N/mm2 services, together with four bolts of 16 mm diameter and 50 mm in length, four
16 mm nuts, and eight washers.
Q) EMERGECY FIRE PUMP CALCULATION

2.2.1.1 Capacity of the pump AS PER FSS CODE
The capacity of the pump shall not be less than 40% of the total capacity of the fire
pumps required by regulation II-2/10.2.2.4.1 of the Convention and in any case not less than the
follow:
.1 for passenger ships less than 1,000 gross tonnage and for cargo 25 m3/h
ships of 2,000 gross tonnage and upwards; and
.2 for cargo ships less than 2,000 gross tonnage 15 m3/h.

CO2 SYSTEM
MSC 1318 CIRCULAR

MSC.1/Circ.1318
11 June 2009
GUIDELINES FOR THE MAINTENANCE AND INSPECTIONS OF

FIXED CARBON DIOXIDE FIRE-EXTINGUISHING SYSTEMS
1 The Committee, at its eighty-sixth session (27 May to 5 June 2009), having considered
the proposal by the Sub-Committee on Fire Protection, at its fifty-third session, approved
Guidelines for the maintenance and inspections of fixed carbon dioxide fire-extinguishing
systems, as set out in the annex.
SOLAS regulation II-2/14.2.1.2.
2 Safety
Whenever carbon dioxide fire-extinguishing systems are subjected to inspection or maintenance,
strict safety precautions should be followed to prevent the possibility that individuals performing
or witnessing the activities are placed at risk. Prior to performing any work, a safety plan should
be developed to account for all personnel and establish an effective communications system
between the inspection personnel and the on-duty crew. Measures to avoid accidental discharges
such as locking or removing the operating arms from directional valves, or shutting and locking
the system block valve should be taken as the initial procedure for the protection of personnel
performing any maintenance or inspections. All personnel should be notified of the impending
activities before work is begun.
MONTHLY
1. General visual inspection of the overall system for signs of damage

2. All stop valves are in the closed position.
3. All releasing controls are in proper position & ready for immediate use
4. All discharge piping and pneumatic tubing is intact and not damaged
5. All high pressure cylinders are in place and properly secured and
6. The alarm devices are in place and do not appear damaged.
ANNUAL
1.All entrance doors to the protected space should close properly and
should have warning signs & clear operating instructions.
2.Test fuel shut off s connected to the system functional check
3.No modifications to boundaries of the protected space that affect
system
4.Visual inspection of all cylinders , pipings and Nozzles for any signs of
damage, rust or loose mounting. Cylinders that are leaking, corroded,
dented or bulging should be hydrostatically retested or replaced;
5.The hydrostatic test date of all storage containers should be checked
6.The manifold should be inspected to verify that all flexible discharge
hoses and fittings are properly tightened; and
BI ANNUAL (for passenger & cargo ship )

1. All high pressure cylinders and pilot cylinders should be weighed. Less
than 90% should be refilled. Total qty should be not less than min reqd
2. The discharge piping and nozzles should be tested to verify that they are
not blocked. Isolating the discharge piping from the system and blowing dry
air or nitrogen from test cylinders
5 yearly routines for cargo & bi annual for passenger ships
1.The entire installation checked to make sure that it is operational.

a.Internal inspection of all control valves.
b.The spring-loaded safety valves checked and reset to 180 kg/cm.
c. If possible activating heads should be removed from the cylinder valves
and tested for correct functioning by applying full working pressure
through the pilot lines.
d.If not possible, pilot lines should be disconnected from the cylinder
valves and blanked off or connected together and tested with full
working pressure from the release station and checked for leakage.
e.Remote station pressure tubing should be checked for leakage. the
pressure of pilot gas cylinders should be verified.
f.If the remote release controls are operated by manual pulley rope all the
linkage operation & tightness in good condition.
2.After completion all releasing controls should be verified in the proper position
and ready to function
10 yearly routines:
1.Pipe line Pressure Testing (as prescribed by manufacturer)

a.The high pressure section hydraulic test at least 190 kgf/
b.The medium pressure section hydraulic test at least 80 kgf/cm2
c.Low pressure section With air at a pressure of at least 6 kgf /cm2
2. Flexible hoses should be replaced at the intervals recommended by the
manufacturer and not exceeding every 10 years.
3. At intervals of not more than 10 years, the section of a carbon dioxide fire
extinguishing system, which can be shut off, must be tested with carbon
dioxide or air at a minimum pressure of 25kg/cm2.
6. At least 10% of the total number provided should be subjected to an
internal inspection and hydrostatic test . If one or more cylinders fail, a total
of 50% of the onboard cylinders should be tested. If further cylinders fail, all
cylinders should be tested. Test date and pressure must be stamped on each
bottle. Internal inspection for corrosion checked
(b) Carbon dioxide cylinders, which exhibit a permanent increase in volume,
must be condemned.
(c) Before refilling the riser tube must be inspected visually.
(d) The valve must also be tested for gas-tightness free operation
(e) For subsequent 10-year services, alternation of the inspected cylinders
must be carried out, i.e. different cylinders must be inspected from those
done in the previous service, if 100% of them were not inspected during the
previous instance.
(f) Hydrostatic testing facilities approved by the Chief Controller of Explosives in
accordance with the Gas Cylinder Rules2004
Periodical Inspection of Carbon Dioxide Cylinders
After 20 years the cylinders should be examined and tested at intervals of 5

years. The date of testing and stamp must be placed on the cylinder.
Explosives in accordance with the Gas Cylinder Rules2004
Hydrostatic pressure test Frequency

1 All self-contained breathing apparatus (SCBA).Five yearly.
3 All gas and water pressure cylinders of water mist, water spray and sprinkler
systems
Ten yearly.
4 All powder containment vessels of Fixed dry chemical powder systems Ten yearly.
5 Fixed CO2 System storage cylinders Ten yearly.
6 All type of Portable/Semi-Portable/Mobile extinguisher containers except CO2
Three yearly.
7 All Portable/Semi-Portable/Mobile CO2 fire extinguisher containers Five yearly
1.Bursting disc should Operate at least 90% of Test Pressure(@630c 177to 193 Bar).
CO2 is 45kg @52bar temp should be less than 550c.
2.The CO2 cylinder must be permanently connected into the system piping. Never
attach the discharge head to the cylinder valves until the cylinders are secured in
brackets or racking. Under no circumstances is the discharge heads to remain
attached to the cylinder valve after removal from service, during shipment,
handling, storage, or during filling. Failure to follow these instructions could
result in serious bodily injury, death, or property damage
3.Critical Point = + 31deg C @ 71bar

4.Triple Point = -56deg C @ 4.1bar
XQ ) HOW WILL YOU KNOW THE BOTTLE IS TESTED
2.2 Carbon dioxide systems

6. CYLINDERS : DGS CIRCULAR INSTALLATION
A) The material and design of cylinders intended for carbon dioxide fire
extinguishing installations on board ships must be of a type approved by the
Govt, of India and the cyHnders must be designed, for a test pressure of not
less than 250 Kgl7cm2. The cylinder drawing with data for calculation and
information on the method of manufacture must be forwarded to the Director
General. If the cylinders are not tested under the supervision of a surveyor,
material certificates, complete data and test certificates must be forwarded to
the Director General.
B) b. The foUowmg particulars must be stamped on each carbon dioxide

cylinder :
- name of manufacturer or abbreviation thereof.
- manufacturer's number or serial number
- name of gas
-capacity of cylinder i n litres
-weight of maximum permitted quantity of gas i n kg
-test pressure i n kgf/cm2
-weight empty- in kg,
-weight empty mcluding valve, i n kg.
-date of test (month and year)
-stamp of inspecting body.
c. The fiUmg station must issue a statement to the effect that each
cylinder is filled with the prescribed quantity of carbon dioxide
4. TEMPERATURE :
Arrangements shall be made to ensure that the temperature in the room
does not rise above 60 '^C nor fall below O C.
7. FILLING RATIO :
The term T I L L I NG RATIO' denotes the ratio between the weight of the
quajitity of carbon dioxide in the cylinder and the capacity of the cyUnder in.
cubic decimeters.
A maximum filling ratio of 2/3 must be observed for each cylinder
8. SAFETY DISCS:
Each carbon dioxide must be fitted with a safety disc with a bursting
pressure of 0.9 times the test pressure of the cyUnder.
Certificates must be produced by the manufacturer to show that the
safety discs are of approved type.
9. RISER TUBE.
The riser tube fitted in a carbon dioxide cyUnder must be made of
copper, stainless steel or other appropriate material.
CARBON DIOXIDE PIPING AND FITTINGS :
11. Design.
a(i) The system shall be designed to distribute the gas in a satisfactory
manner. A separate supply must be ensured to the lower hold and between
decks of each cargo hold. In a space with a length of more than 20 meters, the
supply line must be divided in s u c h a way that gas can be admitted to both the
forward and the aft sections of the space.
(ii) Provisions shall be made for the effective distribution of carbon
dioxide in engine rooms and boHer rooms.
ENGINE ROOMS : nozzles must always be provided below the floor

plating aad above the floor plating level with the top of the cylinders of the
main engine or engines.
BOILER ROOMS: nozzle must be fitted below or round the boilers :

additional nozzles must be provided if the burners are on the top of the boilers.
b. Carbon dioxide pipes must not run through tanks or cold and
refrigerating rooms.
c. Pipes designed to carry carbon dioxide into a hold which may be used
alternately to carry passengers or cargo must be blanked of! with a spectacle
flange whenever the hold is being used for passenger transport.
If the cool giving access to these positions can be locked, the key must
be hung visibly i n the immediate vicinity of the door i n a red box with a pane
which can be easily broken. The valves and cocks must be marked i n such a
way that it is clear to which sections of the ship the pipes lead.
The effective appertures of the valves and cocks must be at least
equivalent to those of the pipes to which they are fitted.
A stop cock must be fitted i n each mainpipe running from the carbon
dioxide battery to the engine room, boiler room or pump room.
A stop cock must also be fitted in the supply line from the carbon
dio.xide battery to any smoke detection or distributor box; it must be located in
the room i n which the battery is stored.
e. The stopcocks i n carbondioxide pipes leading to deep tanks must be

located as near as possible to each other. The hand wheels and/or control
handles of these valves must be painted a bright colour and must be
removable.
If the deep tanks are filled with a l i q u i d the stopcocks must bear a plate
with the words ''deep tank full".The open ends of the carbon dioxide pipes in the deep tanks must be
closed by means of a non-return vavle of an approved type or a safety^ disc with
a low bursting pressure in order to prevent the liquid from getting into the
pipes.
If the safety discs are used, the material must be resistant to by the Liquids being transported and the
amticipated temperature.
Q 1 ) CO2 FIRE FIGHTING SYSTEM FOR CARGO HOLD HOW DO YOU TEST
AND HOW IT WORKS
21. CARGO HOLDS ON ROLL-ON-ROLL-OFF SHIPS:
The installation to feed carbon dio.xide into the cargo holds of rollon/
roU-off ships must be designed i n s u c h a manner that an alarm sounds in
the spaces concerned before carbon dioxide can be admitted. There must be a
conspicuous notice in the cargo-hold sailing that when the alarm sounds, all
personnel must leave the area as quickly as possible.
CO2 LEVEL MEASUREMENTS
33. The gas content of each carbon dioxide cyHnder must be checked at
intervals of not more than 2 years by weighing or i n some other manner, a
maximum weight reduction of 5 percent may be allowed, provided the total
quantity of carbon dioxide is never less than the prescribed minimum.
34. Equipment for weighing each cyHnder must be available on board.
If a level detector employing radioactive radiation is used to check the
cyHnders, this equipment must be removed fromt he ship before sailing
2.2.1 Quantity of fire extinguishing medium
2.2.1.1 For cargo spaces the quantity of carbon dioxide available shall, unless otherwise
provided, be sufficient to give a minimum volume of free gas equal to 30% of the gross volume
of the largest cargo space to be protected in the ship.
2.2.1.2 For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a
minimum volume of free gas equal to the larger of the following volumes, either:
.1 40% of the gross volume of the largest machinery space so protected, the volume to
exclude that part of the casing above the level at which the horizontal area of the
casing is 40% or less of the horizontal area of the space concerned taken midway
between the tank top and the lowest part of the casing; or
.2 35% of the gross volume of the largest machinery space protected, including the
casing.
2.2.1.3 The percentages specified in paragraph 2.2.1.2 above may be reduced to 35% and 30%,
respectively, for cargo ships of less than 2,000 gross tonnage where two or more machinery
spaces, which are not entirely separate, are considered as forming one space.
2.2.1.4 For the purpose of this paragraph the volume of free carbon dioxide shall be calculated
at 0.56 m3 /kg.
2.2.1.5 For machinery spaces the fixed piping system shall be such that 85% of the gas can be
discharged into the space within 2 min.
XQ) FLOODING FACTOR
the flooding factor of 2 kg/m 3 of duct volume is calculated as

follows:-
The minimum CO2 design concentration for extinguishing hydrocarbon fires is 34%, at an average
flooding factor of 1.055 kg/m3 of duct volume between 1-1415 m3. In NFPA 12: 2008 a
Material Conversion Factors Chart shows a graph covering materials requiring a design concentration
over 34%. From this graph, for a design concentration of 65%, the conversion factor is just over 2.
The average flooding factor of 1.055 kg/m3 at 34% design concentration is multiplied by the conversion
factor to give the flooding factor at the required design concentration, i.e. 1.055 x 2 =
2.11 kg/m3;
C. Flooding factors for other deep seated fires shall be justified to the satisfaction of
the authority having jurisdiction before use. Proper consideration shall be given
to the mass of material to be protected because the rate of cooling is reduced by
the thermal insulating effects. Hazards
Flooding Factors for Specific

(Table 5.4.2.1 NFPA 12 2005)
D. For deep seated fires the design concentration shall be achieved within 7
minutes as specified in Paragraph 5.5.2.3 of the NFPA Standard 12 2005. In
addition to the basic quantity, any leakage or temperature factors must be added.
The discharge rate shall develop a concentration of 30% that must be achieved
within 2 minutes. To develop the 30% concentration within 2 minutes a flooding
factor of 0.043 lbs/fr3 should be used.
3-2.6 Estimated Flow Rate Calculations

A. The problem encountered in flow rate calculations is complicated by the physical
characteristics of carbon dioxide. The agent leaves the storage tank as a liquid
at saturation pressure (850 psig @ 70 F).
B. As the temperature of the liquid increases as it flows through the discharge

piping, the liquid CO2 begins to vaporize producing a mixture of liquid and vapor.
As the pressure increases, the density of the vapor over the liquid increases. On
the other hand, the liquid expands as the temperature goes up and its density
decreases. This phenomenon reduces the density of the agent and results in an
increase in the flow velocity.
C. Since the flow rate for the vapor phase is considerably less than the flow rate for
the liquid phase, compensation must be made during the calculation of the actual
flow rate.
1-3 PROPERTIES OF CARBON DIOXIDE

A. Under normal atmospheric temperature and pressures, carbon dioxide exists as a
colorless, odorless gas which is about 1.5 times heavier than air. Carbon dioxide will
not burn or support combustion and will not sustain life.
B. When confined within a suitable pressure vessel and depending on temperature and
pressure conditions, carbon dioxide can exist in any of three stages of matter; solid,
liquid and gas. The point at which all three states may exist is -69.9 F (21 DEG C ) and 60.4 psig.
This is called the triple point. At temperatures and pressures lower than -69.9 F and
60.4 psig, carbon dioxide may be either a solid or gas, again depending on conditions.
Solid carbon dioxide (dry ice) at a temperature of -119.4 F and atmospheric pressure,
sublimes (transforms directly from a solid to a gas without the formation of liquid).
C. The critical point of carbon dioxide is 87.8 F (31 DEG )and 1057.4 psig(73 BAR )
At temperatures and pressures greater than 87.8 F and 1057.4 psig, carbon dioxide liquid cannot exist.
D. At temperatures and pressures above -69.9 F and 60.4 psig, and below 87.8 F and
1057.4 psig, carbon dioxide liquid with overlying vapor may exist in equilibrium within a
closed vessel. Within this range, there is a definite relationship between temperature,
pressure and density.
E. The term high pressure is used to describe storage of carbon dioxide at ambient
temperature which is usually 850 (58.6 BAR ) psig @ 70 F.(21 DEG C)
The pressure inside the cylinder will vary as the temperature changes. In general, the
ambient storage temperature for standard cylinders used in local application systems
should be between 32F and 120F (0C and 49C). For standard cylinders used in total
flooding systems, the ambient storage temperature should be between 0F and 130F (-
18C and 54C).
HOW TO ACTIVATE CO2 SYSTEM

Two cylinder valves are available: the SW-50M (master) and the SW-50S (slave). Both
are manufactured of brass with an optional nickel plated finish. The valves are of the force
differential type using a piston seal. The pressure above the piston is maintained at cylinder
pressure, but the area at the top of the piston is greater than the seal area. This results in a
higher force above the piston, which acts to keep the valve closed.
To open the valve, the pressure above the piston is vented and cylinder pressure raises
the piston to open the valve. A transport plug is attached to the valve by a chain attached to
the discharge port when the cylinder is disconnected from the discharge piping.
A pressure safety disc, incorporated into the cylinder valve, is designed to release
pressure should the cylinder be subjected to exceptionally high temperatures or other
abnormal conditions. The disc rupture point is in the range of 2,600 to 3,000 psi (182.7 to
206.8 bar). The safety disc nut is of a type that will relieve pressure without cylinder recoil.
The SW-50M master valve can be operated manually, by pressure actuator, with a
solenoid valve kit, or by direct back pressure from the discharge manifold. The SW-50S
slave valve can b operated only by direct back pressure from the discharge manifold.
Single cylinder systems simply require a single SW-50M with a manual actuator and/or
a solenoid valve. This is generally referred to as a master cylinder. For systems with two
cylinders interconnected, only one master valve is required. The other cylinder is operated
by a SW-50S slave valve. For systems with three or more cylinders interconnected, two
cylinders must act as masters and have solenoid and/or manual actuators arranged for
simultaneous operation.
A rigid siphon tube is used in all cylinders to ensure liquid discharge. All cylinders must
therefore be installed in a normal upright position.
Q) HOW YOU WILL ENSURE BOTTLE IS ACTIAVATED

Q) STEERING GEAR REQUIREMENTS FOR TANKERS ABOVE 10000 GT

A) Regulation 29
Steering gear
Unless expressly provided otherwise, every ship shall be provided with a main steering gear and anauxiliary
steering gear to the satisfaction of the Administration. The main steering gear and the auxiliarysteering gear
shall be so arranged that the failure of one of themwill not render the other one inoperative.
2.1
All the steering gear components and the rudder stock shall be of sound and reliable construction to the
satisfaction of the Administration. Special consideration shall be given to the suitability of any essential
component which is not duplicated. Any such essential component shall, where appropriate, utilize antifriction
bearings such as ball-bearings, rollerbearings or sleeve-bearings which shall be permanently lubricated or
provided with lubrication fittings.
2.2
The design pressure for calculations to determine the scantlings of piping and other steering gear components
subjected to internal hydraulic pressure shall be at least 1.25 times the maximum workingpressure to be
expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which
may exist in the low-pressure side of the system. At the discretion of the Administration, fatigue criteria shall be
applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads
* Refer to the Recommendation on the provision and the display of manoeuvring information on board ships (resolution
A.601(15)), the Standards for ship manoeuvrability (resolution MSC.137(76)), and the Explanatory notes to the standards
for ship manoeuvrability (MSC/Circ.1053).
Refer to resolution A.415(XI) on improved steering gear standards for passenger and cargo ships and resolution
A.416(XI) on examination of steering gears on existing tankers.
2.3
Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can
be generated from the power source or from external forces. The setting of the relief valves shall not exceed the
design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure
above the design pressure.
3 The main steering gear and rudder stock shall be:
.1
of adequate strength and capable of steering the ship at maximum ahead service speed which
shall be demonstrated;
.2
capable of putting the rudder over from 35 on one side to 35 on the other side with the ship at its deepest
seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from
35 on either side to 30 on the other side in not more than 28 s;
.3
operated by power where necessary to meet the requirements of paragraph 3.2 and in any
case when the Administration requires a rudder stock of over 120 mm diameter in way of the tiller,excluding
strengthening for navigation in ice; and
.4
so designed that they will not be damaged at maximum astern speed; however, this design
requirement need not be proved by trials at maximum astern speed and maximum rudder angle.
4 The auxiliary steering gear shall be:
.1
of adequate strength and capable of steering the ship at navigable speed and of being brought
speedily into action in an emergency;
.2
capable of putting the rudder over from 15 on one side to 15 on the other side in not more than 60 s with the
ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7
knots, whichever is the greater; and
.3
operated by power where necessary to meet the requirements of paragraph 4.2 and in any
case when the Administration requires a rudder stock of over 230 mm diameter in way of the tiller,excluding
strengthening for navigation in ice.
5 Main and auxiliary steering gear power units shall be:
.1
arranged to restart automatically when power is restored after a power failure; and
.2
capable of being brought into operation from a position on the navigation bridge. In the event of a power failure
to any one of the steering gear power units, an audible and visual alarm shall be given on the navigation bridge.
6.1 Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need
not be fitted, provided that:
.1
In a passenger ship, the main steering gear is capable of operating the rudder as required by
paragraph 3.2 while any one of the power units is out of operation;
.2
in a cargo ship, the main steering gear is capable of operating the rudder as required by
paragraph 3.2 while operating with all power units;
.3
the main steering gear is so arranged that after a single failure in its piping system or in one of
the power units the defect can be isolated so that steering capability can be maintained or speedily
regained.
6.2
The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record
of reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.
6.3
Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the
requirements of this paragraph to the satisfaction of the Administration.
7 Steering gear control shall be provided:
.1
for the main steering gear, both on the navigation bridge and in the steering gear compartment;
.2
where the main steering gear is arranged in accordance with paragraph 6, by two independent
control systems, both operable from the navigation bridge. This does not require duplication of the steering
wheel or steering lever. Where the control system consists of a hydraulic telemotor, a second independent
system need not be fitted, except in a tanker, chemical tanker or gas carrier of 10,000 gross tonnage and
upwards;
.3
for the auxiliary steering gear, in the steering gear compartment and, if power-operated, it shall
also be operable from the navigation bridge and shall be independent of the control system for the main steering
gear.
Any main and auxiliary steering gear control system operable from the navigation bridge shall comply with the
following:
.1 if electric, it shall be served by its own separate circuit supplied from a steering gear power
circuit from a point within the steering gear compartment, or directly from switchboard busbars
supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the
steering gear power circuit;

.2
means shall be provided in the steering gear compartment for disconnecting any control
system operable from the navigation bridge from the steering gear it serves;
.3
the system shall be capable of being brought into operation from a position on the navigation
bridge;
.4
in the event of a failure of electrical power supply to the control system, an audible and visual
alarm shall be given on the navigation bridge; and
.5
short circuit protection only shall be provided for steering gear control supply circuits.
9
The electrical power circuits and the steering gear control systems with their associated components,cables and
pipes required by this regulation and by regulation 30 shall be separated as far as is practicable throughout their
length.
Chapter II-1, Part C SOLAS 74/78 page 55/86
10 A means of communication shall be provided between the navigation bridge and the steering gear
compartment.
11 The angular position of the rudder shall:
.1
if the main steering gear is power-operated, be indicated on the navigation bridge. The rudder
angle indication shall be independent of the steering gear control system;
.2
be recognizable in the steering gear compartment.
12 Hydraulic power-operated steering gear shall be provided with the following:
.1
arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the
type and design of the hydraulic system;
.2
a low-level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of
hydraulic fluid leakage. Audible and visual alarms shall be given on the navigation bridge and in the machinery
space where they can be readily observed; and
.3
a fixed storage tank having sufficient capacity to recharge at least one power actuating system
including the reservoir, where the main steering gear is required to be power-operated. The storage tank shall be
permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a
position within the steering gear compartment and shall be provided with a contents gauge.
13 The steering gear compartments shall be:

.1
readily accessible and, as far as practicable, separated from machinery spaces; and
.2
provided with suitable arrangements to ensure working access to steering gear machinery and
controls. These arrangements shall include handrails and gratings or other nonslip surfaces to ensure suitable
working conditions in the event of hydraulic fluid leakage.
14 Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding
strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear
power unit which complies with the requirements of paragraph 4.2 and also its associated control system and
the rudder angle indicator, shall be provided automatically, within 45 s, either from the emergency source of
electrical power or from an independent source of power located in the steering gear compartment. This
independent source of power shall be used only for this purpose. In every ship of 10,000 gross tonnage and
upwards, the alternative power supply shall have a capacity for at least 30 min of continuous operation and in
any other ship for at least 10 min.
15
In every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards and in every other ship of
70,000 gross tonnage and upwards, the main steering gear shall comprise two or more identical power units
complying with the provisions of paragraph 6.
16
Every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards shall, subject to paragraph
17, comply with the following:
.1
the main steering gear shall be so arranged that in the event of loss of steering capability due
to a single failure in any part of one of the power actuating systems of the main steering gear,
excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudderactuators,
steering capability shall be regained in not more than 45 s after the loss of one power actuating system;
.2
the main steering gear shall comprise either:
.2.1
two independent and separate power actuating systems, each capable of meeting the
requirements of paragraph 3.2; or
.2.2
at least two identical power actuating systems which, acting simultaneously in normal
operation, shall be capable of meeting the requirements of paragraph 3.2. Where necessary to comply with this
requirement, interconnection of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from
one system shall be capable of being detected and the defective system automatically isolated so that the other
actuating system or systems shall remain fully operational;
.3
steering gears other than of the hydraulic type shall achieve equivalent standards.
17 For tankers, chemical tankers or gas carriers of 10,000 gross tonnage and upwards, but of less than 100,000
tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure
criterion to the rudder actuator or actuators, may be permitted provided that an equivalent safety standard is
achieved and that:
.1
following loss of steering capability due to a single failure of any part of the piping system or in
one of the power units, steering capability shall be regained within 45 s; and
.2
where the steering gear includes only a single rudder actuator, special consideration is given to
stress analysis for the design including fatigue analysis and fracture mechanics analysis, as
appropriate, to the material used, to the installation of sealing arrangements and to testing and
inspection and to the provision of effective maintenance. In consideration of the foregoing, the
Administration shall adopt regulations which include the provisions of the Guidelines for acceptance of non-
duplicated rudder actuators for tankers, chemical tankers and gas carriers of 10,000 gross tonnage and above
but less than 100,000 tonnes deadweight, adopted by the Organization.*
18
For a tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards, but less than
70,000 tonnes deadweight, the Administration may, until 1 September 1986, accept a steering gear system with
a proven record of reliability which does not comply with the single failure criterion required for a hydraulic
system in paragraph 16.
19
Every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards, constructed before
1 September 1984, shall comply, not later than 1 September 1986, with the following:
.1
the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;
.2
two independent steering gear control systems shall be provided each of which can be
operated from the navigation bridge. This does not require duplication of the steering wheel or steering lever;
.3
if the steering gear control system in operation fails, the second system shall be capable of
being brought into immediate operation from the navigation bridge; and
* Adopted by the Organization by resolution A.467(XII).
Chapter II-1, Part C SOLAS 74/78 page 57/86
.4
each steering gear control system, if electric, shall be served by its own separate circuit
supplied from the steering gear power circuit or directly from switchboard busbars supplying that
steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power
circuit.
20
In addition to the requirements of paragraph 19, in every tanker, chemical tanker or gas carrier of 40,000 gross
tonnage and upwards, constructed before 1 September 1984, the steering gear shall, not later than 1 September
1988, be so arranged that, in the event of a single failure of the piping or of one of the power units, steering
capability can be maintained or the rudder movement can be limited so that steering capability can be speedily
regained. This shall be achieved by:
.1
an independent means of restraining the rudder; or
.2
fast-acting valves which may be manually operated to isolate the actuator or actuators from the
external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-
operated pump and piping system; or
.3
an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic
fluid from one system shall be detected and the defective system isolated either automatically or from the
navigation bridge so that the other system remains fully operational.
Regulation 30
Additional requirements for electric and electrohydraulic steering gear
1
Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be installed
on the navigation bridge and at a suitable main machinery control position.
Each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least
two exclusive circuits fed directly from the main switchboard; however, one of The circuits may be supplied
through the emergency switchboard. An auxiliary electric or electrohydraulic steering gear associated with a
main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main
steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for
supplying all motors which can be simultaneously connected to them and may be required to operate
simultaneously.
Short circuit protection and an overload alarm shall be provided for such circuits and motors.
Protection against excess current, including starting current, if provided, shall be for not less than twice the full
load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate
starting currents. Where a three-phase supply is used an alarm shall be provided that will indicate failure of any
one of the supply phases. The alarms required in this paragraph shall be both audible and visual and shall be
situated in a conspicuous position in the main machinery space or control room from which the main machinery
is normally controlled and as may be required by regulation 51.
When in a ship of less than 1,600 gross tonnage an auxiliary steering gear which is required by
regulation 29.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily
intended for other services, the main steering gear may be fed by one circuit from the main switchboard. Where
such an electric motor primarily intended for other services is arranged to power such an auxiliary steering gear,
the requirement of paragraph 3 may be waived by the Administration if satisfied with the protection arrangement
together with the requirements of regulation 29.5.1 and .2 and 29.7.3 applicable to auxiliary steering gear.
Q) What is difference between Class and RO?

A)
What is the purpose 1. to safeguards the interests of ship owner, underwriters and maintain the shipping
of classification industry smooth
2. Classification of ships is not a mandatory requirement but without which a ship cannot
gain following
insurance
ship cannot find cargo without insurance
acceptance of ship for mortgage
3. additionally classification gives good technical back up and higher market value
What are the 1. function of a classification society is to compile(provide) construction rules based on
functions of a class experience and research , to supervise construction , material and workmanship for new
society ships and installations
2. classification societies to carry out following types of surveys
ship building survey and re survey
cargo damage ,casualties and accidents
salvage or ship losses surveys on underwriters and insurers interests
perform statutory surveys on behalf of administration as required
3. valuation of ships
4. setting technical standards for ships
5. regularly publish survey status of classed ships
Q) What are statutory surveys
Statutory
1) What are the Class Statutory
type of 1. initial 1.initial
surveys 2. Class renewal 2. Annual Surveys
3. Annual 2. Intermediate Surveys
4. intermediate 3. Special Surveys
5. IWS 4. Bottom surveys
6. Docking 5. Damage and repair surveys
7. Additional(Damage repair) 6. periodical survey
8. CSM
2) What is It is a compulsory survey required by the law of the state whose flag the ship is entitled to fly
statutory
survey
3) How the 1. After the surveyor is satisfied with the conditions he will notify the administration
certificates 2. administration will issue the certificate or administration will give the authorization
are issued to the class surveyor to issue the certificate on behalf of the administration
4) A vessel sails She must carry the certificates required by the administration as per the merchant shipping
from Colombo to act 51 of 1971
Galle. What are 1. Passenger ship safety certificate
the certificates 2. International load line certificate
she must carry 3. Cargo ship safety equipment certificate
4. Cargo ship safety construction certificate
5. Cargo ship safety radio certificate
Q93. Which statutory certificates are valid for:

a) 5 years
Certificate of registry(COR), Safety Construction certificate (SCC), Document of
Compliance (DOC), Safety Management Certificate (SMC), International Load Line
Certificate (ILLC), Certificate of Fitness (COF), International Oil Pollution Prevention
Certificate (IOPPC), (UKOPPC), International Noxious Liquid Substance Certificate
(INLSC), (HSCSC)
b) 2 years
Safety Equipment Certificate (SEC)
c) 1 year
Safety Radio Certificate (SRC), Passenger Ship Safety Certificate (PSSC),
Passenger Certificate (PC),
d) an unlimited time
ITC, It would have to be renewed, however, if there were any changes in the ships
dimensions, e.g. if the ship was lengthened.
Xq what is SEQ survey
QUESTION
PREPARATION OF SEQ SURVEY
PARTICULARS OF VESSEL
1. Name of the Vessel __________________________ IMO No. ________________
2. Port of Registry __________________________ Class of Vessel ________________
3. Name of Company __________________________ Company ID No. ________________
4. Date of Survey __________________________ Place of Survey ________________
Sr.
No.
Ref.
A/27/IMO
Res. 1053
Survey Items Status
Yes/No/NA*
1 1.2.1.1 checking the validity, as appropriate, of the Cargo Ship
Safety Equipment Certificate, the Cargo Ship Safety
Radio Certificate and the Cargo Ship Safety
Construction Certificate or the Cargo Ship Safety
Certificate;
2 1.2.1.2 checking the validity of the Safety Management

Certificate (SMC) and that a copy of the Document of
Compliance (DOC) is on board;
3 1.2.1.3 checking the validity of the International Ship Security

Certificate;
4 1.2.1.4 checking the validity of the International Load Line
Certificate or International Load Line Exemption
Certificate;
5 1.2.1.5 checking the validity of the International Oil Pollution

Prevention Certificate;
6 1.2.1.6 checking the certificates of class, if the ship is classed

with a classification society;
7 1.2.1.7 checking, when appropriate, the validity of the

International Certificate of Fitness for the Carriage of
Dangerous Chemicals in Bulk or the Certificate of
Fitness for the Carriage of Dangerous Chemicals in
Bulk;

International Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk;

International Pollution Prevention Certificate for the
Carriage of Noxious Liquid Substances in Bulk;

International Sewage Pollution Prevention Certificate;

International Air Pollution Prevention Certificate;
12 1.2.1.12 checking that the ship's complement complies with the

Minimum Safe Manning Document (SOLAS 74/00
reg.V/14);
13 1.2.1.13 checking that the master, officers and ratings are

certificated as required by the STCW Convention;
14 1.2.1.14 checking the manning and supervision of survival craft

(SOLAS 74/00 reg.III/10);
15 1.2.1.15 confirming that, where applicable, the approved

documentation for the alternative design and
arrangements is on board (SOLAS 06 reg.III/38);
16 1.2.1.16 checking whether any new equipment has been fitted

and, if so, confirming that it has been approved before
installation and that any changes are reflected in the
appropriate certificate;
17 1.2.1.17 confirming that the fire control plans are permanently

exhibited or, alternatively, that emergency booklets
have been provided and that a duplicate of the plans or
the emergency booklet are available in a prominently
marked enclosure external to the ship's deckhouse
(SOLAS 74/00 reg.II-2/15.2.4) (SOLAS 74/88 reg.II-
2/20);
18 1.2.1.18 confirming that the maintenance plans have been

provided (SOLAS 74/00 regs.II-2/14.2.2 and 14.4);
19 1.2.1.19 confirming that the training manuals and the fire safety
operational booklets have been provided (SOLAS
74/00 regs.II-2/15.2.3, 16.2 and 16.3);
20 1.2.1.20 checking whether any fire has occurred on board

necessitating the operation of the fixed fireextinguishing
systems or the portable fire extinguishers
since the last survey;
21 1.2.1.21 checking, when appropriate, that the ship is provided

with a document indicating compliance with the special
requirements for carrying dangerous goods (SOLAS
74/00/08 reg.II-2/19.4) (SOLAS 74/88 reg.II-2/54(3));
22 1.2.1.22 confirming, when appropriate, that there is a special

list, manifest or stowage plan for the carriage of
dangerous goods (SOLAS 74/88 reg.VII/5(3));
23 1.2.1.23 confirming, when appropriate, that the instruction

manuals for the inert gas system have been provided
and checking from the records of the pressure and
oxygen content that the inert gas system is being
operated correctly (FSSC ch.15) (SOLAS 74/88 reg.II-
2/62);
24 1.2.1.24 checking that log-book entries are being made (SOLAS

74/00 regs.III/19 and 20) and in particular:
25 1.2.1.24.1 the date when the last full muster of the crew for boat
and fire drill took place;
26 1.2.1.24.2 the records indicating that the lifeboat equipment was

examined at that time and found to be complete;
27 1.2.1.24.3 the last occasion when the lifeboats were swung out
and when each one was lowered into the water;
28 1.2.1.24.4 the records indicating that crew members have

received the appropriate onboard training;
29 1.2.1.25 confirming that the training manual and training aids for
the life-saving appliances are available on board in the
working language of the ship (SOLAS 74/00 reg.III/35);
30 1.2.1.26 confirming that the checklist and instructions for

onboard maintenance of the life-saving appliances are
on board (SOLAS 74/00 reg.III/36);
31 1.2.1.27 confirming that a table or curve of residual deviations

for the magnetic compass has been provided, the
compass deviation book has been properly maintained
and a diagram of the radar installations shadow sectors
is displayed (SOLAS 74/00 reg.V/19);
32 1.2.1.28 checking that operational and, where appropriate,

maintenance manuals for all navigational equipment
are provided (SOLAS 74/00 reg.V/16);
33 1.2.1.29 checking that nautical charts and nautical publications

necessary for the intended voyage are available and
have been updated, and, where electronic systems are
used, the required back-up system is provided (SOLAS
74/00 regs.V/19 and 27)
34 1.2.1.30 checking that the International Code of Signals and a

copy of Volume III of the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual have
been provided. (SOLAS 74/00/02 reg.V/21);
35 1.2.1.31 checking that the life-saving signals to be used by

ships, aircraft or persons in distress are available
(SOLAS 74/00 reg.V/29).
36 1.2.1.32 checking that records of navigational activities and

daily reporting have been maintained (SOLAS 74/00/04
reg.V/28);
37 1.2.1.33 confirming that continuous synopsis record is provided

(SOLAS74/02 reg.XI-1/5);
38 1.2.1.34 confirming the availability of the International Anti-

Fouling System Certificate (AFS 2001 Annex 4 reg.2),
when applicable.
39 1.2.2 For the life-saving appliances and the other equipment

of cargo ships the annual survey should consist of:
40 1.2.2.1 examining the fire pumps, fire main, hydrants, hoses

and nozzles and the international shore connection and
checking that each fire pump, including the emergency
fire pump, can be operated separately so that two jets
of water are produced simultaneously from different
hydrants at any part of the ship whilst the required
pressure is maintained in the fire main (SOLAS 74/00
reg.II-2/10.2; FSSC chs.2 and 12) (SOLAS 74/88
regs.II-2/4 and 19);
41 1.2.2.2 checking the provision and randomly examining the

condition of the portable and non-portable fire
extinguishers (SOLAS 74/00 reg.II-2/10.3; FSSC ch.4)
(SOLAS 74/88 reg.II-2/6);
42 1.2.2.3 confirming that the fire fighters' outfits and emergency

escape breathing devices (EEBDs) are complete and in
good condition and that the cylinders, including the
spare cylinders, of any required self-contained
breathing apparatus are suitably charged (SOLAS
74/00 regs.II-2/10.10, 13.3.4 and 13.4.3; FSSC ch.3)
(SOLAS 74/88
reg.II-2/17) (BCH Code ch.III Part E);
43 1.2.2.4 checking the operational readiness and maintenance of

firefighting systems (SOLAS 74/00 reg.II-2/14)
(SOLAS 74/88/91 reg.II-2/21);
44 1.2.2.5 examining the fixed fire-fighting system for the

machinery, cargo, vehicle, special category and ro-ro
spaces, as appropriate, and confirming that its means
of operation is clearly marked (SOLAS 74/00 regs.II-
2/10.4, 10.5, 10.7 and 20.6.1; FSSC chs.5 to 7)
(SOLAS 74/88 regs.II-2/7 and 53);
45 1.2.2.6 examining the fire-extinguishing and special
arrangements in the machinery spaces and confirming,
as far as practicable and as appropriate, the operation
of the remote means of control provided for the
opening and closing of the skylights, the release of
smoke, the closure of the funnel and ventilation
openings, the closure of power operated and other
doors, the stopping of ventilation and boiler forced and
induced draft fans and the stopping of oil fuel and other
pumps that discharge flammable liquids (SOLAS 74/00
regs.II-2/5.2, 8.3, 9.5 and 10.5) (SOLAS 74/88 regs.II-
2/7 and 11);
46 1.2.2.7 checking that fixed carbon dioxide fire-extinguishing

systems for the protection of machinery spaces and
cargo pump-rooms, where applicable, are provided
with two separate controls, one for opening of the gas
piping and one for discharging the gas from the storage
container, each of them located in a release box clearly
identified for the particular space (SOLAS 08 reg.II-
2/10.4.1.5);
47 1.2.2.8 examining, as far as possible, and testing, as feasible,

any fire detection and alarm system (SOLAS 74/00
regs.II-2/7.2, 7.3, 7.4, 7.5.1, 7.5.5, 19.3.3 and 20.4;
FSSC ch.9) (SOLAS 74/88 regs.II-2/11, 13, 14, 53 and
54);
48 1.2.2.9 examining the fire-extinguishing systems for spaces

containing paint and/or flammable liquids and deep-fat
cooking equipment in accommodation and service
spaces (SOLAS 74/00 regs.II-2/10.6.3 and 10.6.4;
FSSC chs.5 to 7) (SOLAS 74/88 reg.II-2/18.7) (BCH
Code ch.III Part E);
49 1.2.2.10 examining the helicopter facilities (SOLAS 74/00 reg.II-

2/18) (SOLAS 74/88 reg.II-2/18.8);
50 1.2.2.11 examining the arrangements for remote closing of

valves for oil fuel, lubricating oil and other flammable
oils and confirming, as far as practicable and as
appropriate, the operation of the remote means of
closing the valves on the tanks that contain oil fuel,
lubricating oil and other flammable oils (SOLAS 74/00
reg.II-2/4.2.2.3.4) (SOLAS 74/88 reg.II-2/15.2.5);
CHECKLIST SEQ INTERMEDIATE - DEC. 2013 Page 6 of 12
51 1.2.2.12 examining and testing of the general emergency alarm

system (SOLAS 74/88 reg.III/20);
52 1.2.2.13 examining the fire protection arrangements in cargo,

vehicle and ro-ro spaces and confirming, as far as
practicable and as appropriate, the operation of the
means of control provided for closing the various
openings (SOLAS 74/00 regs.II-2/10.7, 20.2.1, 20.3
and 20.6.2) (SOLAS 74/88 reg.II-2/53);
53 1.2.2.14 examining, when appropriate, the special

arrangements for carrying dangerous goods, including
checking the electrical equipment and wiring, the
ventilation, the provision of protective clothing and
portable appliances and the testing of the water supply,
bilge pumping and any water spray system (SOLAS
74/00/08 reg.II-2/19 (except 19.3.8, 19.3.10 and 19.4))
(SOLAS 74/88 reg.II-2/54);
54 1.2.2.15 checking that emergency instructions are available for

each person on board and that copies of the suitably
updated muster list are posted in conspicuous places
and that they are in a language understood by all
persons on board and confirming that there are posters
or signs in the vicinity of survival craft and their
launching stations (SOLAS 74/00 regs.III/8, 9 and 37);
55 1.2.2.16 checking that the life-saving appliances are of

international or vivid reddish orange, or a comparably
highly visible colour on all parts where this will assist
detection at sea (LSAC section 1.2.2.6);
56 1.2.2.17 examining each survival craft, including its equipment

and, when fitted, the on-load release and hydrostatic
lock and, for inflatable liferafts, the hydrostatic release
unit and float-free arrangements. Checking that the
hand-held flares are not out of date (SOLAS 74/00
regs.III/20 and 31; LSAC sections 2.5, 3.1 to 3.3);
57 1.2.2.18 for liferafts provided for easy side to side transfer,

verifying that they are less than 185 kg (SOLAS 74/00
reg.III/31.1);
58 1.2.2.19 checking that the falls used in launching appliances

have been periodically inspected and have been
renewed as necessary in the past 5 years (SOLAS
74/00 reg.III/20);
76 1.2.2.37 checking the provision and specification of the pilot

ladders and hoists/pilot transfer arrangements (SOLAS
74/00 reg.V/23);
77 1.2.2.38 checking that the means of embarkation and

disembarkation from ships for use in port and in portrelated
operations, such as gangways and
accommodation ladders, are in satisfactory condition,
as applicable (SOLAS 08 reg.II-1/3-9);
78 1.2.2.39 checking, when appropriate, the provision of an

appropriate instrument for measuring the concentration
of gas or oxygen in the air together with detailed
instructions for its use (SOLAS 08 reg.VI/3).

of cargo ships, concerning the additional requirements
for oil tankers the annual survey should consist of:
80 1.2.3.1 checking the deck foam system, including the supplies

of foam concentrate and testing that the minimum
number of jets of water at the required pressure in the
fire main is obtained (see (EA) 1.2.2.1) when the
system is in operation (SOLAS 74/00 reg.II-2/10.8;
FSSC ch.14) (SOLAS 74/88 reg.II-2/61);
81 1.2.3.2 examining the inert gas system (SOLAS 74/00 reg.II-

2/4.5.5; FSSC ch.15) (SOLAS 74/88 reg.II-2/62), and in
particular:
82 1.2.3.2.1 examining externally for any sign of gas or effluent

leakage;
83 1.2.3.2.2 confirming the proper operation of both inert gas

blowers;
84 1.2.3.2.3 observing the operation of the scrubber-room

ventilation system;
85 1.2.3.2.4 checking the deck water seal for automatic filling and
draining;
86 1.2.3.2.5 examining the operation of all remotely operated or

automatically controlled valves and, in particular, the
flue gas isolating valves;
87 1.2.3.2.6 observing a test of the interlocking feature of soot

blowers;
88 1.2.3.2.7 observing that the gas pressure regulating valve

automatically closes when the inert gas blowers are
secured;
89 1.2.3.2.8 checking, as far as practicable, the following alarms

and safety devices of the inert gas system using
simulated conditions where necessary:
90 1.2.3.2.8.1 high oxygen content of gas in the inert gas main;
91 1.2.3.2.8.3 low pressure in the supply to the deck water seal;
92 1.2.3.2.8.4 high temperature of gas in the inert gas main;
93 1.2.3.2.8.5 low water pressure or low water-flow rate;
94 1.2.3.2.8.6 accuracy of portable and fixed oxygen-measuring

equipment by means of calibration gas;
95 1.2.3.2.8.7 high water level in the scrubber;
96 1.2.3.2.8.8 failure of the inert gas blowers;
97 1.2.3.2.8.9 failure of the power supply to the automatic control

system for the gas regulating valve and to the
instrumentation for continuous indication and
permanent recording of pressure and oxygen content in
the inert
gas main;
98 1.2.3.2.8.10 high pressure of gas in the inert gas main;
99 1.2.3.3 checking, when practicable, the proper operation of the

inert gas system on completion of the checks listed
above (FSSC ch.15) (SOLAS 74/88 reg.II-2/62);
100 1.2.3.4 examining the fixed fire-fighting system for the cargo
pump rooms (SOLAS 74/00 reg.II-2/10.9) (SOLAS
74/88 reg.II-2/63) and confirming, as far as practicable
and when appropriate, the operation of the remote
means for closing the various openings;
101 1.2.3.5 checking condition and operation of water spray and air
supply systems that are in totally enclosed lifeboats
and have self-contained air support systems (LSAC
sections 4.4 and 4.6 to 4.9);
102 1.2.3.6 checking protection of cargo pump room (SOLAS 74/00
reg.II-2/4.5.10), and in particular:
103 1.2.3.6.1 checking temperature sensing devices for bulkhead

glands and alarms;
104 1.2.3.6.2 checking interlock between lighting and ventilation;
105 1.2.3.6.3 checking gas detection system;
106 1.2.3.6.4 checking bilge level monitoring devices and alarms
107 1.3.2.2 confirming, during the examination of the fixed firefighting

system for the machinery, cargo, vehicle,
special category and ro-ro spaces, that, as appropriate,
any foam compounds and the CO2 capacity have been
checked and that the distribution pipework has been
proved clear (SOLAS 74/00 regs.II-2/10.4, 10.5, 10.7
and 20.6.1; FSSC chs.5 to 7) (SOLAS 74/88 regs.II-2/7
and 53);
108 1.3.2.3 testing the operation of the remote means of control

provided for the opening and closing of the skylights,
the release of smoke, the closure of the funnel and
ventilation openings, the closure of power operated and
other doors, the stopping of ventilation and boiler
forced and induced draft fans and the stopping of oil
fuel and other pumps that discharge flammable liquids
(SOLAS 74/00 regs.II-2/5.2, 8.3, 9.5 and 10.5) (SOLAS
74/88 reg.II-2/11);
110 1.3.2.4 testing any fire detection and alarm system (SOLAS
74/00 regs.II-2/7.2, 7.3, 7.4, 7.5.5, 19.3.3 and 20.4;
FSSC ch.9) (SOLAS 74/88 regs.II-2/11, 13, 14, 53 and
54);
111 1.3.2.5 testing, as feasible, the fire-extinguishing system for

spaces containing paint and/or flammable liquids and
deep-fat cooking equipment in accommodation and
service spaces (SOLAS 74/00 regs.II-2/10.6.3 and
10.6.4; FSSC chs.5 to 7) (SOLAS 74/88 reg.II-2/18.7);
112 1.3.2.6 testing the remote closing of valves for oil fuel,
lubricating oil and other flammable oils and the
operation of the remote means of closing the valves on
the tanks that contain oil fuel, lubricating oil and other
flammable oils (SOLAS 74/00 reg.II-2/4.2.2.3.4)
(SOLAS 74/88 reg.II-2/15.2.5);
113 1.3.2.7 testing the operation of the means of control provided

for closing the various openings for the cargo, vehicle,
special category and ro-ro spaces (SOLAS 74/00
regs.II-2/5.2 and 20.3) (SOLAS 74/88 reg.II-2/53);
114 1.3.2.8 Testing, as feasible, the helicopter facilities (SOLAS

74/00 reg.II-2/18) (SOLAS 74/88 reg.II-2/18.8).
for the additional requirements for oil tankers the
periodical survey should consist of:
116 1.3.3.2 confirming during the examination of the fixed firefighting

system for the cargo pump rooms that, as
appropriate, any foam compounds have been checked
and that the distribution pipework has been proved
clear
(SOLAS 74/00 reg.II-2/10.9; FSSC chs.5 to 7) (SOLAS
74/88 reg.II-2/63) and checking the operation of the
remote means for closingthe various openings.
SUMMARY
Q) SAFCON SURVEY
Q) CAN YOU FIT AUX ENGINE GOVERNOR ON MAIN ENGINE AND
BASIC DIFFERENCE BETWEEN BOTH ?
A)
All marine vessels need some sort of speed control system to control and govern the speed of main engine used for
For propulsion. It would be really impractical and dangerous to have a ship without speed control mechanism fitted
on it , and can lead to accidents such as grounding or collision . the speed control mentioned above is achieved with
the help of governor . Main role of governor is not to increase or decrease speed which can be done via fuel control
system ( similar to accelerator of your car ) but once the speed of the engine is set , the job of governor is to
maintain that despite variations in load. In other words governor controls the speed variations and keeps the speed
within restrained limits despite these variations . As per IAcs each main engine is to be fitted with a speed governor
so adjusted that the engine speed cannot exceed the rated speed by more than 15 % .
Generator on board ship needs to maintain a constant frequency . To maintain constant frequency the prime mover
should run at constant speed . so the governor fitted on this type of prime mover should maintain constant speed to
maintain constant frequency . AS per IACS each generator should be fitted with speed governor which will prevent
transient frequency variations in the electrical network in excess of or + 10 % of the rated frequency .
So it can be concluded that governor fitted on main engine is a constant load governor . it maintains constant load at
different speed setting set by fuel lever. Where as the governor fitted on the generator is a constant speed governor
. it maintains engine rated speed despite the load variations .
Q) Life Boat davit maintenance with duration of maintenance
Xq static and dynamic load test of L/B
Xq if manual is lost then how will you calculate how much load to carry out .
A) LSA - Maintenance & Tests as per IMO MSC circ 1206

Various types of Life boats
1.Open type life boat max 150 persons

2.Semi closed life boat max 150 persons
3.Fully enclosed life boat max 300 persons
4.Enclosed with sprinkler & Air Supply
5.Free fall life boat Compulsory for Bulk carriers
Few LSA Requirements
1.Min 5Knots in calm water, 6hrs fuel capacity

2.Able to launch 20deg list & 10 deg trim
3.Lowering speed maximum 36m/min
4.@ Full Speed when brake applied 1mtr drop allowed.
5.Hand gear should not rotate while lowering / heaving (with power).
6.Rescue boat hoisting speed 0.3m/sec minimum
7.FPD FOS 2.2 , Falls FOS 6.0, Structures FOS 4.5
8.Person weight Passenger ship 75kg, cargo ships 82.5
a. Davit
1. Davit structure, in particular with regard to corrosion, misalignments,

deformations and excessive free play;
2. Wires and sheaves, possible damages such as kinks and corrosion;
3. Lubrication of wires, sheaves and moving parts;
4. Functioning of limit switches;
5. Stored power systems; and
6. Hydraulic systems.
b. Winch
1. Open and inspect brake mechanism;

2. Replace brake pads, if necessary;
3. Remote control system;
4. Power supply system; and
5. Winch foundation.
c. Lifeboats
1. Condition of lifeboat structure including fixed and loose equipment;

2. Engine and propulsion system;
3. Sprinkler system, where fitted;
4. Air supply system, where fitted;
5. Maneuvering system;
6. Power supply system; and
7. Bailing system.
d. On Load Release and Retrieval gear
1. Operation of devices for activation of release gear;

2. Excessive free play (tolerances);
3. Hydrostatic interlock system, where fitted;
4. Cables for control and release; and
5. Hook fastening.
6. Safety Warning Plates
Various LSA tests
1.For BOAT only - Impact test ,Over load test, Capsize test, Free fall test.
2.Davit only- Proof load test Install /Maj. repair -2.2times,100 Swung Fwd/Aft
3.Operational test - 1.1times ability to lower 100 trim / 200 list.
4.Empty boat winch test Annually, class / Authorized w/shop
5.On load / Off load release test Annually with empty boat
6.Dynamic winch test 5 yrly, 1.1times lower 3mtrs not to creep >1mtr.
7.Operational test of OLRRS 5 yrly, 1.1times
8.Static load winch test - 5 yrly, 1.5times lower 1round from drum & Hold
9.Falls are renewed - 5 yrly Non-rotating, Non kinkable, non corrosive.
10.Rescue boat recovery Speed test 0.3m/sec.
LSA -Certification
1.A Proof load-test certificate for the davits, with deck structural drawing
location and Equipment I/D. signed by the mechanical eng and surveyor.
2.A sketch showing position of davits before, during and after load-test
3.A NDT report showing the condition of the supporting welding before and
after the load-test.
4.A Operational-test certificate for the davits,
5.A Operational-test certificate for OLRRS
6.A Static load-test certificate for the davits,
7.A dynamic load-test certificate for the davits, signed by the mechanical
eng and surveyor.
8.Life Boat Manufacturers Test Certificate.
9.Falls Manufacturers Test Certificate.
Dynamic Winch Brake Test
1. Annual testing should be done by lowering the empty boat at its max
lowering speed and before the boat enters the water, the brake should be
abruptly applied. OLRRS to be tried out in On load & Off Load methods
2. The five-year test by lowering the boat loaded to 1.1 times the weight of
the survival craft or rescue boat and its full complement of persons and
equipment. at max lowering speed and before the boat enters the water, the
brake should be abruptly applied and stoppage of boat within 1 Mtr. Falls are
renewed - Non-rotating, Non kinkable, non corrosive.
3. Following these tests, the brake pads and stressed structural parts should
be re-inspected.
OLRRS test of on-load release (Annually empty & 5yr 1.1 times)
1. Position the lifeboat partially into the water such that the mass of the boat
is substantially supported by the falls and the hydrostatic interlock system is
not triggered. Breaking glass & Bye passing interlock Indicator Green to Red
2. Operate the on-load release gear, after removing the Lock pin
3. Reset the on-load release gear.(Green= Locked ,Red=Open & ready to
launch)
4. Examine the release gear and hook fastening to ensure that the hook is
completely reset and no damage has occurred. OLRRS test of off-load release (Annually
empty & 5yr 1.1 times)
1. Position the lifeboat fully waterborne;
2. Operate the off-load release gear;
3. Reset the on-load release gear; and
4. Recover the lifeboat to the stowed position and prepare for operational
readiness.
Operational test of free-fall lifeboat release function:
1. Engage the simulated launching arrangements as specified in the

manufacturers operating instructions.
2. The operator should be properly seated and secured in the seat location
from which the release mechanism is to be operated.
3. Operate the release mechanism to release the lifeboat.
4. Reset the lifeboat in the stowed configuration.
5. Repeat procedures 2 to 4 above, using the back-up release mechanism,
when applicable.
6. Remove the simulated launching arrangements; and
7. Verify that the lifeboat is in the ready to launch stowed configuration.
Proof Load-test Procedure
A thorough examination of the sheaves, wire ropes, winch and attachments

should be carried out to ensure all these components are in working order
and well lubricated and greased. Test weights and load cell are certified.
1. The Safe Working Load (SWL test) weight is attached to the davit ropes
and the winch operated to raise the weight to the normal height that the
lifeboat would be stowed.
2. The winch brake is released and the weight allowed to free-fall a few
meters before being applied again. The weight should stop and not creep
downwards. Any deviation from this will require the winch brake to be
adjusted.
3. The positions of the davits are again measured and any deflections
recorded.
4. This procedure is repeated, this time using the proof load weight. (The
proof load is 2.2 times the weight of a fully laden boat including
equipment, plus the weight of the max number of persons it can carry.)
5. The positions of the davits are recorded before & after applying load using
the theodolite and any deflection noted. they should return to their
original position once the loads have been removed
6. The supporting welding is then subjected to post test NDT, and the data
recorded.
If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the wire falls
used for replacement should be approved by Mercantile Marine Department (MMD).
If wire falls are replaced while the vessel is overseas, the falls should be approved by a
member of International Association of Classification Society (IACS), subject to the
condition that it complies with the applicable IMO standards.
Dynamic test annually without load lower the boat at its max capacity and then abruptly aaply
the brakes.
Five yearly 1.1 times the (weight of boat + wt of Equipments + 82.5 * total crew as per
accommodation which can be allowed ) .
Static load test 5 yearly 1.5 times (weight of boat + wt of Equipments + 82.5 * total crew as per
accommodation which can be allowed). After the test check the deformation of brakes and to be
done with FPD
Proof Load test 2.2 times (weight of boat + wt of Equipments + 82.5 * total crew as per
accommodation which can be allowed) . After the test check the deformation of brakes and to be
done with FPD
Q) Damage Stability criteria

To draw statical stability curve from cross curves of stability
1.Enter the ships displacement along the horizontal axis.
2.Draw a vertical line at the ship's displacement.
3.The displacement line will cross each "angle of inclination" curve at various
points.
4.The righting arm for each angle of inclination is read along the vertical axis
5.Each righting arm is plotted at the corresponding angle of inclination on the
"Statical Stability Curve Plotting Sheet" or on regular graph paper.
Intact Stability: - a) Static Stability b) Dynamic Stability

Static Stability :-
1.Stability information outside water is calm
2.It expressed in GM Up to 10deg of heel & GZ above 10deg.
3.At two different angle of heel GZ will occur same
Dynamic Stability(Ships Ability to Restrict External Heeling Force)
1.Energy required to heel the ship from upright to an angle of heel
2.Considering the dynamic behavior of sea
3.Expressed in terms of MJ / tons-m Rad.
4.Area under curve X Displacement
5.At two different angle of heel Dynamic stability is not same
A) 1.Intact Stability Criteria of Ship Reg 27
1.Initial GM min 0.15m

2.Area of GZ curve not less than
a.Up to 300 - 0.05 m rad
b.Up to 400 - 0.09 m rad
c.400 to 300 - 0.03 m rad
d.f to 300 - 0.03 m rad
3.GZ shall be min 0.2m at an angle of heel 300
4.Max GZ occur preferably exceeding 300 & not less than 250
5.Max 100 of heel due to turning circle Passenger Ship
6.Max 100 of list due to crowding at one side - passenger
Elements affecting stability should be taken into account like beam wind of ships with large
windage area, icing of top side, water trapped on deck, rolling characteristics, following seas
Safe margin should be there for elements which reduce stability during voyage, regarding being
given to addition of weight, such as those due to absorption of water and icing and to losses of
weights such as those due to store and fuel.
2. DAMAGE STABILITY CRITERIA (All ships)
1.Final water line below progressive flooding point (say vent heads)
2.Angle of heel 150max if deck immersed
3.Angle of heel 170max if deck not immersed
4.Range of stability 200 beyond angle of equilibrium
5.GZ 0.1mtr
6.Area under GZ curve min 0.0175mrad.
Damage criteria for Dry ships
For cargo vessels B60, B100 Freeboard Regulation 27 of ILLC
Extent of damage, ILLC Regulation 27.
Maximum damage allowed in case of B60 is loss of one compartment,
In case of B100 LOSS of two adjacent compartments.
Longitudinally:1/3 L2/3 or 14.5 meters
Transverse:B/5 or 11.5 meters
Vertical: full depth.
SUB DIVISION & DAMAGE STABILITY

Calculating new Draught after damage 1. Added Weight 2. Lost Buoyancy Method
These are to be applied depending on the type of ship.
1. Deterministic Method
i.Deck Line
ii.Margin Line
iii.Sub division length
iv.Sub division Draught
v.Floodable Length
vi.Curve of Floodable Length
vii.Factor of Sub division
viii.Permeability
2. Probabilistic method
Deterministic Approach:
In this approach the ships subdivision is based on the theoretical principles.
It is based on standard dimension of damage extending anywhere along the ships
length or between transverse bulkheads depending on the relevant requirements
1) The consequence of such standard of damage is the creation of a group of
damage cases, the no. of which and as well as no. of compartments involved in
each case, depends on ships dimensions and internal sub-divisions.
2) For each loading condition, each damage case is to be considered and all
applicable criteria are to be complied with.
3) Different deterministic methods in damage stability have been developed
depending on ships type, on freeboard reduction and the kind of cargo carried.
4) The deterministic method to be applied for passenger ships, oil tankers,
chemical tankers, gas carriers and special purpose ships.
5) The deterministic method to be applied in cases of free board reduction.
Probabilistic Approach:
The probabilistic method applies to cargo ships of length more than 80 m and for
which no deterministic method applies.
1) The probabilistic method was devised in the year 1973.
2) This showed a pattern in accidents which could be used in improving the
design of the ships. For eg: Most damage was sustained in the forward part of the
ship hence it seemed logical, to improve the standards of subdivisions forward
rather than towards the stern.
3) The probabilistic method is based on statistical evidence concerning what
actually happens when ships collide, in terms of sea state and weather conditions,
extent and location of damage, speed and course of the ship and whether the ship
survived or sank.
4) Probabilistic concept is believed to be more realistic than deterministic
5) It is based on three probabilities related to sub-division and damage stability
requirements:
1) Probability that the ship may be damaged (Prob. of occurance)
2) Probability as to the location of damage and extent of flooding Depends on
arrangement of W/T sub-divisions which have a direct influence on the location and
extent of hull damage.
3) Probability to assess the ability of the ship to survive in flooded Situation
(Probability of Survival)Depends on the buoyancy and stability in flooded condition
which will further depend on the following:-
a) Location and extent of damage
b) Permeability of flooded space
c) Draft and stability before flooding

d) Applied forces and moments
the probability of survival after collision as a measure of ship safety in damaged
condition, referred to as ATTAINED SUB-DIVISION INDEX A and
a REQUIRED SUB-DIVISION INDEX R which is defined by IMO in terms of
persons and size of vessel Criteria
ATTAINED SUB-DIVISION INDEX (A) >REQUIRED SUB-DIVISION INDEX (R)
6) The damage stability calculations are performed for a limited no. of drafts
and relevant GM values in order to draw a minimum GM curve, where the attained
subdivision index A achieves the minimum required level of safety R.
7) For cargo ships, each case of damage is not required to comply with the
applicable criteria, but the attained index A, which is the sum of contribution of all
damage cases, is to be equal or greater than R.
The subdivision of a ship is considered sufficient if the attained subdivision index A
is greater than the required sub division index R.
The partial indices As, Ap, Al should not be less than 0.9R for passenger ships and
0.5R for cargo ships.
The attained sub division index A is obtained by the summation of the partial
indices calculated for the drafts ds, dp & dl as per below formula.
A = 0.4As + 0.4Ap + 0.2A1
Where ds = deepest sub division draft
dp = partial sub division draft
dl = light service draft
Each partial index is a summation of contribution of all damage cases taken into
consideration using the below formula
Where A = Pi x Si
i = represents each compartment or group of compartment under consideration
Pi = accounts for probability that only the compartment or group of compartments
under consideration may be flooded disregarding horizontal sub-divisions.
Si = accounts for the probability of survival after flooding of compartments or group
of compartments under consideration including effects of horizontal sub-divisions.
Required sub division index R
The degree of subdivision to be provided shall be determined by the required sub
division index R which is as follows:
For cargo ships greater than 100m in length (Ls)
R = 1 - 128
Ls + 152
Which is fixed for the ship as per the size and no of persons.
DAMAGE STABILITY INFORMATION FOR SHIP MASTERS
1) A curve of Minimum operational GM versus DRAUGHT. (Complying with Intact
stability, sub-division & damage stability requirements) OR A curve of Maximum
allowable KG versus DRAUGHT
2) Instructions for operation of cross flooding arrangements.
3) Other data and aids which may be required for maintaining stability after
Damage
Q) HOLE IN SHIP SIDE WHAT AND HOW WILL YOU REPORT.?
Basically shell expansion plan is bottom shell n side shell put on same
drawing
Bottom most keel plate is named k
Rest frm bottom to top in A,b,c order..with topmost shear plate as S
Frames r numbered with 1 starting frm aft
A B C indicate grade of steel
This I explained roughly
B
6.10 Shell Plate Terminology and Shell Expansion Plan
Refer to the Shell Expansion Plan when we want to check the size, type and
thickness of a shell plate in which damage has occurred. The Shell Expansion
Plan shows the bottom shell and side shell on one sheet of drawing with a
1:2 scale for units in the longitudinal and transverse (vertical) directions.
That is, if the scale in the length direction is 1:100, the scale in the width
direction is 1:50. In addition to shell data, the positions of holds and tanks,
frame spacing and dimensions of all frames are also shown in this drawing.
Plates on the shell are named as follows:
K for keel plate; plates adjacent to the keel starting from the garboard
strake are named sequentially as A, B, C, D, E, F, G, H, J, L (not K as "K" is
used for the keel plate; not "I" as it is likely to be misunderstood for some
other symbol). The topmost strake (sheer strake) is named S (using the
initial letter of sheer strake). For the same strake (say H-strake), the plates
are numbered 1, 2, 3, and so on, starting from aft and proceeding forward.
The fore and aft parts of the hull are slender, and the plates are narrow;
therefore, at the stern, the plates adjacent to the C strake and nearer to the
centre are divided into two strakes, C and D, while at the bow, the C and D
strakes are combined to form the C strake. The tank top and bulkheads that
fall on the side shell are indicated by broken lines; the frames are indicated
by single dot and dash lines. The number above mark is the plate
thickness to distinguish it from other values. Class D, Class E, etc. indicating
the kinds of steel, such as D class steel etc. The mark (<) shows a joint in
the breadth direction of the plate; a long S shows a joint in the length
direction or a block joint.
Fig.
What are the different types of

plates & grade of steel used in ship
building,
Shipbuilding steel material can be divided into two different parts according to its tensile strength, that is
general strength shipbuilding steel and high strength shipbuilding steel. A, B,D, E, these grades belongs to general
strength shipbuilding steel material,AH32, AH36, AH40, DH32, DH36,DH40, EH32, EH36, EH40, FH32,EH36, FH40, API
2HCR50 belongs tohigh strength steel material .
which grade has more strength and which has lowest

HT are the Hull structural steel, with it's good toughness properties, higher strength,
strong corrosion-resistance, the processing properties, and welding properties.
This kind of steel can be used in the manufacture of the ocean ship's hull structure
whose weight is above 10000 tons.
The numeric to indicate tensile & yield strength whereas alphabetic indicates notch
strength.
tensile strength ratio between stress & strain. Yeid strength
tensile strength of plate in ship building 300MPa to 700MPa
largest bare plate on ship 4mtr x 18mtr x thk mm
plate received in dd how will you conform if plate is of correct specification,
Certificate , grade, stamping, what is there in plate certificate stamping by class
Block Building in Ship Construction
Ship is constructed by using blocks i.e fwd block, cargo space blocks, superstructure
block & aft section block. Then all these blocks are connected together to form a ship.
why doubler are not allowed
Local doublers are normally only allowed as temporary repairs, except as original compensation
for openings, within the main hull structureThe objections to their use are both on technical and
operational grounds.
Hull girder structural components of a ship are basically rolled shapes or built-up sections that
are composed of plate elements (flat plates). The strength of these structural components is
usually governed by local buckling of these plate elements or flat plates that make up the crosssection.
Such local buckling means that the buckled element will no longer take its
proportionate share of any additional load the column is to carry. This also means that
efficiency of the cross section is reduced. The factors to consider for doublers are
The type of material that both the base structure and the doublers are made of,
The location of the doubler plate within the base structure,
The end conditions of the base plate,
The degree of corrosion and cracking on base plate,
The type of welding along the perimeter of the doubler plate
----A heat number is an identification coupon number that is stamped on a

material plate after it is removed from the ladle and rolled at a steel mill.
Industry quality standards require materials to be tested at the manufacturer
and the results of these tests be submitted through a report, also called a MillSheet, Mill Certificate
or Mill Test Certificate (MTC). The only way to trace a
steel plate back to its Mill Sheet is the Heat Number. A heat number is similar
to a lot number, which is used to identify production runs of any other product
for quality control purposes.
"
Q) How is IMO convention ?

Q) ClC, LLMC,fund, Bunker convention ,Hong kong convention, ILLC

convention
A) All About conventions
Q What are types of marine policies taken by ship ?
A)
A. Hull & Machinery
1.Paramount Clause :- 1.War & Strike exclusion 2. Terrorist, Political &

Malicious act exclusions 3.Nuclear & specified weapon exclusions, shall
override contained in this insurance inconsistence herewith.
2.Institute Warranty Navigational Limit & Restricted cargo with periods
3.Sister ship adjusted with applicable arbitration
4.New for Old No deduction as depreciation
5.Fixed & Floating objects - 3/4th & 4/4th
6.Running down - 3/4th & 4/4th
a.Single liability First setting off liability, and then apply limitation.
b.Cross liability First apply limitation and balance liability applied
7.Sue & Labor incurred to avert / minimize loss
8.General Average contribution in common adventure loss
9.General Average Absorption- total contribution in GA subject to conditions
10.Deductibles: - it is an agreed amount to deduct in each claim to ensure
the owners participation. Based on deductibles premium varies. It may
be zero to million depends contract. It is not applicable in case of total
loss claim.
11.Inchmaree, Latent defect, Liner negligence - Clause
a. Perils Covered -normal
1.Perils of the seas rivers lakes or other navigable waters
2.Fire, explosion
3.Violent theft by persons from outside the Vessel
4. Jettison
5. Piracy
6.Breakdown of or accident to nuclear installations or reactors
7.Contact with aircraft or similar objects, or objects falling there from, land conveyance,
dock or harbour equipment or installation
8.Earthquake volcanic eruption or lightning.
9.accidents in loading discharging or shifting cargo or fuel
b. Perils Covered not by want of due diligence by owners, managers
1.loss or damage by bursting of boilers or breakage of shafts
2.loss or damage by any latent defect in the H&M
3.loss or damage by negligence of Master Officers Crew or Pilots
4.Loss or damage by negligence of repairers or charterers provided such repairers or
charterers are not an Assured under this insurance.
5.loss or damage by barratry of Master Officers or Crew
c. Additional perils covered subject to agreed & additional premium
1.Replacing / repairing bursting of boilers or breakage of shafts defect
2.Replacing / repairing any latent defect in the H&M.
3.Replacing / repairing any loss due to incompetence / misjudgment
Exclusions General :- as same as Common
Exclusion in Particular hulls (to be covered by P&I / additional)
1.Loss of cargo or personal property of insured vessel RDC / FFO
2.Loss of life, injury etc to any vessel RDC / FFO
3.Wreck removal of ship / cargo to any vessel RDC / FFO
4.Pollution due to collision /accident by any vessel
5.Special compensation to salvage
6.Change of Flag, Owner ship or Management (unless agreed by insurer)
7.Bottom treatment of other than damaged plates / renewal plates.
8.Wages & Maintenance of Crew (except in GA, allowed Removal & trials)
B. CARGO INSURANCE
Risk clause C
1. Fire or explosion
2. grounding/stranding
3. over turning/derailment
4. Collision with vessel/craft or any object
5. Discharge at port of distress
6. Earth quake/volcanic eruption
7. GA sacrifice
8. Washing overboard/jettison
Risk clause- B (+C)
9. Entry of sea water
10. Total loss of any cargo during loading/discharging
Risk clause- A (+B+C)
11. loss/damage due to GA as well as Salvage charges covered
12. Both to blame collision clauses: - any liability that may arise from
the carrier, in respect of this clause in the contract of affreightment will
be indemnified. Insurer also agrees to defend the cargo owner against
any claim from the carrier.
Duty of the Assured clause (A, B, C)
To take such measures to minimize /avoid damage /loss of cargo. To ensure all
rights against carriers/bailees or third parties are preserved and exercised. The
underwriters will reimburse any expenditure reasonably incurred for such
measures taken.
Exclusions General: - as same as Common
Exclusions - Cargo: -covered with additional premiums cover
1. Strike & War etc
2.Change of voyage
C. Protection & Indemnity CLUBS Mutual Insurance

P&I Club provides cover for open-ended risks that traditional insurers are
reluctant to insure. Typical P&I cover includes: a carrier's third-party risks
for damage cause to cargo during carriage; war risks; and risks of
environmental damage such as oil spills and pollution. In the UK, both
underwriters and P&I clubs are subject to the Marine Insurance Act 1906
Associations of member shipowners and charterers, owned and controlled by
the insured shipowner or charterer members, for the purpose, basically, of
mutual insurance against third party liabilities which arise in connection
with the operation of ships.
Traditionally protection for 1/4th Collision & Indemnify for cargo liabilities.
Functions of P&I clubs -
1.Are controlled by boards of directors representing the shipowner members.
2.Large Claims approved by the directors at meetings before payment is made.
3.Are managed by firms of insurance experts, maritime lawyers and mariners.
4.Operate on a non-profit-making basis.
5.information bulletins, handbooks and videos aimed at owners and ships officers
6.entered ships may be subjected to random ship inspections concentrating on the
management of the vessel.
7.Provide assistance to ship / office in dealing matter likely to raise claims.
Leading 13 clubs are associated to form International Group of P&I to
provide International Group Pool and Excess Loss Reinsurance contracts, and
to monitor the transfer of business between member clubs under the terms
of the International Group Agreement.
What Is Pooling ( sharing risks between Clubs under IG )
under the auspices of the International Group Club members contribute to the
clubs common risk pool according to the Pooling Agreement's rules which defines
the risks that are to be pooled and exactly how these are to be shared between the
participating Clubs. The Pool provides a mechanism for sharing all claims in excess
of US$9 million up to a limit of about US$4.5 billion. If the risk pool cannot cover
current claims, the club members will be asked to pay a further call. If the pool has
a surplus, the club will ask for a lower call the following year or make a refund to
members.
What is re-insurance
The International Group arranges a market reinsurance contract to help the Pool
deal with claims which exceed $80 million. This is the largest single contract in the
world's marine insurance market.
Tonnage category 2015/16 rate usd per gt
1.Tanker, carrying persistent oil as cargo 0.7317
2.Tankers, carrying non-persistent oil as cargo 0.3138
3.Dry cargo vessels 0.4888
4.Passenger vessels 3.7791
5.A premium of US cents 0.25 per GT will be deemed attributable to
Terrorist risks and will be included within the overall premium.
Method of Fund Collection

1. Total Estimated Call During Entry based on the Company, Fleet type, Fleet
Size, Past Performance, Flag, Management & crew is fixed for 12months.
2.Advance Call every Feb20th an advance amount of the Total Estimated Call.
3.Increased Call Additional Premium based on special cover.
4.Supplementary Call to Balance books if claims are heavier than expected.
5.Surplus Refund Call - adjusted if claims are lesser than actual.
6.Over spill call in case of unexpected extraordinary burden.
7.Return of call In layup without cargo more than 30days on pro-rata basis
8.Release Call in open year policy after termination to adjust supplement calls
Method of Handling Claims
1.Up to 9m USD by individual Club
2.71m to 80m USD by International group Pool
3. 80m to 2000m USD by Excess loss Re-insurance
4. 2000 USD & above by overspill calls
5.Limitation to Oil Pollution single Claim 1billion USD
6.Limitation to any Passengers Claim 2 billion USD.
7.Limitation to passenger & Crew 3 billion USD.
8.Limitation to any single largest Claim 4.35 billion USD.
9.Standard maximum limit of USD 10 m per event crew Cover
10.Standard maximum limit of USD 500 m per ship war risk Cover
P&I COVERS
1) Crew members liability for injury, illness or death, hospitalization & allied
expenses.
2) Personal injury to or loss of life of stevedores
3) Personal injury or illness or loss of life of passengers or others.
4) Loss of personal effects
5) Diversion expenses incurred for the ship in order to obtain treatment for an
injured or sick person on board or for the purpose of landing stowaways
6) th of collision & Fixed, Floating Object liability
7) Oil pollution liability
8) Liabilities under contracts & indemnities
9) Wreck liabilities
10) Cargo liabilities
11) Cargos proportion of General Average or Salvage
12) Certain expenses of Salvers
13) Fines
14) Legal costs
15) Omnibus cover
Exclusions by Club claims
1.ad valorem Bs//L;
2.deviation;
3.delivery of cargo at a port other than port specified in the contract of
carriage
4.failure to arrive or late arrival at the port of loading ;
5.delivery of cargo without B/L;
6.ante-dated or post dated B/L;
7.clean B/L in respect of damaged cargo;
8.deck cargo carried on terms of an under deck B/L;
9.arrest or detention of an entered ship.
Insurance :- Minimize the risk of loss by spreading to others
Double Insurance :- two covers taken for single property
Co / Mutual insurance two or more insurer cover the property
Re insurance Insurer invest the part of premium in insurance industry to

protect self.
MARINE INSURANCE
1. It is a contract between 1st party owner (assured) and 2nd party (insurer).
2. Insurer compensates assured for his liabilities by his property ship against
payment of premium amount for specific period of time /voyage.
3. Some liabilities to the 3rd party also covered.
4. Civil liability for oil Pollution is the only compulsory insurance.
5. Mutually Agreed Value or Actual Cash value of the ship is sum insured.
6. In case of under value insurance, balance by self insurance.
7. No depreciation applicable.
Fundamentals of insurance
1.Indemnity (No profit making. Compensate Restore to original / assured value)

a.Contribution if Dual insurance no double claim/ claim more value
b.Subrogation after claim no rights on damaged item/ claim from 3rd party
2.Insurable Interest No Gamming or Wagering Contract
3.Utmost Good faith
a.1st party Disclosure of genuine information / not hiding facts
b.2nd Party Not compensating for loss unreasonably
4.Doctrine of Proximately Caused when there is a chain of events leading to
a loss, the proximate cause is most dominant & not the nearest cause in time
The insurer is liable for any loss proximately caused by a peril insured
against, but, subject to the same conditions, he is not liable for any loss not
proximately caused by a peril insured against
As per Marine Insurance Act Policies are subject to
1. Warranties
2. Conditions - Deviation, Delay, Change of Voyage.
Warranties: - Promise by Insured as part of contract. Breach of warranty is loss of

cover. If shipowner intending to breach any warranty should notify his insurer &
agree to any amended conditions imposed and pay any additional premium to keep
cover valid.
a.Implied warranties 1.Seaworthyness 2. Legality
b.Expressed warranties 1.Particular Class 2. Trading limits
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. Deviation Excuse clause wrt safety available.
Delay:-
the adventure insured must be prosecuted throughout its course with

reasonable dispatch and if it is not, the insurer is discharged from liability from
the time when the delay became unreasonable .
Change of Voyage :-
after commencement of the risk, the ships departure or

destination port are voluntarily changed from that stated in the policy, there is a
change of voyage and unless the policy provides, the insurer is discharged from
liability from the time of the change. It is immaterial that the ship may not have left
the course of the voyage contemplated by the policy when the loss occurs
Excuses for the above cases
1.where authorized by any special term in the policy;

2.where caused by circumstances beyond the control of the master or employer
3.where reasonably necessary so as to comply with an express or implied
warranty;
4.where reasonably necessary for the safety of the ship or subject matter
5.for the purpose of saving human life or aiding a ship in distress
6.for the purpose of obtaining medical or surgical aid for any person onboard; or
7.where caused by barratry of the master or crew, if barratry is an insured peril.
Insurer is not liable for loss in following
1.Breach of contract ,Warranties & Fundamentals of insurance

2.Any loss due to willful misconduct / want of due diligence by assured.
3.Ordinary wear and tear, ordinary leakage and breakage, inherent vice
or nature of the subject matter insured.
4. Damage to subject matter not proximately caused by maritime perils.
5. Any loss proximately caused by rats or vermin.
6.The insurer on ship or goods is not liable for any loss proximately
caused by delay, although the delay is caused by a peril insured
against.
7.Insolvency or Financial default of the owner.
8.Claims not made in stipulated time window say within 180 days.
Exclusion in insurance Common but covered by additional cover
1.War & Strike, capture, seizure, detention, arrest, riots, & etc.- ALL
2.Terrorist ,Political & Malicious acts - All
3.Radioactive, Chemical, Biological, Biochemical, Electromagnetic weapon
damages. - All
4.Third party liabilities including oil pollution, which arise in connection
with the operation of a vessel- By P&I
5.Bursting of boiler, breakage of shafts, latent defects, Incompetency- Hulls
Suppose shipowner takes the policy from the P&I now the vessel is sold to
another person will policy get transferred,
Ans: NO the policy will not gets transferred, because new owner may not be a
member of the same club, While other insurance premiums are fixed on the basis of
probabilities - or actuary calculations, P&I insurance premiums are reviewed
annually on a per ship and/or fleet basis. Several factors are taken into account in
the process, most importantly the claims record of the vessel, specifically the
average loss-ratio (claims as percentage of premium) over the previous 5 years.
Q) Difference between H & M and P & I
Xq How H & M Can Deny/ Reject Ur Claim ?

P&I insurance is primarily intended to cover a shipowners or operators liability towards third parties and it
generally excludes damage to the insureds own property or direct loss of the Company.
Hull and Machinery insurance is basically insurance of the clients vessel as its primary asset. The two types
of insurance interact in the area of collision liability and liability for contact damage to third party property.
Hull and Machinery insurance and P&I insurance are often complementary when it comes to collision
liability and liability for damage to piers, loading cranes and other third party property, generally known as
damage to fixed and floating objects (FFO).
Hull and Machinery (H&M) insurance may include cover for liabilities towards third parties depending upon
the type of policy and scope of cover of that specific policy. Under the standard English Hull and Machinery
insurance terms (ITC Hulls Institute Time Clauses Hulls), collision liability cover has, historically, been
limited to 3/4ths of the own ships liability towards the other vessel in a collision. However, under
Norwegian and German Hull and Machinery insurance terms, the liability cover provided is for 4/4ths, i.e
100%, of the own ships liabilities towards the other vessel. Similarly, under the United Kingdom Hull and
Machinery insurance terms, damage to so-called Fixed and Floating Objects (FFO), i.e. objects others than a
vessel, is not covered at all whereas under Norwegian and German insurance terms these risks are covered
100%.
Some shipowners have placed full (4/4ths) collision liability under their P&I insurance. This collision
liability cover would be the most comprehensive liability cover available, as all third party liability arising
out of the collision would be covered in principle. However, the shipowner would still need his Hull and
Machinery cover to deal with the loss of or damage to his own vessel.
Under Norwegian and German Hull and Machinery insurance conditions, cover is also provided in respect
of liability arising out of the insured vessel striking third party property other than a vessel. The Hull and
Machinery insurance covers loss or damage caused by the physical contact between the hull of the insured
vessel, or equipment permanently affixed to the vessel, and third party property, for example a pier or buoy.
Americans sometimes refer to such incidents as allision but this is not a term used universally. FFO
(damage to fixed and floating objects) is the shorthand for striking damage under the English terms.
The situation is more complicated when oil escapes from the other vessel as a result of the collision. Under
the Norwegian Hull and Machinery insurance conditions these liabilities are not covered, whilst they are
covered under German Hull and Machinery insurance conditions.
The situation for damages and resulting liabilities becomes even more complicated if the vessel drags an
anchor.
Remember, the cornerstone of the P&I cover is that it responds to liabilities that are not covered under the
Hull and Machinery cover.
It is important that the Master and the ships officers have a full understanding of what is covered under the
Hull and Machinery insurance policy as this determines what is covered by the P&I insurance. The Master
will thus be in a position to understand whose insurers representative or correspondent should be contacted
in any given incident.
It Can Deny or reject claims on the basis that
unseaworthiness,
(ii) deviation from the agreed vessel trading area or route,
(iii) violation of safety rules or
(iv)negligence, gross negligence or wilful misconduct of the insured?
All voluntary and caused by the assured deviation or change of route or change of
voyage where there is an H&M insurance in place will cancel the insurers obligations
and allow the insurer to deny full coverage.
All voluntary and caused by the assured change of ship, where there is an insurance
covering freight, will cancel the insurers obligations and allow the insurer to deny full
coverage.
If the assured sends the ship to a location more distant than the location mentioned in
the contract the insurers shall not cover the risks of the subject matter insured as from
the moment the ship as passed the covered area.
Save clause to the contrary, the insurer is not bound to provide coverage where the
damage has arisen by barratry of the Captain.
Save clause to the contrary but that can not be contrary to public order or save statutory
provision to the contrary, the insurer is not bound to provide coverage where the
damage has arisen by wilful misconduct of the assured. However, coverage may stand
when the assured has acted wilfully but under inter alia duress or force majeure.
Contractual warranties
The parties may agree to extend contractually other causes that can allow the insurer to
deny wholly or partial coverage such as in cases of unseaworthiness and / or violation of
safety rules and / or breach of navigational regulations.
3. Under which conditions may a breach of the warranties or other terms identified
in reply to question 2 cause loss or limitation of coverage? As part of your answer,
please describe how the burden of proof is allocated.
The breach of the statutory warranties mentioned in answer 2 leads to loss of coverage
in full.
There is a presumption that in case the insured objects are lost due to dubious or
uncertain causes that they have been lost due to sea perils and thus the insurer is liable.
The insurer will have the burden of proof to shift the presumption.
4. Are the warranties or other terms identified in reply to question 2 mandatory, or

may they be deviated form by contract either to the advantage of the insurer or to
the advantage of the insured, or both. Is the insurer allowed to incorporate
additional warranties or terms in contracts of H&M and P&I insurance, a breach
of which may cause loss or limitation of coverage?
Some more points with respect to insurance for reading
INSTITUTE TIME CLAUSES

HULLS
This insurance is subject to English law and practice
1. NAVIGATION
1.1 The vessel is covered subject to the provisions of this insurance at all times and has leave to
sail or navigate with or without pilots, to go on trial trips and to assist and tow vessels or craft
in distress, but it is warranted that the vessel shall not be towed, except as is customary or to
the first safe port or place when in need of assistance, or undertake towage or salvage
services under a contract previously arranged by the Assured and/or Owners and/or
Managers and/or Charterers. This Clause 1.1 shall not exclude customary towage in
connection with loading and discharging.
1.2 In the event of the vessel being employed in trading operations which entail cargo loading or
discharging at sea from or into another vessel (not being a harbour or inshore craft) no claim
shall be recoverable under this insurance for loss of or damage to the vessel or liability to any
other vessel arising from such loading or discharging operations, including whilst
approaching, lying alongside and leaving, unless previous notice that the vessel is to be
employed in such operations has been given to the Underwriters and any amended terms of
cover and any additional premium required by them have been agreed.
1.3 In the event of the vessel sailing (with or without cargo) with an intention of being (a) broken
up, or (b) sold for breaking up, any claim for loss of or damage to the vessel occurring
subsequent to such sailing shall be limited to the market value of the vessel as scrap at the
time when the loss or damage is sustained, unless previous notice has been given to the
Underwriters and any amendments to the terms of cover, insured value and premium required
by them have been agreed. Nothing in this Clause 1.3 shall affect claims under Clauses 8
and/or 11.
2. CONTINUATION
Should the vessel at the expiration of this insurance be at sea or in distress or at a port of refuge
or of call, she shall, provided previous notice be given to the Underwriters, be held covered at a
pro rata monthly premium to her port of destination.
3. BREACH OF WARRANTY
Held covered in case of any breach of warranty as to cargo, trade, locality, towage, salvage
services or date of sailing, provided notice be given to the Underwriters immediately after receipt
of advices and any amended terms of cover and any additional premium required by them be
agreed.
4. TERMINATION
This Clause 4 shall prevail notwithstanding any provision whether written typed or printed
in this insurance inconsistent therewith.
Unless the Underwriters agree to the contrary in writing, this insurance shall terminate
automatically at the time of
4.1 change of the Classification Society of the vessel, or change, suspension, discontinuance,
withdrawal or expiry of her Class therein, provided that if the vessel is at sea such automatic
termination shall be deferred until arrival at her next port. However where such change,
suspension, discontinuance or withdrawal of her Class has resulted from loss or damage
covered by Clause 6 of this insurance or which would be covered by an insurance of the
vessel subject to current Institute War and Strikes Clauses Hulls-Time such automatic
termination shall only operate should the vessel sail from her next port without the prior
approval of the Classification Society,
4.2 any change, voluntary or otherwise, in the ownership or flag, transfer to new management, or
charter on a bareboat basis, or requisition for title or use of the vessel, provided that, if the
vessel has cargo on board and has already sailed from her loading port or is at sea in ballast,
such automatic termination shall if required be deferred, whilst the vessel continues her
planned voyage, until arrival at final port of discharge if with cargo or at port of destination if in
ballast. However, in the event of requisition for title or use without the prior execution of a
written agreement by the Assured, such automatic termination shall occur fifteen days after
such requisition whether the vessel is at sea or in port.
A pro rata daily net return of premium shall be made.
5. ASSIGNMENT
No assignment of or interest in this insurance or in any moneys which may be or become payable
thereunder is to be binding on or recognised by the Underwriters unless a dated notice of such
assignment or interest signed by the Assured, and by the assignor in the case of subsequent
assignment, is endorsed on the Policy and the Policy with such endorsement is produced before
payment of any claim or return of premium thereunder.
6. PERILS
6.1 This insurance covers loss of or damage to the subject-matter insured caused by
6.1.1 perils of the seas rivers lakes or other navigable waters
6.1.2 fire, explosion
6.1.3 violent theft by persons from outside the vessel
6.1.4 jettison
6.1.5 piracy
6.1.6 breakdown of or accident to nuclear installations or reactors
6.1.7 contact with aircraft or similar objects, or objects falling therefrom, land conveyance,
dock or harbour equipment or installation
6.1.8 earthquake volcanic eruption or lightning.
6.2 This insurance covers loss of or damage to the subject-matter insured caused by
6.2.1 accidents in loading discharging or shifting cargo or fuel
6.2.2 bursting of boilers breakage of shafts or any latent defect in the machinery or hull
6.2.3 negligence of Master Officers Crew or Pilots
6.2.4 negligence of repairers or charterers provided such repairers or charterers are not an
Assured hereunder
6.2.5 barratry of Master Officers or Crew,
provided such loss or damage has not resulted from want of due diligence by the Assured,
Owners or Managers.
6.3 Master Officers Crew or Pilots not to be considered Owners within the meaning of this Clause
6 should they hold shares in the vessel.
7. POLLUTION HAZARD
This insurance covers loss of or damage to the vessel caused by any governmental authority
acting under the powers vested in it to prevent or mitigate a pollution hazard, or threat thereof,
resulting directly from damage to the vessel for which the Underwriters are liable under this
insurance, provided such act of governmental authority has not resulted from want of due
diligence by the Assured, the Owners, or Managers of the vessel or any of them to prevent or
mitigate such hazard or threat. Master, Officers, Crew or Pilots not to be considered Owners
within the meaning of this Clause 7 should they hold shares in the vessel.
8. 3/4THS COLLISION LIABILITY
8.1 The Underwriters agree to indemnify the Assured for three-fourths of any sum or sums paid
by the Assured to any other person or persons by reason of the Assured becoming legally
liable by way of damages for
8.1.1 loss of or damage to any other vessel or property on any other vessel
8.1.2 delay to or loss of use of any such other vessel or property thereon
8.1.3 general average of, salvage of, or salvage under contract of, any such other vessel or
property thereon,
where such payment by the Assured is in consequence of the vessel hereby insured coming
into collision with any other vessel.
8.2 The indemnity provided by this Clause 8 shall be in addition to the indemnity provided by the
other terms and conditions of this insurance and shall be subject to the following provisions:
8.2.1 Where the insured vessel is in collision with another vessel and both vessels are to
blame then, unless the liability of one or both vessels becomes limited by law, the
indemnity under this Clause 8 shall be calculated on the principle of cross-liabilities as
if the respective Owners had been compelled to pay to each other such proportion of
each other's damages as may have been properly allowed in ascertaining the
balance or sum payable by or to the Assured in consequence of the collision.
8.2.2 In no case shall the Underwriters' total liability under Clauses 8.1 and 8.2 exceed their
proportionate part of three-fourths of the insured value of the vessel hereby insured in
respect of any one collision.
8.3 The Underwriters will also pay three-fourths of the legal costs incurred by the Assured or
which the Assured may be compelled to pay in contesting liability or taking proceedings to
limit liability, with the prior written consent of the Underwriters.
EXCLUSIONS
8.4 Provided always that this Clause 8 shall in no case extend to any sum which the Assured
shall pay for or in respect of
8.4.1 removal or disposal of obstructions, wrecks, cargoes or any other thing whatsoever
8.4.2 any real or personal property or thing whatsoever except other vessels or property on
other vessels
8.4.3 the cargo or other property on, or the engagements of, the insured vessel
8.4.4 loss of life, personal injury or illness
8.4.5 pollution or contamination of any real or personal property or thing whatsoever
(except other vessels with which the insured vessel is in collision or property on such
other vessels).
11.4 No claim under this Clause 11 shall in any case be allowed where the loss was not
incurred to avoid or in connection with the avoidance of a peril insured against.
12. DEDUCTIBLE
12.1 No claim arising from a peril insured against shall be payable under this insurance unless
the aggregate of all such claims arising out of each separate accident or occurrence
(including claims under Clauses 8, 11 and 13) exceeds {Response} in which case this
sum shall be deducted. Nevertheless the expense of sighting the bottom after stranding,
if reasonably incurred specially for that purpose, shall be paid even if no damage be
found. This Clause 12.1 shall not apply to a claim for total or constructive total loss of the
vessel or, in the event of such a claim, to any associated claim under Clause 13 arising
from the same accident or occurrence.
12.2 Claims for damage by heavy weather occurring during a single sea passage between two
successive ports shall be treated as being due to one accident. In the case of such heavy
weather extending over a period not wholly covered by this insurance the deductible to
be applied to the claim recoverable hereunder shall be the proportion of the above
deductible that the number of days of such heavy weather falling within the period of this
insurance bears to the number of days of heavy weather during the single sea passage.
The expression "heavy weather" in this Clause 12.2 shall be deemed to include contact
with floating ice.
12.3 Excluding any interest comprised therein, recoveries against any claim which is subject to
the above deductible shall be credited to the Underwriters in full to the extent of the sum
by which the aggregate of the claim unreduced by any recoveries exceeds the above
deductible.
12.4 Interest comprised in recoveries shall be apportioned between the Assured and the
Underwriters, taking into account the sums paid by the Underwriters and the dates when
such payments were made, notwithstanding that by the addition of interest the
Underwriters may receive a larger sum than they have paid.
13. DUTY OF ASSURED (SUE AND LABOUR)
13.1 In case of any loss or misfortune it is the duty of the Assured and their servants and
agents to take such measures as may be reasonable for the purpose of averting or
minimising a loss which would be recoverable under this insurance.
13.2 Subject to the provisions below and to Clause 12 the Underwriters will contribute to
charges properly and reasonably incurred by the Assured their servants or agents for
such measures. General average, salvage charges (except as provided for in Clause
13.5) and collision defence or attack costs are not recoverable under this Clause 13.
13.3 Measures taken by the Assured or the Underwriters with the object of saving, protecting
or recovering the subject-matter insured shall not be considered as a waiver or
acceptance of abandonment or otherwise prejudice the rights of either party.
13.4 When expenses are incurred pursuant to this Clause 13 the liability under this insurance
shall not exceed the proportion of such expenses that the amount insured hereunder
bears to the value of the vessel as stated herein, or to the sound value of the vessel at
the time of the occurrence giving rise to the expenditure if the sound value exceeds that
value. Where the Underwriters have admitted a claim for total loss and property insured
by this insurance is saved, the foregoing provisions shall not apply unless the expenses
of suing and labouring exceed the value of such property saved and then shall apply only
to the amount of the expenses which is in excess of such value.
13.5 When a claim for total loss of the vessel is admitted under this insurance and expenses
have been reasonably incurred in saving or attempting to save the vessel and other
property and there are no proceeds, or the expenses exceed the proceeds, then this
insurance shall bear its pro rata share of such proportion of the expenses, or of the
expenses in excess of the proceeds, as the case may be, as may reasonably be regarded
as having been incurred in respect of the vessel; but if the vessel be insured for less than
its sound value at the time of the occurrence giving rise to the expenditure, the amount
recoverable under this clause shall be reduced in proportion to the under-insurance.
13.6 The sum recoverable under this Clause 13 shall be in addition to the loss otherwise
recoverable under this insurance but shall in no circumstances exceed the amount
insured under this insurance in respect of the vessel.
14. NEW FOR OLD
Claims payable without deduction new for old.
15. BOTTOM TREATMENT

In no case shall a claim be allowed in respect of scraping gritblasting and/or other surface
preparation or painting of the vessel's bottom except that
15.1 gritblasting and/or other surface preparation of new bottom plates ashore and supplying
and applying any "shop" primer thereto,
15.2 gritblasting and/or other surface preparation of:
the butts or area of plating immediately adjacent to any renewed or refitted plating
damaged during the course of welding and/or repairs,
areas of plating damaged during the course of fairing, either in place or ashore,
15.3 supplying and applying the first coat of primer/anti-corrosive to those particular areas
mentioned in 15.1 and 15.2 above,
shall be allowed as part of the reasonable cost of repairs in respect of bottom plating damaged by
an insured peril.
16. WAGES AND MAINTENANCE
No claim shall be allowed, other than in general average, for wages and maintenance of the
Master, Officers and Crew, or any member thereof, except when incurred solely for the necessary
removal of the vessel from one port to another for the repair of damage covered by the
Underwriters, or for trial trips for such repairs, and then only for such wages and maintenance as
are incurred whilst the vessel is under way.
17. AGENCY COMMISSION
In no case shall any sum be allowed under this insurance either by way of remuneration of the
Assured for time and trouble taken to obtain and supply information or documents or in respect of
the commission or charges of any manager, agent, managing or agency company or the like,
appointed by or on behalf of the Assured to perform such services.
18. UNREPAIRED DAMAGE
18.1 The measure of indemnity in respect of claims for unrepaired damage shall be the
reasonable depreciation in the market value of the vessel at the time this insurance
terminates arising from such unrepaired damage, but not exceeding the reasonable cost
of repairs.
18.2 In no case shall the Underwriters be liable for unrepaired damage in the event of a
subsequent total loss (whether or not covered under this insurance) sustained during the
period covered by this insurance or any extension thereof.
18.3 The Underwriters shall not be liable in respect of unrepaired damage for more than the
insured value at the time this insurance terminates.
19. CONSTRUCTIVE TOTAL LOSS
19.1 In ascertaining whether the vessel is a constructive total loss, the insured value shall be
taken as the repaired value and nothing in respect of the damaged or break-up value of
the vessel or wreck shall be taken into account.
19.2 No claim for constructive total loss based upon the cost of recovery and/or repair of the
vessel shall be recoverable hereunder unless such cost would exceed the insured value.
In making this determination, only the cost relating to a single accident or sequence of
damages arising from the same accident shall be taken into account.
20. FREIGHT WAIVER
In the event of total or constructive total loss no claim to be made by the Underwriters for freight
whether notice of abandonment has been given or not.
21. DISBURSEMENTS WARRANTY
21.1 Additional insurances as follows are permitted:

21.1.1 Disbursements, Managers' Commissions, Profits or Excess or Increased Value of
Hull and Machinery. A sum not exceeding 25% of the value stated herein.
21.1.2 Freight, Chartered Freight or Anticipated Freight, insured for time. A sum not
exceeding 25% of the value as stated herein less any sum insured, however
described, under 21.1.1
21.1.3 Freight or Hire, under contracts for voyage. A sum not exceeding the gross
freight or hire for the current cargo passage and next succeeding cargo passage
(such insurance to include, if required, a preliminary and an intermediate ballast
passage) plus the charges of insurance. In the case of a voyage charter where
payment is made on a time basis, the sum permitted for insurance shall be
calculated on the estimated duration of the voyage, subject to the limitation of two
cargo passages as laid down herein. Any sum insured under 21.1.2 to be taken
into account and only the excess thereof may be insured, which excess shall be
reduced as the freight or hire is advanced or earned by the gross amount so
advanced or earned.
21.1.4 Anticipated Freight if the vessel sails in ballast and not under Charter. A sum not
exceeding the anticipated gross freight on next cargo passage, such sum to be
reasonably estimated on the basis of the current rate of freight at time of
insurance plus the charges of insurance. Any sum insured under 21.1.2 to be
taken into account and only the excess thereof may be insured.
21.1.5 Time Charter Hire or Charter Hire for Series of Voyages. A sum not exceeding
50% of the gross hire which is to be earned under the charter in a period not
exceeding 18 months. Any sum insured under 21.1.2 to be taken into account
and only the excess thereof may be insured, which excess shall be reduced as
the hire is advanced or earned under the charter by 50% of the gross amount so
advanced or earned but the sum insured need not be reduced while the total of
the sums insured under 21.1.2 and 21.1.5 does not exceed 50% of the gross hire
still to be earned under the charter. An insurance under this Section may begin
on the signing of the charter.
21.1.6 Premiums. A sum not exceeding the actual premiums of all interests insured for
a period not exceeding 12 months (excluding premiums insured under the
foregoing sections but including, if required, the premium or estimated calls on
any Club or War etc. Risk insurance) reducing pro rata monthly.
21.1.7 Returns of Premium. A sum not exceeding the actual returns which are allowable
under any insurance but which would not be recoverable thereunder in the event
of a total loss of the vessel whether by insured perils or otherwise.
21.2 Warranted that no insurance on any interests enumerated in the foregoing 21.1.1 to
21.1.7 in excess of the amounts permitted therein and no other insurance which includes
total loss of the vessel P.P.I., F.I.A., or subject to any other like term, is or shall be
effected to operate during the currency of this insurance by or for account of the Assured,
Owners, Managers or Mortgagees. Provided always that a breach of this warranty shall
not afford the Underwriters any defence to a claim by a Mortgagee who has accepted this
insurance without knowledge of such breach.
22. RETURNS FOR LAY-UP AND CANCELLATION
22.1 To return as follows:

22.1.1 Pro rata monthly net for each uncommenced month if this insurance be cancelled
by agreement.
22.1.2 For each period of 30 consecutive days the vessel may be laid up in a port or in a
lay-up area provided such port or lay-up area is approved by the Underwriters
(with special liberties as hereinafter allowed)
(a) {Response} per cent net not under repair
(b) {Response} per cent net under repair.
If the vessel is under repair during part only of a period for which a return is
claimable, the return shall be calculated pro rata to the number of days under (a)
and (b) respectively.
22.2 PROVIDED ALWAYS THAT
22.2.1 a total loss of the vessel, whether by insured perils or otherwise, has not occurred
during the period covered by this insurance or any extension thereof
22.2.2 in no case shall a return be allowed when the vessel is lying in exposed or
unprotected waters, or in a port or lay-up area not approved by the Underwriters
but, provided the Underwriters agree that such non-approved lay-up area is
deemed to be within the vicinity of the approved port or lay-up area, days during
which the vessel is laid up in such non-approved lay-up area may be added to
days in the approved port or lay-up area to calculate a period of 30 consecutive
days and a return shall be allowed for the proportion of such period during which
the vessel is actually laid up in the approved port or lay-up area
22.2.3 loading or discharging operations or the presence of cargo on board shall not
debar returns but no return shall be allowed for any period during which the
vessel is being used for the storage of cargo or for lightering purposes
22.2.4 in the event of any amendment of the annual rate, the above rates of return shall
be adjusted accordingly
22.2.5 in the event of any return recoverable under this Clause 22 being based on 30
consecutive days which fall on successive insurances effected for the same
Assured, this insurance shall only be liable for an amount calculated at pro rata of
the period rates 22.1.2(a) and/or (b) above for the number of days which come
within the period of this insurance and to which a return is actually applicable.
Such overlapping period shall run, at the option of the Assured, either from the
first day on which the vessel is laid up or the first day of a period of 30
consecutive days as provided under 22.1.2(a) or (b), or 22.2.2 above.
The following clauses shall be paramount and shall override anything contained in this
insurance inconsistent therewith.
23. WAR EXCLUSION
In no case shall this insurance cover loss damage liability or expense caused by
23.1 war civil war revolution rebellion insurrection, or civil strife arising therefrom, or any hostile
act by or against a belligerent power
23.2 capture seizure arrest restraint or detainment (barratry and piracy excepted), and the
consequences thereof or any attempt thereat
23.3 derelict mines torpedoes bombs or other derelict weapons of war.
24. STRIKES EXCLUSION
In no case shall this insurance cover loss damage liability or expense caused by
24.1 strikers, locked-out workmen, or persons taking part in labour disturbances, riots or civil
commotions
24.2 any terrorist or any person acting from a political motive.
25. MALICIOUS ACTS EXCLUSION
In no case shall this insurance cover loss damage liability or expense arising from
25.1 the detonation of an explosive
25.2 any weapon of war
and caused by any person acting maliciously or from a political motive.
26. NUCLEAR EXCLUSION
In no case shall this insurance cover loss damage liability or expense arising from any weapon of
war employing atomic or nuclear fission and/or fusion or other like reaction or radioactive force or
matter.
1/10/83
CL280 Copyright The Institute of London Underwriters
Q) Chief Engineer duties as per ISM

CE Implement ISM On Board
1.Thorough understanding of rules regulation ,codes , Company Policy &

SMS
2.support so that the Masters duties can be safely performed.
3.Mentor crew & officers with Policy & SMS
4.New joiners proper familiarization with their duties which are essential
to be provided prior to sailing should be identified & documented.
5.Ensure personnel receive information on the SMS in a working language
6.ensure all work performances by E/r personnel is done in a safe and

professional manner Using Risk Assessment , work permits , check
lists, tool box meetings ,
7.Programmes for drills and exercises to prepare for emergency actions.

8. Ensure administration for supervision, safe operation ,efficient ,
economic running & maintenance of all machineries.
9.Standing order & night order preparation.
10.Timely submit all correspondences, reports, records of Engine Room.
11.On board training ,evaluation & recommendation for further trainings

12.Short comings of SMS highlighted to company
AS Per Ism It Is company responsibility to identify and prepare for
emergency preparedness for that effect develop a SMS and
periodically review for any changes and implement it . A
periodically conduct Audits to confirm ship is complying with SMS
After Successfull internal audit ism Exteral Audit is carried out and
SMC is renewed by flag state compkying that company Sms are in
pace in accordance with ISM requirements The International Management
Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) was adopted by
the IMO as Resolution A.741(18), in November 1993. It came into force on 1 July 1998 as
SOLAS Chapter IX, Management for the Safe Operation of Ships. The ISM Code provides an
international standard for the safe management and operation of ships and for pollution
prevention.
According to the Safety of life at sea (SOLAS) convention, it is the responsibility of the chief engineer to look after the
safety of maritime professionals working in the engine room. The duties of the chief engineer are clearly mentioned in
STCW 95 section A- III /2.
SOLAS states that the operation of the ship and its equipment should be properly taken care of by the chief engineer,
satisfying all minimum standards of safety.
Duties of the chief engineer in both general and emergency conditions on the ship are:
1. Chief engineer should ensure that all the ships machinery and equipment are working in efficient manner in order
to support safe navigation of the ship.
2. He should carry out all his duties, while complying with the rules and regulations laid down by the flag state
administration, IMO, and port state authorities.
3. Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular
intervals of time
4. All items used for pollution prevention should be frequently checked and tried out for proper operating condition
5. Chief engineer should lay down a set of standing orders for each crew member under his command
6. The standing orders should be given in accordance with the routine maintenance schedule as laid down by the
Planned Maintenance System (PMS), which is prescribed by the manufactures
7. He should see that details of every operation and activity should be properly maintained in log and record books,
which state the compliance of the system.
8. Life saving and fire preventing equipment should be checked an regular basis for their operating condition.
(Operating mechanism and linkages should be inspected and lubricated frequently)
9. In order to minimize sources of fire, chief engineer must ensure that proper operation and maintenance of fuel and
lubricating oil and purifying equipment is carried out to minimize leakages. In case there are leakages, they should be
rectified at the earliest.
10. He should also make sure that the amount of waste oil that is collected should be as less as possible. The
collected oil should be burnt in an incinerator or given to shore based collecting facilities.
11. Chief engineer should ensure that the maintenance of incinerator is carried out as per the rules and regulations
laid down by the management.
12. It is imperative of him to check that the oil is pumped out of the ship only through oily water separator. (According
to few company rules , only the chief engineer should handle the Oily water separator)
13. In order to make sure the maintenance and repair procedures are carried out properly, necessary machine spare
should be made available in the ships store by filing a proper requisition at the right time.
14. It is the duty of the chief engineer to motivate his crew to develop a safety first attitude in his work.
15. Chief engineer also make sure that his crew attends all shipboard emergency drills and safety meetings.
16. Each and every crew member should know how to tackle every kind of situation on ship. The chief engineer must
provide guidance to his crew during drills so that they know how to get out of an emergency situation safely in the
minimum time possible.
17. While tackling an emergency situation, the Chief Engineer must follow the company guidelines and procedures for
dealing with emergencies.
18. At the sight of an emergency, response time matters a lot. Therefore, the chief engineer must be able to guide his
crew in minimum time to attend and rectify the task.
19. Chief engineer must have the knowledge of equipment such as fixed fire fighting installation, operation of quick
closing valve etc. in order to deal with extreme emergency situations.
20. He must also have the knowledge of ship board emergency equipment response machinery panel, along with
other important emergency machinery
21. During an emergency situation, the chief engineer must maintain proper communication with the master regarding
the situation of emergency, as the ships master is in touch with the local authorities and the shipping office.
22. He must be co-operative with the master so that both deck and engine departments function towards bringing the
emergency situation under control in the quickest possible time
23. Last but not the least, the chief engineer should maintain a proper conduct with his crew members and address
their queries and requirements at the best of his abilities.
Read more: http://www.marineinsight.com/marine/marine-news/headline/what-are-the-responsibilities-of-chief-

engineer-under-solas/#ixzz29Ffzg400
Duties of Chief Engineer

Chief engineer over sees daily routine operations of engine room and communicate to the office between department on ship and within his
department.
1. Planning of manpower, job delegation

2. Daily job discussion with second engineer and daily routine ship inspection.
3. Supervise engine room personnel and give advice as required.
4. Improve performance and efficiency of engine room work team.
5. To work according to the planned maintenance schedule.
6. Draw up training orientation program for engine room cadets.
7. To ensure smooth communication between inter- department.
8. Arranging preparing and recording of machinery survey.
9. Ensure proper operation of safety equipments and its certificate still valid.
10. Testing of machinery space lifting gear.
11. Planning maintenance check list to ensure machinery are properly maintained and reduced the risk of sudden break down of plant
operation.
12. Chick list should record machinery description, date of service, part changed and remarks etc.
13. Ensure proper entry of engine room log book and oil record book.
14. Arrangement for plant survey inspection to check with item is due for survey.
15. To ensure sufficient stock are reserved ( bunker ,fuel oil ,diesel oil ,main engine lube oil ,cylinder oil , other lube oils and chemicals ) in
case of any unpredictable situations ( e.g. heavy sea ,storm ,engine breakdown at sea ,delay of voyage ,unavailable of port bunker service
etc. )
16. Writing of report to company e.g. voyage report, monthly main engine performance report and ad hoe report.
17. Preparation of dry dock list.
18. Inventory management and requisition (chemicals, lube oil, machinery spaces and stores).
In Port
1. Liaise with shore technical representative.
2. Receive stores and spares from supplier.
3. Receive bunker, fuel oil, lube oil etc.
4. Ensure engine room is locked after work.
5. All firefighting equipment is in their position and tested.
6. Bilge overboard valve is locked shut.
7. Sewage plant should be in operation.
8. Should take permission from port authority for major work done on main propulsion.
Cargo Work
1. Ensure deck cranes and deck machinery is tested prior port arrival .
2. Ballast system properly function and correct operation by the deckofficerson duty.
3. Make sure sufficient number of engineers in board during cargo work in case any emergency repair is required.
@ Sea
1. During heavy seas,to ensure all items in the engine room is properly secured .
2. Daily routine ship inspection
3. Main engine and other auxiliary engines are in order.
4. Training of engine room staff, usage of firefighting equipment and fire drill.
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In Dry Dock
1. To brief engine room staffs before docking and ensure they under stand their respective duties.
2. Preparation of machinery survey in dry dock
3. Preparation of dry dock list .
4. Study previous dry dock reports and note clearance to be measured .
5. Ensure all tools and spares are ready for use .
6. Liaise with the shipyard manager and contractor to ensure correct works carried out .
7. Emergency lightening and generator set to be tested before docking in case of shore power failure.
8. Fire fighting equipments on board to be checked and tested and make ready for use .
9. All tanks, wells and coffer dams to be sound and recorded.
10. Minimum bunker and ballast to be carried.
11. To ensure filter elements in oily water separator and renewed and system is checked and system is checked for satisfactory function.
Types of Charter Parties
Bareboat Charters
Demise Charters
Time Charters
Voyage Charters
Voyage Charters
Think of this as the hire of a taxi to deliver a person from A to B.

The cost of the taxi includes the drivers time and the fuel
But the price quoted is related to the time it will take the taxi to
complete the journey.
In shipping terms part of the ships cargo space is rented for a specific
voyage
A freight rate is charged based on the amount of space required and
the length of the voyage
A bill of lading is usually evidence of the contract
Responsibilities
Ship owner pays Charterer pays
Freight rate
Insurance
Crew wages and training
Bunkers, lub oil, stores, water
All maintenance and dry dock costs and any vessel repair costs
All port fees, light fees, canal fees
All cargo loading, discharging and survey and brokering costs
Any cargo claims arising from breach of contract of carriage
EVERYTHING!
Bareboat Charter
Think of this contract as the long term lease hire of a van with no driver.
You will have to employ a driver for the van and put fuel in it. You will be responsible for the
maintenance, road tax and MOT
In shipping terms the ship is hired for several years (2-25?)
The charterer in effect becomes the owner of the ship
He mans it, manages it, bunkers it and trades with it
He can even re-register it.
At the beginning of the hire a condition survey is carried out to establish the condition of the ship
and the value of the bunkers and stores on board. The value of these is taken at the current market
value
A hire rate is set, usually a fixed rate per ton of summer deadweight. It is normally paid monthly in
advance
At the end of the charter the ship must be returned in like good order and condition with the
exception of fair wear and tear, so there will be an off-hire survey
In the dry cargo trade there is little difference between a bareboat charter and a demise charter.
In the tanker trade when a ship is on a demise charter there is usually a management clause under
which the owner operates the ship in return for a management fee.
Responsibilities
Ship owner pays
On hire survey
Brokerage
Insurance
Charterer pays
Bunkers, lub oil, stores, water
Any cargo claims arising from breach of contract of carriage
Off hire survey
Benefits
Ship owner
Gets paid hire money every month for no effort in the shipping business
Gets the ship back at the end of the charter

Charterer
Does not have to finance the purchase and build of a vessel
Does not bear the depreciation costs of the vessel
Time Charters
Think of this as the hire of a van with a driver for a specified period.
You will pay for the use of the van on a daily basis.
You will instruct the driver but he will check with the van owner if what you are asking him to do is
OK
. You will have to provide the fuel for the van
A ship is hired for a few years (2-5?)
The charterer decides that he has a steady trade of cargo to move and needs a ship for a period of
time but doesnt want or need to buy one.
He decides where and when the ship goes and what it lifts (within set limits)
The master checks with the owner that this is OK
At the beginning of the hire a condition a survey is carried out to establish the condition of the ship
and the value of the bunkers and stores on board. The value of these is taken at the current market
value
At the beginning of the hire the onboard bunkers are purchased by the charter. And the on board
bunkers at the end of the charter and bought back by the owners
A hire rate is set, usually a fixed rate per ton of summer deadweight. It is normally paid monthly in
advance
At the end of the charter the ship must be returned in like good order and condition with the
exception of fair wear and tear, so there will be an off-hire survey
Responsibilities
Ship owner pays
On and off hire survey

Lub oil, stores, water
Insurance
Charterer pays
On and off hire survey
Bunkers
Benefits
Ship owner
Gets paid hire money every month for no effort in the shipping business
Gets the ship back at the end of the charter

Charterer
Does not have to finance the purchase and build of a vessel
Does not bear the depreciation costs of the vessel
Can sub charter space under a voyage charter
Q) What is laycan and demurrage?

B.CHARTER PARTY
It is a contract between Ship Owner & Charterer with terms about Rights,
Obligations,& Liabilities of both. It is either tailor made or Standard forms. It
Contains Standard Clauses with Rider clause. In case of conflict rider
Clause override standard clause. Amendments in standard clause may be
Mutually agreed & included. Sensitive clauses are mentioned as Addendum
or Side letters. Any special arrangements are available as annexes.
A.Bare Boat / Demise Charter: - is a contract for the hire of a

vessel for an agreed period during which the charterers acquire most
of the rights of the owners.
B.Time Charter: - is a contract for the hire of a named vessel for a specified
Period of time.(short term Trip charter /Long term- period charter). C/P
Normally includes vessel particulars dimensions, GT ,NT, DWT, Draft,
Grain/ bale capacity of holds, dimensions of holds, Speed
(laden/Ballast), Fuel consumption (Laden/ ballast/ in port /Idle),Engine etc
1. Ship owner is responsible for running expenses- technical maint
2. Charterer responsible for all commercial charges & bunkering.
3. Master to submit required ship datas / log abstract to charterers
4. Charterer allowed to fly his flag & paint funnel with his own color
5. On hire Survey (delivery certificate) survey cost shared equally
6. Off hire survey (re delivery certificate)
7. Off hire clause
8. Cleaning Boiler Clause: - limit the time out of service before hire is
Suspended.
9. Directions & Log Clause :- Charterers right to direct & obtain log details
C.Voyage(Spot)Charter :-
it is contract for the carriage by a named

vessel of a specified quantity of cargo between named ports
1.Lay Days :- usually 10/20 Jan from 10th to 20th are lay days. Layday
is the abbreviation for "laytime not commenced before". This means
that if the ship is ready to load earlier than this date, the charterer is
not obliged to start loading and start running the laytime
2.Laycan: - in the above 20th is Laycan, means if the vessel is not

produce herself with NOR beyond that date, charter can cancel the
C/P. yet reasonable Exclusions are available as per C/P.
3.NOR: - as soon as the arrival on agreed place, vessel sends the Notice
of her Readiness in all aspect to load / unload cargo.
4.LAY TIME: - time allowed to the charterers for cargo operations without
additional payment. The charter party will normally state that
laytime will commence a certain number of hours after Notice of
Readiness is given or accepted; the waiting period is usually termed
notice time or turn time. If such a period is not specified, laytime
will commence as soon as Notice of Readiness is given.
Types are
1.Definite i.e 6days 2. Calculable- 1000t/hr 3. Indefinite- Quick
dispatch or as quick as vessel can recieve. Time lost due to weather
& Custom clearance procedure in cargo operation not counted as
Laytime.
Time lost in waiting for berth is counted as laytime. Strike by
ship crew, pilot or tugs not counted as laytime whereas delay by
strike of dock labors affecting cargo operations are compensated. Lay
time can only start to count against the charterers after three
conditions have been fulfilled:
1. The vessel has become an arrived ship within the terms of the
charter party;
2. The vessel is in all respects ready to load/discharge; and
3. Notice of readiness has been served on the charterers or their
agent (or, in a few cases, such as under the SHELLVOY 4 charter
party, has been received by the charterers or their agent) in
accordance with the charter party.
5.Statement of Facts :- Used to calculate Laytime
6.DEMURAGE:- an agreed amount payable to the owners in respect of delay

to the vessel beyond the laytime, for which the owners are not responsible.
Demurrage shall not be subject to laytime exceptions. Once on demurrage,
always on demurrage. : if the ship does not complete loading or discharging operation within the stipulated laytime
period then the charterer will have to pay demurrage to the shipowner. The rate is mentioned in the charter party and is usually
paid per day and pro rata basis for parts of a day.
7.DESPATCH :- as an agreed amount payable by the owners if the vessel

completes loading or discharging before the laytime has expired
8.Freight
9.DETAIN :- a specified maximum number of days allowed on demurrage, which if

exceeded will allow the shipowner to claim for his actual losses caused by the delay,
i.e. damages for detention, which, if awarded by an arbitrator or court, will
normally be more punitive than demurrage.
D.SPECIAL Purpose Charter :- These charters are made for Special trades
such as heavy lifts and tonnage. A special service vessel could be chartered on any
one of the Forms, adopted by the parties, or on a specific form to the type of operation
Concerned.
Important Charter Party Clauses

1.Paramount Clause
2.Both to Blame Clause:- For USA
3.New Jason Clause :- for USA Negligence in navigation counted for GA
4.General Average Clause
5.Bill of Lading Clause
6.Lien & Cesar Clause :- giving Ship owner a provision to have the right to posses
the goods at the discharge port until the outstanding debts are paid.
7.Loading /Discharging cost Clause- Free in Free out
8.Lay time Clause
9.Demurrage / Dispatch Clause
10.Employment and Indemnity Clause
Bill of Lading
1.Purpose :-
a.Proof of Loading
b.Document of Title
c.Contract of carriage
2.Types
a.Clean / dirty
b.Negotiable / non negotiable
c.Replacement / Amended
d.Named / to order
CHARTER PARTY / BILL OF LADING

CHARTER
This a contract for the hire of a vessel or a contract for the carriage of a quantity of cargo in the named vessel
between named ports.
There are three types of charters :
Voyage Charter
This is a contract to carry a specified quantity of cargo (normally full cargo)by a named vessel between named ports
at an agreed freight rate.
Time Charter
This is a contract for the hire of a vessel for the specified period of time.
Bareboat Or Demise Charter

It is a leasing arrangement between the charterer and the actual owner of the vessel, in which the charterer
operates the vessel as if it is his own vessel for an agreed period of time.
CHARTER PARTY
This is a document concerning the written terms and conditions of a charter agreement, specifying and explaining
the rights, responsibilities and liabilities of the owners and charterers.
This form acts as a broker for the charterers, following the agreement of terms between both the parties. This
agreement is on a form and amended as required.
This form is signed by a broker representing each party to the contract.
This form contains a set of printed standard clauses and additional typed rider clauses if the standard clauses fail to
cover each and every aspect of the agreement.
The concerned parties may agree to delete, alter or add to the standard clauses.
This form may be in the modern boxed layout in simple language or may be in the traditional format with archaic
wording.
The parties to a charter are usually referred to in the charter party as the owners and the charterers.
CHARTER PARTY CLAUSES
CESSER CLAUSE / LIEN CLAUSE
In the case of a voyage charter party , it is common for the charterer not to be the shipper of the cargo. Hence the
charterer once his profit is assured has no further interest in the voyage and will gladly let the owner and the master
carry on with their work. This is incorporated in the charter party in the form of a Cesser clause which states that
once the cargo is shipped and the advance freight, dead freight and demmurage is paid at the load port the
charterers liability ceases.
The ship owners do not want to find themselves without a remedy to any breech of contract or damage caused to
the vessel during the voyage after the charterers liability ceases. The ship owners would want legal proceedings
against somebody who turns out to be non other than the receiver. Whenever a cesser clause is incorporated a lien
clause is incorporated as well which gives the owners the right to possession of the goods until the outstanding
debts are cleared. Charterers are relieved of their obligation to the extent of the debts being recovered from the
receivers. Failure to do so the charterers are liable for sums not recovered from the receivers.
SAFE BERTH / PORT CLAUSE
A port is a place where a ship loads or discharges cargo or else waits for their turn to do so. A safe port is a port
which for a specified time period a vessel can reach, enter, remain at, depart from without being subjected to any
danger which cannot be avoided by good navigation and seamanship, abnormal occurrences are excluded.
Requirements for a port to be safe are :
Access to the port must be free from permanent obstruction. Temporary obstruction such as neap tides do
not make a port unsafe.
The vessel should safely remain afloat in all tidal conditions, unless customary and safe to load /discharge
aground or there is a special agreement to do so.
Adequate trading facilities are available including safe landing of goods, proper wharves and warehouses to
deal with the contemplated cargo.
Must be a politically safe port free from the state of war or embargo.
The ship after completing her loading / discharging operations is able to depart the port without lowering or
cutting down her masts.
P & I BUNKERING CLAUSE

This clause of the charter party gives the ship owner the right to deviate from the normal route to pick up as much
bunkers as possible at ports near oil producing centers. The owner is given the liberty to pick up as much bunkers as
possible to the full capacity of the tanks even if such quantities are in excess of those required for the voyage. This is
also termed as the Bunker Deviation Clause.
NEW JASON CLAUSE
American law disallows the cargo owners to give contribution in general average caused by the negligence of ship
owners.
The ship owner then seeks to exonerate himself from the liability for losses arising from these causes. He inserts a
clause in the bill of lading / charter party forcing the cargo owner to contribute his proportion in general average.
However under the Harter Act 1893 it is illegal to insert any such clause in the bill of lading excusing the owner of the
ship from the liability for losses caused due to faulty navigation or management of the vessel.
Inspite of all this a clause regularly featured in the bill of lading giving the ship owner the right to claim general
average contribution from the cargo owners.
On a vessel SS Jason in 1904 such a claim arose and the US courts upheld this clause in 1911. Since then it is termed
as the Jason clause. Later this clause was amended to include salvage and then known as New Jason Clause.
BOTH TO BLAME COLLISION CLAUSE
Under the Hague rules and the Hague Visby rules, collision is one of the perils out at sea and hence the carrier can
avoid ay claims arising from loss or damage to cargo due to collision with another vessel. Usually the cargo owner
shall recoupe all his losses from the cargo insurance policy.
Some countries like the US have not ratified to the collision convention of 1910. in case a cargo owner suffers a loss
when the ship carrying his cargo meets with a collision, he can recover the full amount of his loss from the non
carrying ship and hence circumvent the HR and HVR. The non carrying ship then recovers a proportion of the claim
from the carrying ship equivalent to his share of the blame. When the US law is applied to collision cases the defence
of expected perils of the sea is lost. Under this clause the cargo owner indemnifies the carrying ship against any
liability to the non carrying ship in the event of a collision. This clause is incorporated in the bill of lading and the
charter party under the advice of certain P & I Clubs.
ICE CLAUSE
This varies depending on the nature of the trade and generally gives the master the option to keep the vessel away
from ice bound ports. Some of the common clauses are :
Centrocon charter party ice clause provides that if the agreed port of discharge on the continent is ice
bound the master has the option to remain at that port till it is open or to proceed to the nearest safe port
for fresh orders and intimating the consignee on arrival. In case the extra distance so steamed is in excess of
a 100NM the vessel is to receive extra freight at the stipulated rate.
Gencon charter party with respect to the load port this clause states that the master is at the liberty to leave
without cargo if the port is unaccessible or if frost sets in after arrival. If the master leaves with part cargo
then this cargo is to be forwarded to the final port at the ship owners expense on payment of the freight. If
multiple load ports are mentioned then the master may fill up only at the open port and if the charterer is
unable to provide such cargo then the charter is void.
With respect to the discharge port the consignee has the option of keeping the vessel on demurage
and sending her to a safe port to discharge. If during the discharge the master deems it necessary he
may leave the port and proceed to a safe port to discharge. If the steamed distance to the safe port
exceeds 100NM then additional freight is payable.
North Russian timber ice clause the charterer is to provide with an ice breaker free of cost if the port is
closed due to ice or if frost sets in later. If the waiting for an ice breaker is in excess of 48hrs then the time is
on the charterers account. The master must follow the instructions of the proper authorities when in
convoy.
ARBITRATION CLAUSE
This is a clause which allows the resolution of disputes by one or more arbitrators appointed by the parties in
dispute, instead of litigation in courts.
Its advantages are :
Speed of settlement
Cost of settlement much lower
Less formality
Privacy
Arbitrators are usually experts on the subject unlike a judge of the court who may not be experienced in dealing with
such issues.
INDEMNITY CLAUSE
OFF HIRE CLAUSE
This clause provides that in the event that the vessel is unable to work for more than 24hrs due to certain
circumstances then the payment of hire money shall cease and will only resume once the vessel resumes her service.
Partial interference of work is also a sufficient cause to take the vessel off hire in some cases unless the charter party
specifically provides the off hire time is not added on to the total time of the charter party
DEVIATION CLAUSE
The vessel must comply with the non-deviation warranty requiring her not to depart from the contract or the usual
route, except when authorized by the terms and conditions of the contract. The deviation clause states the precise
causes for which the vessel may deviate. The typical wording : with liberty to sail without pilots, to call at any port
enroute for fueling or any reasonable purpose, to tow and be towed and assist vessels in distress etc.
CHARTER PARTY TERMS
Laydays : this is a range of days between which the owners may present the vessel for loading.
Laytime : it is the time allowed to the charterers for cargo operations. It is defined as the period of time
agreed between the parties during which the owners will make and keep the vessel available for loading /
discharging without any payment additional to the freight.
Canceling Date : this is a date beyond which if a vessel has not been presented for loading then the
charterers may reject her. This is found in the canceling clause which also states that the charterer cannot
cancel the charter before the canceling date even if it is obvious that the vessel cannot reach by that date.
From the point of view of the master, he must proceed towards the stated port even if he has been delayed
beyond the canceling date and continue sending ETA to the charterer until he has been specifically been
informed that the charter has been canceled.
Dead Freight : if the charterers fail to load the nominated quantity of cargo then they are liable to pay compensation
to the ship owner for the short cargo. The compensation for the freight lost on the cargo short shipped is termed as
dead freight.
Reversible Laydays : this is the option given to the charterers to add together the time allowed for loading and
discharging. If this option is exercised the effect is the same as total time being specified to cover both operations. In
this case on the completion of loading the bill of lading is endorsed to indicate to the consignee how much time has
been left for discharging.
Demurrage : if the ship does not complete loading or discharging operation within the stipulated laytime period then
the charterer will have to pay demurrage to the shipowner. The rate is mentioned in the charter party and is usually
paid per day and pro rata basis for parts of a day.
Despatch : if the vessel completes her operations before the stipulated time then the owner is in a position to earn
more freight. The charterer who has delivered the vessel early is then entitled to despatch from the owner. The
amount of despatch may be in terms of the percentage of demurrage.
Full Reach And Burden : reach refers to the ships cubic capacity and burden to her deadweight capacity. Under a
voyage charter the charterers are not entitled to show the cargo in the passenger cabin or carry passengers for their
own gain. This implies that the contract gives full reach and burden of the ship that applies to holds, tween decks
and under deck compartments normally available for the carriage of cargo but not exceeding to what the vessel can
reasonably carry in the view of the master. The vessel is not entitled to carry bunkers in excess to what is required
for the voyage. If intermediate ports are allowed for bunkering then the amount has to be properly calculated and if
the charterer has to carry extra bunkers then the ship owner can claim deadfreight.
Always Afloat : this clause relieves the vessel of any obligation to wait until the favourable tide to proceed to the
appointed berth. The port named should always be suitable or else when the ship arrives she is entitled to load or
discharge at the nearest safe port. Where the nature of the bottom allows there may be a suitable agreement for
the vessel to lie aground during the operations at low water.
Weather Working Days : means a working day or a part of a working day during which a vessel is or if she is still
waiting for her turn, it would be possible for her to load / discharge the cargo without interference. If such an
interference occurs then this time has to be excluded from the laytime by calculation which is made with reference
to the ratio of the duration of the interference to the time which would have or could have been worked but for the
interference.
Per Working Hatch Per Day : means that the laytime is to be calculated by dividing the quantity of cargo in the hold
with the largest quantity by the result of multiplying the agreed daily rate per working hatch by the number of
hatches serving that hold. Thus
Laytime = Largest quantity in one hold
(Days) _____________________________________________
daily rate per hatch no. of hatches serving that hold
A hatch that is capable of being worked by two gangs simultaneously shall be considered as two hatches.
Notice Of Readiness : means a notice to the charterer, shipper, receiver or other person as required by the charter
that the vessel has arrived at the required berth or port as the case may be and is ready in all respects to carry out
loading / discharging operations.
Sundays And Holidays Excepted : where the charter party specifies that Sundays and holidays are not to be taken
into account as lay days, those days still do not count even if work has been carried out on those days by agreement
between the master and the charterer. The term holidays applies only to official public or local holidays and not to
the time arbitrarily taken off by workmen. This does not include Saturday afternoons unless there is a legal provision
in the country of operation to the contrary. If such a provision does exist then it should be specifically mentioned in
the charter party.
Running Days And Hours : running days means consecutive calendar days counting from midnight to midnight,
unless the contract or the custom states the otherwise. This includes Sundays and holidays whether work is actually
done, or normally done at the port or not.
LEGAL FUNCTIONS OF BILL OF LADING
The important functions of a Bill of Lading are :
It is a receipt for the goods carried on board. The master is responsible for any statements he makes on the
B/L.
The B/L is the written evidence of the terms of the contract of carriage. Where COGSA applies it is indicated
by incorporating the clause Paramount in the B/L.
It is a document of title. The holder of the bill of lading is presently regarded as the owner of the goods
stated on the B/L. Hence high seas sale can be made without attracting taxes.
It is a negotiable document as far as the payments of letter of credits and other exports proceeds are
concerned.
Must be presented by the consignee or the receiver of the goods to obtain the delivery at the destination.
CONTENTS OF A BILL OF LADING

A typical conventional long form B/L contains the following :
Reference number
Name and address of the shipper or his agent
Name and address of the consignee or to the order of
Name and address of any notify party ( receiver )
Ports of loading and discharge
Name of the carrying vessel
Any leading marks for the identification of the goods as stated by the shipper.
The number and the kind of packages or pieces as stated by the shipper
Description of the goods as stated by the shipper
Gross weight or measurement as stated by the shipper
The order and condition of the goods if not in good order and condition
The place where freight is payable
Number of original B/Ls forming the set
The date of receipt for shipment or on a shipped B/L the actual date of shipment
Place of issue
Signature of master or the carriers agents
Conditions of carriage(i.e. the numbered clauses)or statement indicating where these will be found
PRECAUTIONS TO BE TAKEN BEFORE SIGNING THE BILL OF LADING
The general precautions to be taken before signing the bill of lading are :
The B/L is in the proper form i.e. usually in the ship owners own form or that prescribed by the charter
party.
The B/L should be correctly dated with the date of shipment.
The mates receipt having the following should be surrendered
goods are actually on board
the apparent order and condition of the goods and details of any shortage
The marginal clauses as required, but only those really necessary and lawful have been duly inserted to show
the apparent order, condition and the quality of the goods.
The freight if pre payable has already been paid.
That if the ship is under charter, that the owners rights under the charter party are reserved.
That the B/L terms do not conflict the charter party terms.
Reference is made to the charter party where one exists.
SPECIFIC PRECAUTIONS FOR B/L PURSUANT TO A VOYAGE C/P
All the above precautions and additionally the following :
1. The master should ensure that the following are endorsed :
Number of lay days used in loading cargo.

Any demurrage at the load port and any dead freight due shall be endorsed on the B/L.
Any other changes against the cargo such as unpaid freight, advance freight, or dead freight shall be
endorsed.
Check how many parts are there to the set and all should be signed.
Charter party frequently contains a specimen form of the B/L to be used, but where goods are being carried
under two contracts of affreightment, it is important that these contracts should be consistent with each
other.
Where the charterers and the shippers are the same person then the B/L is nothing more than a mere
receipt of the cargo received on board. But should the charterers assign his interests in the goods to some
third party by endorsement and delivery of the B/L then the B/L comes a receipt, an evidence of contract, a
document of title.
B/L issued by the chartered ship to a shipper, the master usually signs the B/L on behalf of the ship owner
who employs him. Anyone shipping goods under these circumstances may therefore assume that the master
is acting under the authority and on behalf of the owner.
Q) Condition of assignment , loadline survey and its

The general advantages of a Type A ship can be summarised as follows:

* High watertight integrity of the exposed freeboard deck as cargo tanks have small access
openings closed by watertight and gasketed covers of steel.
* Loaded cargo tanks have a low permeability.
* Because of the large free surface effects possible with liquid cargoes, type A ships must
have a high degree of subdivision, both longitudinally transversely. and This subdivision
limits the volume of lost buoyancy when a compartment becomes bilged, unlike the
relatively large hold of a cargo vessel (type B ship).
* The greater degree of subdivision improves the stability characteristics in the damaged
condition when damage is in way of a transverse bulkhead causing the flooding of two
adjacent loaded compartments.
* Greater subdivision also reduces the effect of trim when near end compartments become
bilged.
* Cargo pumps provide efficient means of maintaining a level of flood water in a damaged
cargo compartment, especially if the damaged compartment was empty.
In contrast type B ships have comparatively large hatchways which can only be made
weathertight. Depending on the nature of the cargo, permeability of loaded holds can be high (as
with dense cargoes). If a type B ship exceeds 100 metres in length, is fitted with steel hatch
covers and has sufficient subdivision to meet certain damage stability criteria they may be allowed a
reduction in freeboard (B-60 and B-100 vessels).
26.6.2 Additional conditions of assignment for type B-60 freeboard (Regulation 27)
The following additional conditions must be satisfied:
(1) Ship must be over 100 m in length.
(2) measures must be provided for the protection of the crew on exposed decks must be
adequate (such as the fitting of a raised catwalk or underdeck walkways along each side of
the hull).
(3) arrangements for freeing water off the deck must be adequate (railings instead of bulwarks
may have to be fitted).
(4) hatch covers in positions 1 and 2 must be of steel and have adequate strength, special care
being given to their sealing and securing arrangements.
(5) the ship, when loaded in accordance with the initial condition of loading, shall be able to
withstand the flooding of any compartment or compartments, with an assumed permeability
of 0.95, consequent upon the damage assumptions specified and shall remain afloat in a
26.2 SHIPS SIDE MARKINGS

26.2.1 Deck line (Regulation 4)
The deck line is a horizontal line marked amidships on each side of the ship. Its upper edge shall normally pass
through the point where the continuation outwards of the upper surface of the freeboard deck intersects the
outer surface of the shell plating. Fig. 26.4 However, the deck line may be placed with reference to another fixed
point on the ship on condition that the freeboard is correspondingly corrected and that the reference point location
and the identification of the freeboard deck is clearly indicated on the International Load Line
Certificate. This is typical in the case of a ship having a radiused sheerstrake (rounded gunwale) (figure 26.5).
26.2.2 Load line mark and accompanying load lines (Regulations 5 to 8)

The Load Line Mark consists of a ring 300 mm in outside diameter and 25 mm thick which is
intersected by a horizontal line 450 mm in length and 25 mm thick, the upper edge of which passes
through the centre of the ring. The centre of the ring is placed amidships and at a distance equal to
the assigned summer freeboard measured vertically below the upper edge of the deck line. These
are indicated in figure 26.6 and were also discussed in Section 4.
26.10 LOAD LINE CERTIFICATION AND SURVEYS
All ships must be issued with a load line certificate. The form of the certificate will depend upon the
Assigning Authority as follows:
26.10.1 Surveys
A ship will be subject to the following surveys:
* Initial survey before the ship is put into service;
* Renewal survey at intervals not exceeding five years;
* Annual survey within 3 months either way of the anniversary date of the load line certificate. The
surveyor will endorse the load line certificate on satisfactory completion of the annual survey.
The period of validity of the load line certificate may be extended for a period not exceeding 3 months
for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed.
26.10.2 Load line survey preparation
The preparation for a load line survey will involve ensuring that the hull is watertight below the
freeboard deck and weathertight above it (cargo tank lids on tankers must be watertight).
Reference should be made to the Form of record of conditions of assignment of load lines as
specified in Part 6 of Load Lines 2002 Edition (Record of particulars as detailed in MSN
1752(M) for UK ships).
The following checks should be conducted prior to survey:
(1) Check that all access openings at the ends of enclosed superstructures are in good
condition. All dogs, clamps and hinges should be free and greased. Gaskets and other
sealing arrangements should not show signs of perishing (cracked rubbers). Ensure that
doors can be opened from both sides. Ensure that door labels such as To be kept closed
at sea are in place.
(2) Check all cargo hatches and accesses to holds for weathertightness. Securing devices
such as clamps, cleats and wedges are to be all in place, well greased and adjusted to
provide optimum sealing between the hatch cover and compression bar on the coaming.
Replace perished rubber seals as necessary. Hose test hatches to verify weathertightness.
(3) Check the efficiency and securing of portable beams.
(4) For wooden hatches, ensure that the hatch boards are in good condition and that the steel
binding bands are well secured. A minimum of at least two tarpaulins should be provided at
each hatch which must be in good condition, waterproof and of a strong approved material.
Locking bars and side wedges must be in place and be in good order.
(5) Inspect all machinery space openings on exposed decks.
(6) Check that manhole covers on the freeboard deck are capable of being made watertight.
(7) Check that all ventilator openings are provided with efficient weathertight closing appliances.
(8) All air pipes must be provided with permanently attached means of closing.
(9) Inspect cargo ports below the freeboard deck and ensure that they are watertight.
(10) Ensure that all non-return valves on overboard discharges are effective.
(11) Side scuttles below the freeboard deck or to spaces within enclosed superstructures must have
efficient internal watertight deadlights. Inspect deadlight rubber seals and securing arrangements.
(12) Check all freeing ports, ensure shutters are not jammed, hinges are free and that pins are
of non-corroding type (gun metal).
(13) Check bulwarks and guardrails are in good condition.
(14) Rig life lines (if required) and ensure they are in good order.
(15) De-rust and repaint deck line, load line mark, load lines and draught marks.
On the day of the survey ensure that the International Load Line certificate and associated
documentation are available for inspection. Sufficient manpower should be made available for the
operation of hatch covers and the rigging of staging and ladders to allow the surveyor to view the
load line and draught marks. The ships stability data book should also be on hand for inspection.
Q) BALLAST WATER SYSTEM IN USE ( OZONE AND UV SYSTEM )
G8 AND G9 CRITERIA
Introduction
The transfer of invasive marine species from a port to another port through ballast water is a threat to
the worlds sea water. It is worth mentioning that approximately 3 to 5 billion tonnes of ballast water is
moved internationally each year, excluding the amount of bal-last moved domestically.
Marine species carried in ships ballast water are basically those species that are small enough to pass
through the ships ballast water intake ports and pumps. More than 7,000 different marine species are
being carried in ships water ballast tanks around the world, the vast majority of which do not survive
the journey. Even those that do survive the journey, the chances of surviving in the new environmental
conditions, is further re-duced. However, if any of the marine species survive in the host environment,
it may become invasive, out-competing native species and multiplying into pest proportions, changing
whole ecosystems. There are hundreds of examples of catastrophic introduc-tions around the world,
causing severe human health, economic and/or ecological im-pacts in their host environments.
The International Maritime Organization (IMO) and other international bodies have taken action to
address the threats posed by the transfer of harmful organisms by ships. The IMO in its 1997
Assembly developed "Guidelines for the control and management of ships ballast water, to minimize
the transfer of harmful aquatic organisms and patho-gens" (resolution A.868(20)).
Finally, the International Convention for the Control and Management of Ships Ballast Water &
Sediments was adopted in February 2004. The purpose of the Convention is to prevent, minimize and
ultimately eliminate the risk of introduction of Harmful Aquatic Organisms and Pathogens which use
the ballast water as a hub.
Exchange of ballast at sea, as recommended by the IMO guidelines, currently provides the best-
available measure to reduce the risk of transfer of harmful aquatic organisms, but is subject to serious
ship-safety limits. Even when it can be fully implemented, this technique is less than 100% effective in
removing organisms from ballast water. It is therefore important that the exchange of ballast water at
sea is replaced by an effective ballast water management and/or treatment methods which meet the
following criteria:
Safe for the crew and vessel
Environmentally acceptable
Cost-effective
Technically feasible and practicable
A variety of ballast water treatment systems are underway today, the development of
which is based on technologies or procedures currently utilized for industrial and drinking
water treatment. These systems involve retrofitting or modifying the existing ships struc-
tures to accommodate them.
The majority of the ballast treatment systems are using active substances and only few are
available without their use. Some of the existing systems using active substances have the Type &
basic IMO approval only, while other systems have gone though the full process that leads to the
desired certification of the system.
Ballast water treatment systems solutions by mechanical, physical, chemical or biologi-cal
processes are possible, either individually or in combination. Owners should consult with vendors
to ensure that their ballast water treatment is appropriate for the specific vessel.
The Convention and Application dates
In February 2004 IMO adopted the INTERNATIONAL CONVENTION FOR THE CON-TROL AND
MANAGEMENT OF SHIPS BALLAST WATER AND SEDIMENTS.
The purpose of the Convention is to prevent, minimize and ultimately eliminate the risk of introduction
of Harmful Aquatic Organisms and Pathogens which use the ballast water as a hub.
Ballast Water Management includes exchange of ballast water (Exchange Standard: D1) and ballast
water treatment (Performance Standard: D2). For the later, technical solu-tions mechanical, physical,
chemical or biological processes are possible, either singu-larly or in combination.
A) Ballast water exchange method- volumetric efficiency 95 pc ( sequential method)

B) Flow thru method 3 times volume of tank exchanged .( volumetric /sequential )
Volumetric- 3 times vol of tanks exchanged 50 nm from nearest land and 200 m depth
Dilution method pumped from top and removed from bottom -2 times
Note not in resolution.
The approval processes

Technologies developed for ballast water treatment are subject to approval through specific IMO
processes and testing guidelines. These are designed to ensure that such technologies meet the
relevant IMO standards (Table 1), are sufficiently robust, have minimal adverse environmental
impact and are suitable for use in the specific shipboard environment.A company offering a
treatment process must have the process approved by a Flag Administration and,while not a
specific requirement, this is often the country in which it is based. The Flag State will probably
choose to use a recognised organisation,such as a classification society, to verify and quality
assure the tests and resulting data.
Approval consists of both shore-based testing of a production model, to confirm that the D-2 discharge
standards are met; and shipboard testing, to confirm that the system works in service. Timescales are likely
to be between six weeks and six months for the shore-based testing and six months for the ship-based
testing. For AS systems, further Basic Approval is required from the GESAMP 2 Ballast Water Working Group
(BWWG), a working committee operating under the auspices of IMO, before shipboard testing proceed
In July 2005 IMO agreed on Guidelines stipulating standardized procedures for type approval of BW treatment
systems (MEPC Res.125 (53) updated in 2008 by MEPC.174 (58) G8) and approval of ballast water
management systems that make use of active substances (MEPC Res.126 (53) updated in 2008 by MEPC.169
(57) G9).
A ship with a ballast water capacity less than

5,000 m3 constructed in 2009 will not be
required to comply with D-2 standard until
its second annual survey but not later than 31
December 2011. (Res.A.1005(25))
A ship with a ballast water capacity of less

than 5,000 m3 constructed after 2009 must be
equipped with a type approved ballast watertreatment system that meets the D-2 standard
upon delivery or EIF, whichever is later.
(Res.MEPC.188(60))
A ship with a ballast water capacity of greater

than 5,000 m3 constructed before 2012 is
to be equipped with a type approved ballast
water treatment system that meets the D-2
standard not later than the fi rst intermediate or
renewal survey, whichever occurs fi rst, after the
anniversary date of delivery of the ship in 2016
XQ ) WHY NOT COUNTRIES NOT RATIFYING

Final Approval by the IMOs Marine Environmental Protection Committee (MEPC), under the advice of the
GESAMP BWWG, will take place when all testing is completed. Flag Administrations will issue a Type
Approval certificate in accordance with the aforementioned G8 guidelines once G9 approval has been granted
by MEPC. If the process uses no active substances, the Flag Administration will issue a Type Approval
certificate without the need for G9 approval. It can take up to two years from first submitting an application
for Basic Approval for an active substance to completion of testing and achieving approval under the
G8 guidelines.
GESAMP Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection. An advisory body
established in 1969 which advises
the UN system on the scientific aspects of marine environmental protection.
The Owners Concerns
Owners are hesitating because of the varied, often more stringent, requirements that the USA is
considering. Also, some states like California are making their own evaluation of treatment systems
and the USA Environmental Protection Agency has issued a Vessel General Permit under the National
Pollutant Discharge Elimination System compulsory for most vessels over 24m.
The state of New York has indicated that each vessel of this kind that operates in its waters must have
a treatment system that meets the prescribed standards by 1 January 2012.
Owners are watching closely the regulation development in the US, as they could affect treatment
systems choice. USA proposes regulations which are stricter than those de-fined in the 2004
International Convention for the Control and Management of Ships Ballast Water and Sediments.
Even if a vessel is not intended initially to sail to the US, the ability to comply with their standards could
affect spot trading and resale price. It is unlikely that other regions or states are going to have stricter
requirements than US.
In addition Owners are also faced with the task of developing new
Maintenance programes;
Safety procedures;
Crew training.
Owners therefore face a complex task in choosing and installing the appropriate treat-ment systems
particularly when past experience on operation and installation of such systems does not exist.
Owners must also take into account that the installation costs may raise when engineer-ing services
are in high demand and when charterers will demand the treatment sys-tems.
Ballast Water Performance Standards (Regulation D-2)
Ships conducting Ballast Water Management in accordance with regulation shall dis-charge:
less than 10 viable organisms per cubic meter greater than or equal to 50m in minimum
dimension; and
less than 10 viable organisms per millilitre less than 50m in minimum dimension and greater than
or equal to 10m in minimum dimension; and
limited number of indicator microbes (bacteria) not exceeding the below concentrations:
Toxicogenic Vibrio cholerae (O1 and O139) less than 1 colony forming unit (cfu) per 100 ml or less
than
1 cfu per 1 gram (wet weight) zooplankton sam-ples;
Escherichia coli less than 250 cfu per 100 ml;
o Intestinal Enterococci less than 100 cfu per 100 ml
Compliance with the Performance Standard (D-2) seems to be achievable only by use of a Ballast
Water treatment system. In general, treatment systems that comply with the standard D-2, shall be
approved by the Administration.
REG D-3 APPROVAL OF BALLAST WATER SYSTEM MANAGEMENT .
I. No ballast or zero discharge
1. Manomaran hull ( like catamaran)
2. Use of onboard potable water
3. Solid ballast ( containers used as ballast )
II. Continous flow thru method
When a vessel moves thru water pressure at bow more than that at stern , Longitudinal tanks use this
pressure difference to achieve water thru set of tanks below.
III. Ballast water treatment system
Uv, ozone , filteration, electrolysis.
List of Guidelines
Ballast Water Management includes exchange of ballast water and ballast water treat-ment. Since the
adoption of the Convention, IMO has been working and has developed 14 guidelines. A list of the
guidelines supporting the IMO Ballast Water Management, available by the IMO, is given below:
G1 GUIDELINES FOR SEDIMENT RECEPTION FACILITIES, MEPC.152(55), adopted on 13

October 2006
G2 GUIDELINES FOR BALLAST WATER SAMPLING, MEPC.173(58), adopted on 10

October 2008
G3 GUIDELINES FOR BALLAST WATER MANAGEMENT

EQUIVALENT COMPLIANCE, MEPC.123(53), adopted on 22 July 2005
G4 GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOP-MENT OF

BALLAST WATER MANAGEMENT PLANS, MEPC.127(53), adopted on 22 July 2005
G5 GUIDELINES FOR BALLAST WATER RECEPTION FACILITIES, MEPC.153(55), adopted

on 13 October 2006
G6 GUIDELINES FOR BALLAST WATER EXCHANGE, MEPC.124(53), adopted on 22 July

2005
G7 GUIDELINES FOR RISK ASSESSMENT UNDER REGULATION A-4

OF THE BWM CONVENTION, MEPC.162(56), adopted on 13 July 2007
G8 GUIDELINES FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS,

MEPC.125(53), adopted on 22 July 2005, amended by MEPC.174(58) on 10 October 2008
G9 PROCEDURE FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS THAT

MAKE USE OF ACTIVE SUBSTANCES, MEPC.126(53), adopted on 22 July 2005,
amended by MEPC.169(57) on 4 April 2008
G10 GUIDELINES FOR APPROVAL AND OVERSIGHT OF PROTOTYPE BAL-LAST WATER

TREATMENT TECHNOLOGY PROGRAMMES, MEPC.140(54), adopted on 24 March
2006
G11 GUIDELINES FOR BALLAST WATER EXCHANGE DESIGN AND CON-STRUCTION

STANDARDS, MEPC.149(55), adopted on 13 October 2006
G12 GUIDELINES ON DESIGN AND CONSTRUCTION TO FACILITATE SEDI-MENT

CONTROL ON SHIPS, MEPC.150(55), adopted on 13 October 2006
G13 GUIDELINES FOR ADDITIONAL MEASURES REGARDING BALLAST WA-TER

MANAGEMENT INCLUDING EMERGENCY SITUATIONS, MEPC.161(56), adopted on 13
July 2007
G14 GUIDELINES ON DESIGNATION OF AREAS FOR BALLAST WATER EX-CHANGE,
MEPC.151(55), adopted on 13 October 2006
BEING PREPARED
GUIDELINES FOR BALLAST WATER EXCHANGE IN THE ANTARCTIC TREATY AREA,
MEPC.163(56), adopted on 13 July 2007 SURVEY
GUIDELINES FOR THE PURPOSE OF BWM CONVENTION GUIDELINES ON PSC

UNDER THE BWM CONVENTION
Approval Status of Ballast Water Treatment Systems
The field of ballast water treatment is rapidly developing and expanding as existing sys-tems are
modified and new systems enter the market. Many of these systems have gone through the approval
process of the International Maritime Organization. The IMO ap-proval process provides vessel
owners/operators and interested stakeholders with im-portant data on system operation and
performance. IMO Marine Environment Protection Committee (MEPC) approvals of systems using
active substances and Type Approvals from flag state administrations as of April, 2010, are included in
the following tables.
10 Ballast Water Treatment processes
Ballast water treatment technical solutions are possible by means of mechanical, physi-cal, chemical
or biological processes, either singularly or in combination.
The figure below shows the size of harmful aquatic organisms covered by some of treatment
methods that will be discussed herein.
10.1 Filtration
Filtration could achieve the particle removal set out by the 2004 International Convention for the
Control and Management of Ships' Ballast Water and Sediments (50 microns) over a range of
capacities. Achieving filtration to a smaller particulate size would have a serious impact on flow rate
and back pressure.
A filtration step appears to be necessary for most treatment system to remove large organisms present
in the intake water and ensures a minimum but still sufficient residual biocide or oxidant concentration
and to decrease the sediment load. Sediment can settle in ballast tanks and create a breeding ground
for microorganisms and this can lead to microbiologically induced corrosion.
Filtration therefore reduces the cost of removing sediment from the ballast tanks and the cost related
to the disposal of sediment in an environmentally friendly manner as sedi-ment may now be deemed to
be a hazardous waste.
Permanent ballast resulted from sediment, reduces the DWT available for cargo car-riage. This may
seem insignificant for a large ocean-going ship, but in the case of a coaster or inland trading vessel, it
might be considerable. In additional, using systems that prevent sediment build up, could result to fuel
saving A disadvantage of filtration is that it is prone to blockages and require replacement of filters and
back flushing
10.2 Electrolysis
The Electrolysis systems involve the disinfection of ballast water with the generation of free chlorine,
sodium hypochlorite and hydroxyl radicals and by electrochemical oxida-tion and hydrogen peroxide,
without the addition or mixing of any other chemicals. This method does not require the storage of
chemicals on board ship with the associated storage and safety problems.
The hypochlorite contained in the electrolyzed ballast water is introduced into the ballast water to be
sterilized. The lives of the radicals generated during the electrolysis are very short (for example, 1/100
seconds or less for hydroxyl radical). As a result, the radicals decompose before they reach the ballast
water to be sterilized. The electrolytic genera-tion of sodium hypochlorite from sea-water has been
proven to be a simple and safe method of handling and injecting a biocide into ballast water.
The electrolysis process presents some problems, as seawater, during the electrolysis, in addition to
chrolide, produces other ions such as calcium and magnesium, which tent to deposit on the cathode
as hydroxides or carbonates. This scale passivates the cath-ode and obstructs the interelectrodic gap
of the cell. In addition there is a temperature increse during the electrolysis of the electrolyte. For the
production of hypochlorite a temperature below 35 oC is required as it is known that at higher
temperatures the hy-pochloride deteriorates rapidly, giving, according to the pH, chlorides or chlorates.
It is therefore necessary to use heat exchangers to keep the desire temperature.
This technology is restricted to those ships operating in salt or brackish water.
10.3 Ozone
Ozone is formed naturally in the atmosphere; it is colourless gas having a very pungent odour. Ozone
is also very unstable and, after injection into raw water decomposes very rapidly, depending on
conditions (half-life of a few seconds or minutes). In addition, chlo-rine gas (Cl2) and hydrogen gas
(H2), are produced at the electrodes. Chlorine gas will decay to chloride ions. Ozone is the most
powerful and rapid acting oxidizer produced, and will oxidize all bacteria, endotoxins, mold and yeast
spores, organic material and viruses.
In fresh water, ozone breaks down more slowly, minutes rather than seconds, into oxy-gen and water.
The rate of decomposition increases with the presence of organic impuri-ties and increasing pH. As pH
increases, ozone turns into the very short-lived (microsec-onds) hydroxyl radicals.
The conversion of oxygen into ozone occurs with the use of ambient air and energy by an electric
discharge field. The flow of ambient air through the ozone cell increases the amount of available
oxygen that can be converted into ozone gas.
The ozone is then injected during natural flow, after the Ballast Pumps and the Filters. When added to the
filtered ballast water during the intake all microorganisms will be killed within seconds.
10.4 Ultraviolet (UV) Systems
Ultraviolet (UV) treatment is another method of sterilization that is commonly used for fresh and sea
water treatment. The majority MPUV irradiation processes produce pho-tons as the only Active
Substance, which are completely responsible for inactivating all harmful aquatic micro-organisms and
pathogens present in the ballast water, unlike some MPUV processes that are emitting photons as
energy packages, which are not active substances.
One of the main drawbacks is that it is ineffective in water containing suspended matter, so ballast
water may need to be filtered before treatment. In addition, inactivation by UV of larger, aquatic
organisms appears to be limited. UV treatment systems are in general being paired with either filtration
or hydrocyclonic mechanical separation methods.
Usually UV lamps are provided with automatic wipers to maintain the cleanliness and are replaced
during crew maintenance, apart from occasional preventative procedures.
There are two basic types of UV lamp technology.
Medium-pressure UV lamps emit light across a wide range of the UV spectrum, are of high intensity
and produce polychromatic light.
Low-pressure UV lamps emit light in the lower end of the spectrum. They are effi-cient in killing
organisms, are of low intensity and emit monochromatic light.
Finally a medium-pressure UV lamp has a smaller footprint, since it is equivalent to ap-proximately 10
low-pressure lamps
10.5 De-oxygenation
De-oxygenation plants for ballast water treatment have to efficiently maintain the levels of oxygen in
tanks that will kill the aquatic organisms, while at the same time reduce the corrosion rates. This type
of ballast water treatment systems mixes inert gas directly into ballast water as it is drawn into the
vessel. If the inert gas generator is already installed on the ship, it makes this type of plant relatively
simple to install.
De-oxygenation plants create an environment where aquatic organisms and rust cannot live and can
be used for fresh or sea water, either clean or dirty, irrespective of its tem-perature.
A drawback of this type of system is the time required for the organisms to be asphyxi-ated. It is
important for these systems that the length of voyage exceeds this time period, which could be as long
as four days.
ORALS ON 07 DEC 2015
ADDITIONAL MEASURES FOR BULK CARRIERS SOLAS CHAPTER 12
Q 1 ) CO2 FIRE FIGHTING SYSTEM FOR CARGO HOLD HOW DO YOU TEST AND HOW IT
WORKS ORALS ON 07 DEC 2015 ORALS ON 07 DEC 2015
Q 2 ) MEASUREMENTS ON CO 2 SYSTEM
HOW TO CHECK PROPELLER DROP ? HOW MANY PLACES DROP TO BE TAKEN
Q 4 )WHAT VALUE POKER GAUGE GIVES IN MM ?
Q 5) RUDDER DROP ?
DRAW PITLE CLEARENCE AND JUMPING CLEARENCE
IMPORTANCE OF PROPELLER CURVE TO CHIEF ENGINEER ? WHY IS THE RANGE ALWAYS

BETWEEN 60 TO 90 % RPM
Q) MAIN ENGINE SLOW DOWN PARAMETERS

RUDDER
RUDQ
Q) DOCUMENTS NEEDED FOR DRY DOCK ? WHAT IS THERE IN DOKING PLAN AND RUDDER
DROP ? PROPELLER DROP? WHAT PLANS TO BE CARRIED IN DRY DOCK ? AS A CHIEF
ENGINEER THINGS TO CHECK AFTER DRY DOCK?JUMPING CLEARANCE? ANCHOR CHAIN
MEASUREMENTS? TRAMMEL GAUGE ? TAILSHAFT SURVEY ?PROPELLER PUSH
GRAPH?GREEN CHANNEL?
DRY DOCKING
a. Scheduled b. Unscheduled
Stages In Dry-docking
1.Pre- docking preparations
1) Job list with priority

2) Scope of jobs
3) Job schedule
4) Survey & certifications statutory, COC,CSM ,CSH & ESP
5) New regulation requirement & modifications
6) Inventory
7) Requisition
8) Special tools
9) Precision instruments
10) Dry dock meeting with officers & crew
2.Plans, Drawings & procedures
1) Docking plan
2) Shell expansion plan
3) General arrangement plan
4) Propeller extraction file
5) Tail shaft extraction file
6) Anode locations
7) Overboard valve details
8) Safety measures-ships fire plan
9) Risk assessment & permits - must
10) Emergency responses - Mustering
11) Communication details- yard emerg alarm point
12) Gas free certificate
13) Cargo plan and manifest ( if docking with cargo)
14) Toxic arrangement and distributiomn of commodity.
15) Ships general particulars
16) Lifting gears only tested & in proper method ( test and caliberation records)
17) Turning gear Cautious in using
18) Relevant certificates for renewal of various surveys
3.Information exchange
1) With master about tank levels to maintain

2) Plan of plant shutdown
3) With repair manager
4) With superintendent
5) With job specialists
6) With engine department
7) Delegation of job
4.While Docking Precautions
1) Change over to DO
2) Keep ready tanks to be cleaned
3) Sufficient care w.r.t Critical Period
4) Steering gear & rudder actuation
5) Boiler blow down Ensure
6) Avoid black outs load wrt shore supply.
7) Voltage and frequency precautions
5.At Dry Dock

1) Proceed as per plan
2) Time Schedule , Budget not crossed
3) Priority job & Max no. of jobs in qualitative manner
4) Docking precautions
5) Ensure all drain plugs are in place secured & cemented
6) Oil level in stern tube tanks
7) All shore connections are removed & meter reading if any
8) Power supply
9) Pneumatic supply
10) Sewage
11) Cooling water
12) Fire line
13) Bilge line
14) Emergency alarm point ensure proper function
Dry Dock Inspections
1) Propeller drop - crack & Smoothness.

2) Stern Tube Brg wear, Seal renewal, Oil renewal as Reqd
3) Tail shaft oil leaks, clearances ,wear, cracks
4) Rudder & plugs- water tightness, wear, damages clearances
5) Anodes - consumption
6) Sea chest grids strength, Cleanliness & Securing
7) DB tank plugs - Mud Removal
8) Bilge keel plate - damage
9) Under water area damages, thickness
10) Painting - condition
11) Overboard valves - overhaul, renew joints pr.test
12) Echo sounder - Cleaning & adjustment
13) Speed log Cleaning & adjustment
14) MGPS any
15) Bow thruster items - Inspection
16) Anchor chain - Inspection & gauging
17) All marking in condition draft, LL, etc
18) Dry dock Measurements
19) Hull Plate gauging
20) Tank soundings before & after DD
6.Tank soundings
(1) When S.W level cover the sea chest, sea v/vs open all sea v/vs
check leak
(2) Purge the air fm. all C.S.W P/P, run the P/Ps 'n' check the pr
(3) Cut-out the shore power supply Start the ship gen.
(4) Record the time 'n' KW-hr. meter unit
(5) Check all leakage 'n' abnormalities, all repair jobs, etc. must be
corrected B4 leaving fm.dock.
(6) Take M/E C/S deflection 'n' compare previous record
(7) Prepare M/E
(8) Take All Tank sounding 'n' record
(9) Prepare for docking-report
7.Post Dock checks
a.Water leaks from Sea water Interface Items

b.Oil leak from Shaft.
c.Specific work related condition
1.Costing
a.DD specification File (all dry dock details)
b.No additional cost
c.Yard Rules, Terms & conditions
d.Job warranty
Propeller drop
i. remove rope guard

ii.Take-out check-plug (oiling hole) 'n' drain plug.
iii. turn the Tail shaft until the '0' mark on simplex seal 'n' T/S coincide
Or #1 unit @TDC
iv.Measure @ plug (Top & bottom) thro' 180C by wear down gauge.(poker gauge )
v.compare the last record measurement (every D/D)
vi.Records are kept in wear down gauge box.
f.Rudder jumping & pintle bearing
Rudder Wear down- trammel gauge.
Jumping d = bet. stern frame 'n' upper edge of rudder (due to heavy
weather)
1. Ram type = 12 ~ 19 mm
2. Rotary vane = 38 mm
1. Ram type can be measured the cl. in the S/G Rm. (bet. swivel block
bottom 'n' trunion)
2. Rotary vane bet. anchor bracket 'n' stator inside of the Hinge Total = 38
mm (upper = 19 mm, lower = 19 mm)
bet. sole piece 'n' lower edge of
rudder (SP LER)
JUMPING CLEARENCE
Pintle bearing clearance

If the rudder has its entire area aft of the rudder stock then it is unbalanced .A rudder
with between 20 and 40% of its area forward of the stock is balanced since there will
be some angle at which the resultant moment on the stock due to the water force will
be zero. Most modern rudders are of the semi-balanced design. This means that that
a certain proportion of the water force acting on the after part of the rudder is
counter acted by the force acting on the for'd half of the rudder; hence, the steering
gear can be lighter and smaller. A rudder may lift due to the buoyancy effect, the
amount of lift is limited by the jumper bar fitted to the stern frame. The
jumper/rudder clearance must be less than the steering gear cross head clearance to
prevent damage. A rudder is supported by means of a bearing pintle or a lower
bearing depending upon the design. Where a lower bearing is employed the rudder is
actually supported on split bearing rings fitted on the lower face of the rudder and the
upper face of the sole piece ( the extended lower section of the stern frame upon
which the rudder sits)
Pitle bearing celarence is mesured at two positions top and bottm

Jumping clearence not to exceed cross head clearence of steering gear
SEMI BALANCED RUDDER

Semi balanced rudder with rudder horn
As it can over load the system
rudeweee
meas
Rudder water tightness

the rudder is tested when complete under a head of water 2.45 m above
the top of the rudder.
Tail shaft Survey (7 0f 2013 Eng CIR)
1. Keyed propeller + Cont. Liner oil + Corrosion resisit - 5years

2. Key less propeller - 5 year
3. Solid coupling @after End - 5 years
4. CPP - 5 years
5. Directional, Podded, Water jet etc - 5 years
6.All other tail Shaft - 2.5 years
A. Normal Survey
1. Conventional complete removal of tail shaft for examination by R.O
B. Modified Survey Scheme
1.Partial with drawl of the shaft to inspect stern bearing & Shaft in way
a.Keyed propeller :- NDT on 1/3 of tapper length for which propeller
dismantled
b.Others without removal of propeller through inspection & oil
gland renewal
c.Completion of successful survey R.O may extend from 1 to 5 up
to 10yrs for complete with drawl.
2.Partial Survey
If owner desires this survey consists of the propeller being back off in
any keyed shaft & top half of the cone examined by NDT. Oil gland &
wear down measurement checked. For the scheme on successful
completion R.O. may grant 71/2 years interval between complete with
drawl of shaft.
C.Tail Shaft Condition Monitoring TCM
1. Vessel complying IACS UR Z21 & fitted with oil lubricated shafts & approved
glands may be assigned TCM. Vessels assigned TCM & maintained throughout
period R.O may grant 10yrs interval between complete withdrawals.
Green Channel
1.All certificates valid

2.No NC, No FSI deficiencies in last 2 years
3.No PSC deficiencies within 2 years
4.No suspension of DOC in last 2 years
5.No Major NC in last 3 audits
6.Not more than 3 COC without extension
7.No NC in the area of extension requested
8.Max permissible Dry Dock interval 36 months.
Extensions :- Under genuine situations & meeting conditions of Green

Channel
1.only for vessels less than 15 years of age (1to 5 1 year & no.6- 6months)
2. Class should make this as memoranda & admin informed if
extension by R.O
Propeller Push Graph
Significance is for wet fitting of propeller


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PRABHAT RAI ---GADKAR SIR ANSWERS 2015

Q) FIRE PLAN REQUIREMENTS

Fire Control PLAN( Protection ,Detection & Fighting )

1.Location of Fire Control Stations

Fire Test Procedure

Q) INTERNATIONAL SHORE CONNECTION

2.2 Materials and accessories

Q) EMERGECY FIRE PUMP CALCULATION

.2 for cargo ships less than 2,000 gross tonnage 15 m3/h.

MSC 1318 CIRCULAR

GUIDELINES FOR THE MAINTENANCE AND INSPECTIONS OF

SOLAS regulation II-2/14.2.1.2.

1. General visual inspection of the overall system for signs of damage

BI ANNUAL (for passenger & cargo ship )

5 yearly routines for cargo & bi annual for passenger ships

1.The entire installation checked to make sure that it is operational.

1.Pipe line Pressure Testing (as prescribed by manufacturer)

Periodical Inspection of Carbon Dioxide Cylinders

After 20 years the cylinders should be examined and tested at intervals of 5

Hydrostatic pressure test Frequency

3.Critical Point = + 31deg C @ 71bar

2.2 Carbon dioxide systems

B) b. The foUowmg particulars must be stamped on each carbon dioxide

CARBON DIOXIDE PIPING AND FITTINGS :

ENGINE ROOMS : nozzles must always be provided below the floor

BOILER ROOMS: nozzle must be fitted below or round the boilers :

e. The stopcocks i n carbondioxide pipes leading to deep tanks must be

CO2 LEVEL MEASUREMENTS

2.2.1 Quantity of fire extinguishing medium

XQ) FLOODING FACTOR

the flooding factor of 2 kg/m 3 of duct volume is calculated as

Flooding Factors for Specific

3-2.6 Estimated Flow Rate Calculations

B. As the temperature of the liquid increases as it flows through the discharge

1-3 PROPERTIES OF CARBON DIOXIDE

HOW TO ACTIVATE CO2 SYSTEM

Q) HOW YOU WILL ENSURE BOTTLE IS ACTIAVATED

Q) STEERING GEAR REQUIREMENTS FOR TANKERS ABOVE 10000 GT

3 The main steering gear and rudder stock shall be:

4 The auxiliary steering gear shall be:

5 Main and auxiliary steering gear power units shall be:

7 Steering gear control shall be provided:

steering gear power circuit;

11 The angular position of the rudder shall:

be recognizable in the steering gear compartment.

12 Hydraulic power-operated steering gear shall be provided with the following:

13 The steering gear compartments shall be:

the main steering gear shall comprise either:

Q) What is difference between Class and RO?

Q) What are statutory surveys

Q93. Which statutory certificates are valid for:

Xq what is SEQ survey

PREPARATION OF SEQ SURVEY

2 1.2.1.2 checking the validity of the Safety Management

3 1.2.1.3 checking the validity of the International Ship Security

5 1.2.1.5 checking the validity of the International Oil Pollution

6 1.2.1.6 checking the certificates of class, if the ship is classed

7 1.2.1.7 checking, when appropriate, the validity of the

8 1.2.1.8 checking, when appropriate, the validity of the

9 1.2.1.9 checking, when appropriate, the validity of the

10 1.2.1.10 checking, when appropriate, the validity of the

11 1.2.1.11 checking, when appropriate, the validity of the

12 1.2.1.12 checking that the ship's complement complies with the

13 1.2.1.13 checking that the master, officers and ratings are