DGS Class I Modules To Understand

1.International Maritime Law 1.ESP ,CAS , CAP

2.IMO 2. Latest Amendments
3.ILO, WHO, ITU 3.Vibration Analysis
4.M.S Act & Indian Legal Systems 4.Fuel Consumption Economizing
5.DGS & MMD 5.Lifting gear & appliances
6.Log books, Documents & Records 6.Latest Technologies & Shipping Developments.
7.Ships employment & Charter Party 7.Stability –
8.Insurance & Salvage a.static stability, dynamic stability, cross curve,
9.Classification Society b.Damage stability – probabilistic, deterministic
10.Human Relations Development c.Sub division- Load Line
11.Computer Applications 8.Combustion Technology
12.Stability 9.Propulsion
13.IMO Conventions 10.Machinery Performance Test
14.ISM Code & PMS 11.Navigation
15.Repair Management 12.Radio Communication & GMDSS
16.Machinery Performance Test 13.Human Relations Development
17.Inventory management 14.Repair Management
18.STCW ,Training of trainers 15.Inventory management
19.Coast Guard 16.Coast Guard
20.PSC 17.New ship take over
21.Emergency Preparedness 18.Important list of Resolution & Circulars
22.ISPS code
23.Fuel Consumption Economizing
24.Latest Technologies & Shipping Developments
25.Diesel Engine Simulator

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 Certificates to be carried --------For ALL SHIPS
Regis 1. Certificate of registry with Light & Anchorage dues Art 91 Unclos - Permanent
Class 2. Certificate of Class with Survey Endorsement Sheets 5 Yr Cycle
CONSTRUCTION / MANAGEMNET / SECURITY
LL 3. Int. Load Line /(Multiple LL –if) /Exemption Certificate Art 16/18 Vessel > 24 m length - 5 Yr Cycle
4. Int. Tonnage Certificate with Valid Tax Receipt Art. 7 Vessel > 24 m length Permanent
Tonn

5. Panama Canal Tonnage Certificate – Transit Purpose Permanent

age

6. Suez Canal Tonnage Certificate – Transit Purpose Permanent

7. Certificate of Appr/Plans and Specification for Nav Lights Rule 20 COLEREG
Na
vg

8. Safe Manning Certificate (Permanent) S-V / 14.2 >500GT C.Ships/ P. Ships

9. Int. Safety construction certificate. S- I/12 >500GT cargo ships - 5 Yr Cycle
Constructi

10. Int. Safety Equipment Certificate. With Record of Form E S- I/12 >500GT cargo ships- 5 Yr Cycle
11. Int. Safety radio Certificate With Record of Form R S- I/12 >300GT cargo ships- 5 Yr Cycle
12. Int. Cargo Ship safety Certificate / Exemption Certificate S- I/12 >500GT C.Ships/ P. Ships
on

13. Certificate of Appr/Plans and Specification for Nav Aids S-V / 18.1 >500GT C.Ships/ P. Ships
14. Document of Compliance– ISM code 13.2 S-IX /4 >500GTC.Ship,MODU/P.Ship- Company
ism

15. Safety Management certificate – ISM code 13.7 S-IX /4 >500GT C.Ship,MODU/ P. Ships
Sec. 16. Int. Ship Security Certificate – ISPS Code A/19.2 S-XI-2 /1.12 >500GT C.Ship,MODU/ P. Ships
POLLUTION PREVENTION
o i l 17. Int. oil pollution prevention certificate + Supplement A or B M-A1/ 7.1 >150GT OT / >400GT C.Ships
s e w 18. Int. sewage pollution prevention certificate M-AIV/ 5 >400GT or >15Persons all ships
19. NOx / Sox Emission Compliance Certificate for Treatment sys
20. Engine int. air pollution prevention certificate NOx T.Code >130 Kw
AIR

21. Int. air pollution prevention certificate M-AVI/ 6.1 >400GT all ships& Platforms
22. Int. energy efficiency certificate M-AVI/ 6.4 >400GT all ships
23. Int. anti fouling system certificate Reg 2 >400GT all ships
AF

24. Int. anti fouling system Declaration Reg 5 Ships>24m &<400 GT

S

Ballast 25. International Ballast water management certificate Reg E1 >400GT all ships
26. International Cert of Inventory of Hazardous material Reg 11.11 Ship recycling Convention
cyc
Re

27. International Cert of Ready to Recycle Reg 11.11 Hongkong Convention

INSURANCE & LIABILITY
28. Bunker convention certificate Art VII/2, 5 Vessels <1000GT
29. Cert. of Insurance/financial security in respect of Wreck Removal Art 12 Vessels <300GT
Cover
Insur

30. H&M insurance certificate Underwriters

31. Certificate of Entry with Club Rules P&I Club

2
 32. Certificate of Financial Responsibility – water Pollution USCG by P&I
CO
FR
33. Certificate of Financial Responsibility – oil Pollution USCG by P&I
HUMAN RESOURCE & SAFETY OF CREW
34. Articles of Agreement & Employment Contract MS act
35. Certificate of Master & Crew ArtVI/ R1/2
36. Record of Rest Hours & work Schedule Code VIII/1 STCW / MLC / ILO 147 / ILO 180
Crew Care

37. Maritime labor certificate + DMLC1 & DMLC 2 Reg 5.1.3 >500GT ships
38. Lifting appliance Load test Certificate/ Register– part I, ILO 152 All Merchant Vessels with Cargo Gear
39. Loose Gear test Certificate/ Register– part II, ILO 152 (annealing cert for wrought iron)
40. Wire ropes test Certificate/ Register– part III, ILO 152
HEALTH & SANITARY
41. Ship Sanitation and Hygiene Certificate Ships in Art 20,27,39 & Annex 3 of IHR – All vessels
Health

42. Medical chest certificate- 12months & Drug record – All vessels
43. De ratting / Exemption certificate – 6months Art 54 (1969) – All vessels
PASSENGER SHIP
1. Special Trade Passenger / Passenger Ship Safety Certificate S- I/12 >12 passenger - 1 Yr Cycle
2. DOC for carriage of Dangerous goods S-II-2/19.4 >500GT C.Ship, all P. Ships
Pax

3. Special trade passenger / Passenger space certificate Passenger vessel

DRY CARGO SHIP
1. DOC for carriage of Dangerous goods S-II-2/19.4 >500GT C.Ship, all P. Ships
Carg

2. DOA for carriage of Grains with Grain loading Manual S-VI/9 GCode Vessel carry grain in bulk
3. Statement of Compliance for carriage of Solid cargoes in Bulk S-VII/5 IMSBC
o

OIL TANKERS
1. Certificate of Insurance/financial security in respect of Civil Art VII Tankers carrying > 2000 tons of Persistent
liability to Oil pollution damages Oil (also carried previous Voyage)
2. Statement of Compliance OF CAS M-A1/20.6 Single Hull Tanker >5000DWT
3. Cert of Emer. Tech Assistance Service + Manual M-A1/37.4 >5000DWT tankers
CHEMICAL TANKERS
1. Int. pollution prevention certificate for NLS M-AII/ 9 C.T
Carg

2. Int. Certificate of fitness + IBC code 1.5 – 4.3 S VII/10 C.T after 1986
3. Certificate of fitness + BCH S VII C.T Before 1986
o

GAS TANKERS
1. Certificate of fitness + GC code S VII G.T Before 1986
Cargo

2. Int. Certificate of fitness + IGC code 1.5 – 4.1 S VII/13 G.T after 1986
3. Int. Certificate of fitness – INF code 1.3.4 S VII/16 Vessels carry INF cargo

3
 Documents to be carried(plan , manual, booklet , records, FILES )

1. Coating Technical file – MSC 215(82) & MSC 288(87) S-II-1/3.2 >500GT cargo ships
Construction

2. Emergency Towing Procedure & Booklet S-II-1/3.4 >500GT C.Ships/ P. Ships

3. Ship Construction Drawings S-II-1/3-7 >500GT C.Ships/ P. Ships
4. Ship construction file – Goal based Standards S-II-1/3.10 >150m OT & BC
5. Noise Survey Report S-II-1/3.12 >1600GT cargo ships
6. Intact stability booklet ILLC 88- reg10 S-II-1/5 >24m C.Ships/ P. Ships
7. Damage Control Plan & Damage Control Booklet S-II-1/19 >500GT C.Ships/ P. Ships
Stability

8. Damage stability booklet S-II-1/19 >500GT C.Ships/ P. Ships

9. Stability information Booklet S-II-1/22.1 Also IMSBC code req
10. Maneuvering Information S-II-1/28 >500GT C.Ships/ P. Ships
11. Fire control & Safety plan S-II-2/15.2.4 >500GT ships
Fire Fight

12. Fire safety operational booklet S-II-2/ 16 >500GT ships

13. Fire safety training manual S-II-2/15.2.3 >500GT ships
14. FSS – Maintenance Plan & Program S-II-2/14.2.2 >500GT ships
15. Life Saving Training S-III/35 >500GT C.Ships/ P. Ships
Life Safe

16. Life Saving onboard Maintenance Instructions S-III/36 >500GT C.Ships/ P. Ships
17. Muster list & Emergency Instructions S-III/8 >500GT C.Ships/ P. Ships
18. Onboard training & drills record book >500GT C.Ships/ P. Ships
19. Radio Record / Log book / Service Document S-IV / 17 >300GT C.Ships/ P. Ships
Communication

20. Radio license – Ship Station license S-IV / 29

21. EPIRB registration card Identified with allotted MMSI no
22. Certificate of Compliance – VDR & Annual test report S- V/ 18.8 >3000GT C.Ships/ P. Ships
23. AIS Report S- V/ 18.9 >300GT C.Ships/ P. Ships
24. LRIT Conformance Test Report S- V/ 19-1.6 >300GT C.Ships/ P. Ships
25. International Code Of Signals & IAMSAR Manual latest S- V/ 21 >300GT C.Ships/ P. Ships
26. Deviation of curve of Magnetic Compass S- V/ 19-2.1.3 >150GT C.Ships/ P. Ships
Navigation

27. Nautical Publications S- V/ 19+ 27 Passenger & Cargo vessel

28. Log book –Official, Deck, Engine, Radio, Cargo, Security S- V/ 13 >500GT C.Ship,MODU/ P. Ships
29. Record of Navigational activities & daily reporting S- V/ 28.1
30. Pilot Ladder Maintenance Record S- V/ 23

4
 31. Steering Gear Change over Procedure & Test Record S- V/ 26
32. Material Safety Data Sheet S- VI-5.1 For Marpol Ann-I & F.O materials
33. Safety management Manual with Audit Reports
ISM

34. PMS record

35. Continuous synopsis record – (Permanent) S-XI-1/5 >500GT C.Ship,MODU/ P. Ships
Securit

36. Ship security plan ISPS code A9 >500GT C.Ship,MODU/ P. Ships

y

37. Ship Security Equipments Maintenance & Test records

38. Port State Control inspection report A1052 (27)
inspect

39. Class survey records, Quarterly Listing

40. F S I or GI by RO reports
41. Oil record book part-A M-A1/17.1 >150GT OT / >400GT C.Ships
Oil Pol

42. OWS & Content meter – Installation ,Type App, Calibration

43. SOPEP M-A1/37 >150GT OT / >400GT C.Ships
44. Sewage Plant – Type Appr, Manual, Disch Flow rate
45. Garbage disposal placards M-AV/ 9
Garba

46. Garbage record book from 1.1.2013 M-AV/ 9 >400GT or >15Persons all ships
g

47. Garbage Management plan from 1.1.2013 M-AV/ 9 >100GT or >15Persons all ships
48. ODS List of Equipments M-AVI/ 12.5
49. ODS Record Book M-AVI/ 12.6
50. Low sulphur C/O Procedure & record book M-AVI/ 14.6 >400GT & Platforms In ECA
Air Pollution

51. Incinerator – Type Appr, Manual, Training records M-AVI/ 16.7 >400GT & Platforms In ECA
52. Bunker Delivery Note , Seal Nos. & Samples 18.8 M-AVI/18.6 >400GT & Platforms ,Drills
53. EEDI Technical File M-AVI/20 >400GT
54. SEEMP M-AVI/22 >400GT & Platforms ,Drills
55. NOx Technical file Reg 2.3.4
56. Engine parameter Record book Reg 2.4.1
57. On Board Monitoring Manual - NOx (or / and) Sox
58. BW treatment Plant – Installation ,Type App, Calibration
Ballast

59. Ballast water management plan

60. Ballast water record book
61. Green PP, Ship recycling Plan
62.

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 PASSENGER SHIP ONLY
1. Records of Closure of Doors at Sea S- II/22
2. Decision Support System for Masters S- III/29
3. Search and Rescue Co-Operation Plan S-V / 7.3
DRY CARGO – GENERAL CARGO – CONTAINERS
1. ESP report file S-XI-1/2 >500GT OT & Bulk carr.
2. Ship structure Access Manual >500GT OT & >20000GT Bulk carr.
Const

3. Water ingress System Test Record & Manual MSC 188(79) All Bulk carriers
4. Bulk carrier Booklet (can be included in Intact Stab) S-VI/7 Also as per BLU code
5. Cargo Handling Booklet S- VI-7.2 >500GT Bulk Cargoes
6. Cargo Loading Manual –bulk cargo (other than Grain)
7. Cargo Securing Manual (other than solid bulk cargoes) S- VI-5/ VII-5 >500GT C.Ship, all P. Ships
Cargo Related

8. Cargo Log Book S- VI-7.8 >500GT Bulk Cargoes

9. Cargo Declaration-Test certificate for TML ,Density etc >500GT Solid Bulk Cargoes
10. Instruction on Emergency response & First Aid IMSBC 3.1.2
11. Hold inspection, Fumigation & Paint Compatible Certs Vessel carry grain in bulk
12. Loading / Unloading Plan (between Ship & Terminal) S-VI/7.3
13. Stowage Plan or Dangerous goods Manifest S-VII/5 M-A3/4 IMDG Code & IMSBC 4.8.1- All ships
14. Record of Gases –flammable ,Toxic during Voyage IMSBC
OIL TANKER
1. ESP report file,& Ship structure Access Manual S-XI-1/2 >500GT Bulk carr. & Oil Tankers
Safety

2. Maintenance Plan & Program IG & Deck Items S-II-2/14.2.4 Tankers

3. IG Instruction manual
4. ODMCS operation Manual & Record M-A1/31.2,3,4 >150GT Oil Tankers
5. Oil record book part -B M-A1/17.2 >150GT Oil Tankers
Pollution Related

6. Damage Survival Capability M-A1/28 >150GT Oil Tankers

7. Dedicated CBT operating manual M-A1/18.8 >40000DWT Product Carriers
8. COW operation manual M-A1/35 >40000DWT EXIS/ >20000DWt new
9. STS operation Manual & SBM operation Manual M-A1/41 >150GT Oil Tankers
10. VOC management plan M-AVI/ 15.6 Crude oil Gas Carrier 15.7
11. VOC transfer procedures & Manual
12. Gas Detection System Manual

6
 CHEMICAL TANKERS
1. SMPEP M-AII/ 15 >150GT NLS Tankers
2. P & A manual M-AII/ 14
3. Cargo Record Book M-AII/ 15
OTHER SUPPORTING CERTIFICATES
1. Test certificates of construction Material , Class
2. Type Appr, Installation, Test & Calibration Certificates Class/ Manufac for equipments
3. Anchor chain cable test certificates
4. Compass – Test, Adjustment, Deviation certificates
5. Certificates of Appr/ Test of all Life saving Appliances S-III/4.1
6. Certificates of Appr/Test of all Fire Fighting Appliances
7. Tank Calibrations
8. In water Survey Booklet – class Approved
9. Dry Docking Plan
Chief Engineer Documents
1. Messages in / out files, Special Instructions by Owner, Charterer etc
2. Bunkers – Chk list , BDN, Samples, Lab reports, LOP, Consumption Calc
3. M/en Inventory – Critical spares, Spares, Bunkers , Chemicals & Stores - Recd/Cons/ROB
4. M/en Reports – Log abstract, Work done, R/ Hr, Inspection, Safety Equipment test
5. M/ end Records –ME & AE Perf, Brg clearances, Megger reports, PMS
6. M/ end Analysis – oil analysis, water test, Sewage test, ODS leak test
7. Standing order, Night order, Familiarization Forms, Rest Hr Records
8. Tank Soundings, Operational Chk Lists,
9. Machinery Manuals, Drawings, Trial records, Makers Instructions,
10. Defect Register, Risk Assessment, Tool box meeting, Work Permits
11. Survey Reports, Test ,Calibration, Inspection Certificates
12. Landing / Receiving – Material, Bilges, Sludge, Sewage etc receipts
13. Reporting – Damage,
14.
15.
16.
17.

7
 Related to Commercial
1. Crew list Custom ,immigration
2. Crew articles , agreement, medical fitness cert
3. Standing Instructions to Master
4. Voyage Instruction
5. Marine pollutant manifest, Stowage plan
6. Stevedore damage reports
7. Cargo space, cargo & damage survey reports
8. Charter parties
9. Notice of Readiness
10. Letter of protest – received / issued
11. Communications – received / sent
12. Stores ,spares, equipments – received / landed
13. Bunkers , Sludge, garbage – received / landed
14. Mates Receipt
15. Bill of Lading/ Seaway bills /
16. Dead weight certificate by builder / surveyor For charterer purpose
17.
18.
19.
20.
21.
22.
Certification
A.Permanent Valid- Registry (depends Flag), cert of Survey, Tonnage, Safe manning, CSR,
B. Validity subject to Survey / Audit
1. Survey
a.Continuous Survey – 1. Continuous Hull 2. Continuous Machinery
b.Periodical survey – 1. Class purpose 2. Statutory purpose(by Flag, Cont. Gov & R.O)
c.Non periodical survey – 1.Additional Survey (Damage, Layup, Detention Etc)
2.Audit - 1. First Party(internal Audit )2. Second party (based on contract) 3. Third party ( Admin/RO/Contr. Govt)
a.Periodical – 1. QMS 2. SMS 3. MLC 4. ENERGY
b.Non –Periodical – 1. MNC 2. Accident 3. Detention 4.
3.Inspection – 1. PSC 2. Vetting 3. P&I 4. Insurance 5. Charterer

8
 STATUTORY CERTIFICATES – by Flag / R.O / Contracting Government
Conditions for Validity of Certificate
1.An International Certificate shall be issued for a period, which shall not exceed five years.
2.Renewal survey completed 3moths before expiry-- valid from dt of completion , no change in old expiry date
3.Renewal survey completed after expiry-- valid from dt of completion, no change in old expiry date. Under special
circumstances as per admin decision the expiry date may be changed.
4.Renewal survey completed more than 3moths before expiry--valid from dt of completion, change in expiry date
5.If a certificate issued for less than 5 yrs. Admin may extend the validity of the certificate satisfying required surveys,
but not exceeding 5 years total period.
6.If a renewal survey has been completed and a new certificate cannot be issued, existing certificate can be endorsed and
made valid further not exceeding 5 months
7.If a certificate expires while at sea, admin may extend the validity (max 3mon.- International, max 1mon.for short
voyages) for the purpose of reaching port of survey. Certificate should be renewed before leaving port.
Changes of Dates in Certificate
1.If an annual or intermediate survey is completed before the period specified, then the anniversary date of certificate
shall be amended by endorsement to a date that shall not be more than three months later than the date on which the
survey was completed.
2.The subsequent annual or intermediate survey required shall be completed at the intervals prescribed by that regulation
using the new anniversary date; and
3.The expiry date may remain unchanged provided one or more annual or intermediate surveys are carried out so that
the maximum intervals between the surveys prescribed are not exceeded.
Ceased to be a Valid Certificate
1.if the relevant surveys are not completed within the periods specified under regulation of this Annex.
2.if the certificate is not endorsed in accordance with regulation of this Annex.
Change of Flag
1. A new certificate will be issued by new flag satisfying the fulfilled requirements. On request old flag state submits
survey details & copy of old certificate to the new flag state within 3 months of transfer.
Change of Owner
1.
Change of Management
1. Transfer of Management System Procedure – TOMS by IACS
Change of CLASS
1. Transfer of Certificate within IACS / as mutual Agreement with Losing Society- TOCA by IACS.
Change of R.O

9
Types of Statutory certificates (by admin / RO)
1.Provisional - Incase of entry change, Lost, only temp
2.Standard
a.Exemption – Permanent release from Convention Compliance with
the provisions of that Convention. Only by Admin / RO and
certain Exemption to notify IMO.
b.Equivalent -arrangement either independently or in combination
with, alternative equipment, additional procedures/precautions,
operational restrictions, etc provides the same level of safety or
Convention requirement without meeting all criteria of
compliance. Equivalences, when granted, are required to be
communicated to the IMO.
c.Interim - In case of entry, change, Lost, only temp purpose
d.With respect to validity
i.Short term – after survey / audit, until new Full term issued
ii.Conditional – Period less than Full term based on condition.
iii. Full term - initial , Renewal
3.Annex to Certificates
a.Supplements,
b.Statement For Issue Or Survey Endorsement Sheet,
c.Endorsement - annual, intermediate, additional, extension,
renewal & change of anniversary date
d.Dispensation - A temporary allowance granted in writing
(Statutory Recommendation) by the Admin to permit a ship to
proceed without full compliance of a Convention requirement due
to circumstances preventing the immediate rectification of the
subject deficiency.
e. Extension :- A postponement of the term of validity of a
Statutory certificate, servicing interval, or Dispensation, in
accordance with the provisions of the relevant Convention, due
to extenuating circumstances encountered that prevent the
crediting of a requisite task prior to the nominal due date.
Extensions of servicing intervals in particular are referred to as
Service Extensions.”

Note :- Dispensation and Extensions are issued with time specific

corrective action requirements compliance with which are
reportable to the Administration by the expiration date.

4.Non- Standard
a.Certificate of Compliance,
b.Statement of Compliance. Certify compliance of requirement with
justification (when not an authority to Issue Actual certificate)
c.Document of Compliance
d.Document of Authorization
e.Alternative (Non – Convention)

10
Structure of Certificates
1.General Details Endorsement
a.Flag state name k.Initial
b.R.O / Contracting Gov l.Annual
Name m.Intermediate
c.Certificate Ref. No. n.Renewal
d.Date of Survey o.Extension for reaching port
Completion p.Change of anniversary
e.Date of Certificate Issue date
f.Place of Issue
g.Issued by
h.Seal & Signature
i.Expiry date
j.Certification
2.Vessel Particulars 3.Specific Particulars
a.Name of the Vessel a.Subject to rules
b.IMO no. b.Length
c.Port of Registry c.Date of Construction
d.GT
4.Additional Particulars 6.Supplements
a.Name & Address of the a.Requirements in detail
Company b.Machinery details
b.Company Identification c.Equivalents
5.Declarations d.Exemptions

Types of Class Certificates

1.Certificate of Class
2.Type approval
3.Test certificates
4.Calibration
5.Installation

Recommendation’ and ‘Condition of Class’ are different terms used by

IACS Societies for the same thing, i.e. requirements to the effect that
specific measures, repairs, surveys etc. are to be carried out within a specific
time limit in order to retain class. W.R.T insurance if COC not informed, not
eligible for claim. Other than COC related can be claimed. COC item can be
claimed by paying additional premium.
Recommendations/Conditions of Class shall be given in writing with a time limit for
Completion to the owner’s representatives/Ship’s Master, and are to be clearly
stated on the Certificate of Class or an attachment to the Certificate of Class and/or
class survey status or report.(Generally for items not affecting Seaworthiness)

Memoranda Other information of assistance to the surveyor and owners

may be recorded as ‘memoranda’ or a similar term. Eg. Include notes
concerning materials and other constructional information. A memorandum
though deviating from the technical standard, does not affect the class. A
Small dent, Critical Speed etc

11
ADDITIONAL NOTATION :- When assigned, an additional class notation
gives details of additional equipment or specific arrangements, which have
been specially requested by the owner

Dual Class A dual class vessel is one which is classed by two Societies
between which there is a written agreement regarding sharing of work,
reciprocal recognition of surveys carried out by each of the Societies on
behalf of the other Society and full exchange of information on the class
status and survey reports.
Double Class A double classed vessel is one which is classed by two
Societies and where each Society works as if it is the only Society classing
the ship, and does all surveys in accordance with its own requirements and
schedule.
Approved Class as per DGS
1. IRS (only R.O for ISM , ISPS, Load line)
2. Lloyds 3. German Lloyds 4. BV 5. DNV 6. ABS 7. NKK 8. Korean Registry
9. Russian Registry 10.RINA

Unified Requirements
URs are resolutions on specific rule requirements and practices of
classification societies, Subject to ratification by the governing body of
each Member Society and Associate. URs are to be incorporated in the
rules and practices of the Member Societies and the Associates, within one
year of approval by the IACS Council. URs set forth min requirements.
Each Member and Associate remains free to set stringent requirements.

Unified Interpretations
UI of Convention Regulations or IMO Resolutions are matters which in the
Convention are left to the satisfaction of the Admin or where more
accurate wording has been found necessary. UI are circulated to Admin
through submission to IMO for consideration. UI are to be applied by
Member Societies and Associates, under the authority of the flag
Administrations, to their registered ships. A date for implementation by
IACS Members is established for each UI, unless the Admin has issued
instructions to the contrary.
IACS membership criteria
1.Compliance with the IACS Quality System Certification Scheme (QSCS)
2.publishes its own classification Rules (including technical requirements)
in relation to the design, construction and survey of ships2, and has
the capacity to (a) apply, (b) maintain and (c) update those Rules and
Regulations with its own resources on a regular basis;
3.verifies compliance with these Rules during construction and
periodically during a classed ship's service life;
4.publishes a register of classed ships;
5.is not controlled by, and does not have interests in, ship-owners,
shipbuilders or others engaged commercially in the manufacture,
equipping, repair or operation of ships; and
6.is authorized by a Flag Administration as defined in SOLAS Chapter XI-
1, Regulation 1 and listed accordingly in the IMO database, Global
Integrated Shipping Information System (GISIS).

12
Full Members of IACS have, as a minimum, 30 years’ experience as a
classification society with their own Classification Rules, a classed fleet of not
less than 1500 ocean-going vessels of over 100gt with an aggregate total of
not less than 8 million gross tonnage, and a professional staff of at least 150
exclusive surveyors and 100 technical specialists, all of whom must be
qualified and trained in accordance with IACS Procedures.

Associate Members of IACS have, as a minimum, 15 years experience as a

classification society with their own Classification Rules, a classed fleet of not
less than 750 ocean-going vessels of over 100gt with an aggregate total of
not less than 2 million gross tonnage, and a professional staff of at least 75
exclusive surveyors and 50 technical specialists, all of whom must be
qualified and trained in accordance with IACS Procedures

Common Structure Rules :-

TOCA :- Transfer of Class Agreement

TOMS :- Transfer of Management System

Criteria for Class to become Recognized Organisation :-

1.R. O. must have established rules for design, construction and maintenance of a
ship.
2. Classification society organization structure must include a representative from
flag state nation placed at higher level in organizational hierarchy.
3.R. O. should have adequate resources financial / personal.
4.Society must have internal audit equivalent to ISO 9001-2000
5.Society must present itself to external audits by auditing body approved by flag
state govt.
6.The classification societies fulfilling above criteria’s will be given status of
recognized organization by flag state to do duties on their behalf.

Limitations of R.O
1. Limited power in enforcing corrective action & detain ship if not comply
2. At the most can withdraw Statutory certificates & declare them invalid
3.Before issuing Statutory related COC, flag state to be consulted.
4. None / Restricted- R.Os are permitted to involve in ISPS related Certification

A. ASSIGNMENT, MAINTENANCE, SUSPENSION & WITHDRAWAL

1 Assignment of class
Class is assigned to a ship upon the completion of satisfactory surveys, held
to verify that the vessel is in compliance with the relevant Rules of the
Society. This assignment may be given in the following cases:
• On completion of the new building, after satisfactory surveys have been
performed.
• on completion of a satisfactory survey of an existing ship carried out in
accordance with the agreement developed by the IACS Member Societies for
ships transferring class between Members or
• On completion of a satisfactory specific class survey of an existing ship not
classed with an IACS Society, or not classed at all

13
2. Class Periodical Survey Schemes
1.Conventional System – 5yrs – Annual /Intermediate /
Renewal(Special) Special Survey may start at 4th Annual survey and
be progressed with a view to completion by the 5th anniversary date

2.Alternative Survey System

a.CHS – each yr 20% & 100% completed in 5yrs(not for Bulk/oil Tankers
because of ESP)
b.Hull integrated Survey Program- only for Containers; Qualified Ship
personnel carry out survey, verified by class. Specific items such as
Bottom survey, thickness gauging –only by Class.
c.CMS - each yr 20% & 100% completed in 5yrs.Survey method – 1. Visual
partial open 2. Visual Complete open inspection. Company authorized CE
–carries out survey of agreed items. Same will be surveyed by class in
next cycle. Other items like shafting, testing electrical equipments will be
by class. Items like O/Board valves only by class Surveyor
d.PMS – Same as above but class approved computer based program has
ability to 1. Backup 2. History 3.access control 4.overdue list
5.Measurement forms are attached 6. 5yr cycle for major overhaul each
yr 20% to be completed. Need an initial implementation survey & annual
survey. Change of management cease the validity (survey every year)
e.Cond. Monitoring System – combined with valid PMS. Items included
1. Onboard Bunker analysis 2. L.O analysis 3. Engine performance
analyser.4. Megger 5. Noise & Vibration analyze. If conditions not
maintained, then system is cancelled.

3. Periodical Surveys Only by Class

1.In Water Survey – Alternative ,less than 10yrs age, IWS approved
2.Bottom survey – twice in 5yrs. Interval not more than 36months
3.Tail Shaft Survey :- normal , modified & Partial, TCM
4.Rudder & Propeller :-
5.Sea chest & overboard valves
6.Boiler Survey – every 2.5yrs(max 3yrs), after 8yrs every year.
7.Steam Pipe Survey – 10yrs & thereafter every five years
8.Automation survey – Annual & Special
9.Cargo Refrigeration plant survey– Annual & Special
10.Electrical installation survey
11.Pressure vessel & tanks part of hull(not by CE)
12. IG plant installation - Annual & Special

4. Ship Status
1.Quarterly listing for the merchant vessel issued by it classification society is a
document consist of 1.Complete Vessel's particulars, 2.status of Statutory Surveys
records 3. Class Survey records 4.pending CoC 5. Outstanding recommendation
6.Documents also has note / memorandum which are set up by class due to
forthcoming new regulations along with their due date.
2.observation not very serious in opinion of Class Surveyor but need attention
during the major surveys (e.g. Dry docking)
3.Hard copy of the above details sent or with user ID & password can be viewed
online.

14
5. Procedure for rectifying Class affecting Defects
1. inform class about defect (@Sea)
2. provide details of temporary measures taken with proof
3. get COC to reach port
4.arrange for surveyor inspection @ Port
5.Get COC as per class suggestion
6.Approved Items with necessary certificates
7.Approved method & workshop with necessary certificates
8.Rectify defect within specified time
9.Get necessary endorsements from Class
10.Removed COC
6. Suspension of Class
1.when a ship is not operated in compliance with the Rule requirements;
2.when a ship proceeds to sea with less freeboard than that assigned;
3.when the owner fails to request a survey after having detected defects
or damages affecting the class;
4.When repairs, alterations or conversions affecting the class are carried
out without requesting the attendance of a surveyor.
In addition, class is automatically suspended:
5.when the class renewal/special survey has not been completed by its
due date
6.When the annual or intermediate surveys have not been completed by
the end of the corresponding survey time windows.
7.when a recommendation/condition of class is not dealt with within the
time limit specified, unless it is postponed by agreement with the Society
8.Where the owner fails to submit the ship to a survey in accordance with
a special requirement.
7. With drawl of CLASS
1. Requested by the owner;
2. The class has been suspended for more than six months;
3. The ship is reported as a constructive total loss and the owner does not
advise his intention to repair the ship for re-instatement of class;
4. The ship is reported lost;
5. The ship will not trade further as declared by its owner.

B. Statutory Surveys – by CLASS as R.O

1.Initial survey :- Complete inspection before put into service for
Necessary certificate
2.Annual survey :- General Inspection of items to satisfactory condition
3.Intermediate: - related item Satisfactory & Fit for intended purpose.
4.Renewal :- same as Periodical leads to issue of certificate
5.Periodical : - related item Satisfactory & Fit for intended purpose.
6.Additional :- an inspection either general or Partial according to
Circumstances.( Damage, PSC, FSI & ect)
The permission to carry out various statutory surveys is as per agreement
between Flag State and Recognized Organisation
Dispensation :- w.r.t Statutory item’s defect ship owner should get
administration approval of suitable alternative arrangement / Temperory
repair generally thru R.O

15
C. Non Periodical Surveys by Class
1.Appraisal / Construction survey
2.Alteration / Conversion Survey
3.Installation Survey
4.Damage / Average survey
5.Supplementary Survey – while attending Repair survey
6.Renewal of Parts- survey
7.Laid up Survey (Hot , Cold & Long term)- may be Re-instatement
8.Overdue survey: - If not completed time, the survey becomes overdue
and class will be suspended automatically.
9.Completion /cancellation survey :- not within schedule

D. AUDIT by Class
1.ISO – 9001, 14000,18000,31000,50000
2.ISM – DOC , SMC
3.ISPS - ISSC
4.MLC – MLC
a. AUDITS
A.First Party Internal – 1.By Company
B.Second Party – by Contractually involved
C.Third party /External – a. Administration b. R.O / RSO c. Contr Govt
1.Interim - for Company & Ship – to begin
2.Initial- for Company & Ship - for Implementation
3.Annual- for Company – For Maintaining
4.Intermediate- for Ship– For Maintaining
5.Renewal- for Company & Ship– For Maintaining
6.Additional- for Company & Ship- in case of deviation / Casualty
7.Follow up - for Company & Ship – to Reinstate & correction
8.Surveillance- for Company & Ship

c. AUDIT METHODOLOGY
1.Procedures - availability & Compliance such as Filing system, instructions
2.Documents - availability, updated & Factual such as certificates, Records,
Reports, Reviews, PMS
3.Personnel - by Interviewing, awareness & ability
4.Corrective Actions - implementation
5.Equipments - Physically performing to the standards

Note :- The difference of intermediate Survey / Audit Window period

1. HSSC Inter – + / - 3month of either with 2nd or 3rd anniversary date of
the certificate (6 months).
2. SMC Inter -- in between 2nd or 3rd anniversary date of the
certificate(12Months).
3. CLASS inter - within the window from three months before the second to
three months after the third anniversary date. (18 months)
Imp :- As per Solas Ch2 /9, ships to be designed, constructed, & maintained
in Compliance with Structural, Mechanical& Electrical requirements of Flag or
administration Standards bring the need of class to Ships

16
SAFCON SURVEY
1.checking the validity, of all statutory certificates(as per HSSC)
2.the hull and machinery has surveyed in accordance with CSM & CSH
3.class certificate without any COC
4.DOC & SMC valid without any Major NC
5.Any modifications or any new equipment has been fitted it has been approved
before installation and that any changes are reflected in the appropriate
certificate
Documents
6.ship-specific emergency towing procedure
7.the stability information, damage stability,& damage control plans
8.the maneuvering booklet & the information is displayed on the bridge
9.log-book entries of testing and the emergency drills of the steering gear
10. surveys of the boilers and pressure vessels , have been carried out as
required and reports of safety devices, Water analysis reports
11.ESP reports and the Condition Evaluation Report are on board
12.Material Safety Data Sheets are available on board
13.for bulk carriers, that the loading/unloading booklet required
14.Cargo Securing Manual for ships carrying cargo & containers
15.Ship Structure Access Manual for oil tankers and bulk carriers
16.that the coating technical file is available on board
17.The maintenance of the protective coating is included in the PMS.

Engine Room
18.the machinery, boilers and other pressure vessels, associated piping systems
and fittings are installed and protected so as to reduce to a minimum any
danger to persons on board, due regard being given to moving parts, hot
surfaces and other hazards
19.normal operation of the propulsion machinery can be restored even one of
the essential auxiliaries becomes inoperative
20.means are provided so that the machinery can be brought into operation
from the dead ship condition without external aid
21.examination of the machinery, the boilers, all steam, hydraulic, pneumatic
and other systems and their associated fittings to see whether they are being
properly maintained and with particular attention to the fire and explosion
hazards
22.testing the operation of main and auxiliary steering arrangements, including
their associated equipment and control systems
23.means of communication between the navigation bridge and steering gear
compartment and the means of indicating the angular position of the rudder
are operating satisfactorily
24.various alarms required for hydraulic power-operated, electric and electro-
hydraulic steering gears are operating satisfactorily and that the recharging
arrangements for hydraulic power-operated steering gears are being
maintained
25.Examining the means for the operation of the main and auxiliary machinery
essential for the propulsion and the safety of the ship,(including the control,
monitoring, reporting, alert and safety actions) from local & all remote
stations.
26.the operation of the ventilation for the machinery spaces
27.that the measures to prevent noise in machinery spaces are effective

17
28.the E/R telegraph, the second means of communication between bridge and
the M/C space
29.that the engineer's alarm is audible in the engineers' accommodation
30.visually and in operation, the electrical installations, the main source of
power and the lighting
31.the operation of the emergency source(s) of electrical power including their
starting arrangements, the systems supplied and, their automatic operation
32.the precautions against shock, fire and other hazards of electrical origin are
being maintained
33.arrangements for periodically UMS in particular, the random testing of alarm,
automatic and shutdown functions;
34.means of escape from accommodation, machinery and other spaces
35.the condition of any expansion joints in seawater systems;
36. no new materials containing asbestos were installed on board

Deck & Other areas

37.Sufficient Structural strength for 150m & abv single skin Bulk carriers carry
high density cargo, to withstand flooding requirement.
38.examining, in general the hull and its closing appliances;
39.Examining the anchoring and mooring equipment .confirming that the towing
& mooring equipment is properly marked with any restrictions.
40.examining the collision and the other watertight bulkheads
41.examining and testing (locally and remotely) all the watertight doors
42.arrangements for closing openings in the shell plating below the freeboard
deck
43.Bilge pump and confirming that the bilge pumping system for each watertight
compartment is in good condition.
44.the drainage from enclosed cargo spaces situated on the freeboard deck is
satisfactory
45.that no changes have been made in the structural fire protection, examining
any manual and automatic fire doors and proving their operation, testing the
means of closing the main inlets and outlets of all ventilation systems and
testing the means of stopping power ventilation systems from outside the
space served
46.Oil tankers and bulk carriers means of access to cargo and other spaces in
good condition.
47.bilge well alarms to all cargo holds and conveyor tunnels
48.For bulk carriers, examining the hold, ballast and dry space water level
detectors and their audible and visual alarms.
49.bulk carriers, checking the arrangements for availability of draining and
pumping systems forward of the collision bulkhead
50.confirming that ship's identification number is permanently marked
51. coating system in dedicated SWB tanks in ships and double side skin spaces
arranged in bulk carriers is maintained and recorded in the coating technical
file
52.restrictions with respect to the carriage of cargoes with a density of 1,780
kg/m3 and above, a triangle is permanently marked at midship
53.bulk carriers, that the loading instrument is on board and functioning
54.arrangements to regain steering capability in the event of the single failure
are being maintained
55.the cargo tank openings, including gaskets, covers, coamings and screens;
56.pressure/vacuum valves and devices to prevent the passage of flame

18
 57.devices to prevent the passage of flame on vents to all bunker, oily-ballast
and oily-slop tanks and void spaces, as far as practicable;
58.cargo tank venting, cargo tank purging and gas-freeing and other ventilation
systems
59.cargo, crude oil washing, ballast and stripping systems both on deck and in
the cargo pump rooms and the bunker system on deck;
60.all electrical equipment in dangerous zones is suitable for such locations, is in
good condition and is being properly maintained;
61.potential sources of ignition in or near the cargo pump room are eliminated,
such as loose gear, combustible materials, etc.,
62.that there are no signs of undue leakage and that access ladders are in good
condition;
63.all pump room bulkheads for signs of oil leakage or fractures and, in
particular, the sealing arrangements of all penetrations of cargo pump room
bulkheads;
64.the cargo, bilge, ballast and stripping pumps for undue gland seal leakage,
verification of proper operation of electrical and mechanical remote operating
and shutdown devices and
65.operation of cargo pump room bilge system, and checking that pump
foundations are intact;
66.the pump room ventilation system is operational, ducting intact, dampers are
operational and screens clean;
67.pressure gauges on cargo discharge lines and level indicator systems are
operational;
68.Access to bow arrangement. ETA for tankers of not less than 20,000 tones
deadweight
69.corrosion prevention system fitted to dedicated ballast water tanks of oil
tankers and bulk carriers when appropriate is maintained
70.emergency lighting in all cargo pump rooms of tankers

ENHANCED SURVEY PROGRAM

Important :- Bulk & Tanker without completion ESP, ship’s SAFCON is invalid
As a result of the introduction of the Enhanced Survey Programme, oil tankers,
combination carriers, chemical tankers and dry bulk cargo ships (bulk carriers),
require a Survey Planning Questionnaire and a Survey Programme (planning
document) to be prepared in advance of the Special Survey & the Intermediate
Survey on ships over 10 years of age.
In particular, the Rules and Regulations for the Classification of Ships require a
Survey Planning Questionnaire and a Survey Programme to be prepared by the
Owner at least six months in advance of the intermediate or special survey and
submitted for agreement.
The Programme is to include proposals for the Special Survey, including the means
of providing access for close-up survey and thickness measurement.
The Survey Programme at Intermediate Survey may consist of the Survey
Programme agreed for the previous Special Survey supplemented by the Executive
Summary of that Special Survey and later relevant Survey Reports.
The Survey will not commence until a Survey Programme has been agreed. Owners
are advised that they may submit a Survey Programme for Intermediate Survey
subject to their survey & docking planning, for approval.

19
Safety Equipment Survey
A.general
1.checking the validity, of all statutory certificates(as per HSSC)
2.the hull and machinery has surveyed in accordance with CSM & CSH
3.class certificate without any COC
4.DOC & SMC valid without any Major NC
5.Any modifications or any new equipment has been fitted it has been
approved before installation and that any changes are reflected in the
appropriate certificate.
6.Any fire incident , release of FF system - report of the same.
B. National Requirements Compliance
C. Manning Requirement Compliance
D. Documentation (Plans, Records, Reports etc)
E. Navigation Equipments
F. Signaling Apparatus & Shapes
G. Bridge & Life boat Distress Signals
H. Navigational Lights
I. Survival, Rescue Craft & Launching appliances
J. Life Rafts & its Launching appliances
K. Life jacket, Lifebuoy, Immersion Suit, TPA
L. Pilot & Accommodation Ladder
M. Portable & Semi Portable fire Extinguishers
N. Pumps, Fire main, Fixed Hydrants, Hose, etc
O. Fireman outfit, Breathing apparatus, EEBD & Emerg Escape & Evacuation
P. Fixed Fire Fighting System- CO2, Foam, Dry Powder etc
Q. Hyper mist System
R. Fixed fire Detection & Alarm System
S. Remote Stops & Control Arrangements
T. Emergency Lighting & dewatering arrangement
U. Inert Gas System in Tankers

Pilot Ladder Requirements A1045 (27)

1. Operation should be Non-Mechanical type
2.Used for Max.9mtrs & min 1.5mtrs
3.End of the ladder secured & supported with two man ropes
4.Foot Steps 400mm X 115mm , Spreader 1800mm
5.1st Spreader @ 5th Step & Others with 9 Steps
6.In combination with accommodation ladder max 45deg angle & base
min 5mtrs from water level.

The probability of the ship having sufficient residual buoyancy and stability
to survive in each case of damage is assessed and the summation of all
positive probabilities gives an “attained Subdivision Index” which must be
greater than a “Required Subdivision Index” which is based on ship’s length
and complement for passenger ships and for cargo ships on ship’s length
only.

20
 Load line – history
1. 1830- 1880 - Lloyds Rule ( 3inch per foot depth)
2. 1876 - - Plimsol load line in UK M.S. act
3. 1906 - - LL compulsory for foreign vessels in uk
4. 1930 - LL convention.
5. 1966- - International LL convention, amnd 1971, 75, 79, 83, 95, 2003.

Convention -structure
1. ARTICLES
2. ANNEXE – I
1.CHAP.1- General, Strength of hull, type of ship, definitions, markings
2.Chapter 2- Condition of Assignment of freeboard.
3.Chapter 3- Freeboard evaluation in terms of physical & geometrical
4.Chapter 4 – Sp. Requirements for ship assigned Timber LL
3. ANNEXE – II – Zones, areas, seasonal for LL marking
4. ANNEXE – III- Forms & Scope of certificate.

Load line -objective

1. Sufficient Structural Strength
2. Sufficient Reserve Buoyancy
3. Water tight Integrity
4. Protection to the Crew & Passengers.

Application: - 24m or more for International, otherwise national

Condition Of Assignment
1.Information to be supplied to Master
2.Superstructure End Bulkheads
3.Doors
4.Position of Hatchways & ventilators
5.Cargo & other hatchways with Coamings
6.Hatchway Closing by portable / Weather tight Covers
7.Machinery Space Openings
8.Other openings in Freeboard & Superstructure decks
9.Ventilators
10.Air pipes
11.Scuppers ,Inlets & discharges
12.Garbage Chutes
13.Spurling Pipes & Chain lockers
14.Side Scuttles ,Windows & Skylights
15.Freeing Ports
16.Protection of Crew & Means of safe passage
17.Cargo Port & Similar Openings
18.Special Conditions for Type A ships

21
 Freeboard
1. Type A , Type B Ships with Freeboard Tables
2.<100m length correction
3.Block Co-efficient Correction
4.Depth Correction
5.Deck Line Position Correction
6.Correction for Recess in Freeboard deck
7.Superstructure length & Height
8.Deductions of Superstructure & trunks
9.Sheer
10.Minimum Bow Height & Reserve buoyancy
Multiple Load Line
1.Ship can be assigned max five load lines
2.Only one at a time should be used & others under master safe custody
3.When there is a port restrictions based on DWT of the ship, a ship of
higher capacity can choose the reduced capacity load line assigned
4.Then new Load lines to be painted to the corresponding load line cert
5.The load line details are changed in Ship particulars

PLIMSOL LOAD LINE

LFT FT

LT LF FW T
LS S
LW W
LWNA WNA

Subdivision Load Line

1.It is applicable to ships can carry both Passenger & Cargo
2.Addition to Standard Load line markings C1,C2,C3 (before 1/1/2009) or
P1,P2,P3 assigned. P1 is primarily for passenger.
3.If two are more sub division load line then it is indicated with CA,CB,CC
4.If the sub division load line is below all other normal load line then, owner can
use only sub division load line.
5.In no case ship in salt water should submerge the sub division load line
indicating the corresponding loading condition.
6.In no case sub division Load line should be above the Summer LL
7.C1 or P1 – when ship carry only passenger
8.C2 or P2 – When ship carry Passenger in Cargo Space
9.C3 or P3 – When ship carry cargo in Passenger Space
All these particulars mentioned in Passenger Ship safety certificate
The regulations introduce requirements for subdivision and damage stability of cargo ships 100m in length and upwards built
after 1February 1992, and cargo ships 80m in length and upwards built after 1 July 1998, based on the probabilistic concept.
They do not apply to such ships which comply with subdivision and damage stability requirements of other statutory
instruments.

22
 F F F

C1 For all S
W season W
C1 C1
LOAD LINE CERTIFICATES C2
C2
1. INTERNATIONAL load line certificate.
2. International Load line exemption certificate.
3. Multiple Load Lines
LOAD LINE SURVEY
1.checking the validity, of all statutory certificates(AFS ,STCW, Solas,
Marpol, Load line ,Tonnage) & class certificate without any COC
2.the approved documentation for the alternative design and if any new
equipment has been fitted it has been approved before installation and that
any changes are reflected in the appropriate certificate;
3. checking, that no deterioration in the strength of the hull
4. positions of the deck line and load line properly marked & Painted
5.checking that no alterations have been made to the hull or superstructures
that affect the calculations determining the position of the load lines
6.examining the superstructure end bulkheads and the openings therein
7.examining the means of securing the weather tightness of cargo
hatchways, other hatchways and other openings on the freeboard and
superstructure decks
8.examining the ventilators and air pipes, including their coamings and
closing appliances
9.examining the watertight integrity of the closures to any openings in the
ship's side below the freeboard deck
10.examining the scuppers, inlets and discharges
11.examining the garbage chutes
12.examining the means provided to minimize water ingress through the
spurling pipes and chain lockers
13.examining the side scuttles and deadlights
14.examining the bulwarks including the provision of freeing ports, special
attention being given to any freeing ports fitted with shutters
15.examining the guardrails, gangways, walkways and other means
provided for the protection of the crew and Passengers
16.examining the special requirements for ships permitted to sail with type
"A" or type "B-minus" freeboards
17.Documents of the inclining experiment or lightweight survey
18.strength is concerned, the ship is constructed as per approved Plans
19.Intact stability, damaged stability information and the loading &
ballasting information that is to be supplied to the master.
20.Sounding pipe Cocks.
21.Ventilators & Remote closing arrangements
Stability: - ability of the ship to regain her original position after removal of
disturbance caused angle of heel. 1) Intact Stability 2) Damage Stability

23
Inclining Experiment: - by Exp KG available & with KG, GM is found.
to determine the metacentric height, and hence the height of the centre of
gravity. When the centre of gravity of the ship is known at the empty condition
then at any condition of loading this can be interpolated.
The experiment commenced with the ship upright. A small mass of m is moved
across the through a distance d. This causes the G to move from the original
position G to G1.
If ∆ = displacement of the ship then
GG1= m x d
∆
The ship then heel to an angle  and B moves B1 in the same vertical line as G1 but
vertical through B1 intersect the centreline at M transverse Metacentre
GG1=GM tan  = m x d
∆
GM= m x d
∆ tan

To determine the angle of heel it is necessary to suspend a pendulum say under

side of the hatch. The deflection of the bob of the pendulum, say ‘a’, which is
changed when the mass is moved. Length of the pendulum is say “l” then tan  =
a/l
GM = m x d x l
∆xa
The height of the transverse metacentre above the keel may be found from the
metacentric diagram and hence the height of the centre of gravity of the ship may
be determined
KG = KM - GM

Bonjean Curve – Draft Vs under Water Area of various Transverse Stations

Angle of Heel: - Due to an External factor. Wind, waves

Angle of List: - Due to an Internal Factor. Internal weight shift

Angle to which the ship will heel with a constant beam wind.= angle of larch

Angle of Lurch: - If the negative GM ship is slowly released from upright, it will
slowly approach the angle of loll. However, if the ship is released suddenly, which is
normally the case when GM becomes negative suddenly; the vessel will quickly heel
over by-passing the angle of loll to another angle called the angle of lurch. If it
exceeds angle of vanishing ship will capsize. Angle of righting Moment = Angle of
Heeling Moment

Angle of Down flooding: - angle at which the free board deck touches sea.
Progressive flooding

Angle of Vanishing: - the angle at which ship loses her stability in total

Angle of Repose : - safe cargo stowing angle to avoid sudden shifting

24
LOOSE WATER - Loose Water is the shifting of liquid from side to side as a ship
rolls. Water that partially fills a compartment, as a result of underwater damage,
drainage, or fire fighting, is Loose Water.

FREE SURFACE EFFECT - Liquid that only partially fills a compartment is said to
have a free surface, that tends to remain horizontal (parallel to the waterline).
When the ship is inclined, the liquid flows to the lower side (in the direction of
inclination), increasing the inclining moment

Angle of Loll: - initial unstable ship will not be upright. While heeling one
side, the angle at which the G & B coincides in neutral equilibrium. If GZ=0
then angle of Equilibrium = angle of loll
LIST CAUSED BY NEGATIVE GM
When a ship's center of gravity moves vertically upwards and slightly above the
Metacentre, the ship will develop a list (or possibly capsize.) The vessel may also
"flop" over, developing the same list to the other side.

Possible Causes
1.Removal of low weight
2.Addition of high weight (ice, volcanic ash)
3.Moving weight upward
4.Free Surface Effect
5.Free Communication Effect

How to Recognize
1.Vessel will not remain upright and will assume a list to either port or
starboard.
2.Vessel "flops" to port or starboard.
3.Vessel will have a very long, slow roll period about the angle of list.
4.A small GM is known to exist, plus any of the above.

Corrective Measures
1.Eliminate Free Surface and Free Communication Effects.
2.Add low weight symmetrically about centerline.
3.Remove high weight symmetrically.
4.Shift weight down symmetrically.

25
LIST CAUSED BY OFF-CENTER WEIGHT AND NEGATIVE GM

The vessel's stability is reduced by both an increase in the height of the center of
gravity and movement from centerline. A negative GM condition exists, represented
by the "uncorrected" curve. An off-center weight, represented by the cosine curve,
is added and a larger list develops.
Possible Causes ------ A combination of the previous causes of list.

*** ALWAYS correct Negative GM prior to shifting weights transversely

TO KNOW A SHIP IS UNDER ANGLE OF LOLL?

How to Recognize
1.Vessel will not remain upright and will assume a list to either port or starboard.
2.Vessel "flops" to port or starboard.
3.Vessel will have a very long, slow roll period about the angle of list.
4.A small GM is known to exist, plus any of the above.

Indications of Negative GM
1. Feel of the Ship: Logy, Sluggish.
2. List with No Off-Center Weight.
3. Flopping From Side to Side.
4. Large Areas of FSE or FCE.
5. Large Amounts of Added High Weight.
6. If unsure, assume GM is negative!!

WHAT TO BE DONE FOR ANGLE OF LOLL.

Corrective Measures
1. Correct Negative GM first.
a. Eliminate Free Surface and Free Communication Effects.
b. Shift weight down, add weight low, or jettison weight high.
2. Correct for Gravity Off Centerline
a. Add weight to higher side
b. Remove weight from lower side
c. Shift weight to higher side
d. Jettison Top Side Weight
e. Ballast LowTanks
f. Shift Solid Weights Down
g. Restore Flooding Boundaries

26
PARAMETRIC ROLLING OF A SHIP?
The term parametric – very intensive, beyond control, roll is used to
describe the phenomenon of large roll motion suddenly occurring in head or
stern seas. Large roll angle quickly generated in head/stern or near
head/stern sea conditions. Period is about half the natural roll period, occurs
in phase with large pitch angle. There are two pitch cycles for each roll cycle
and maximum roll always occurs when the ship is pitched down. Due to its
violent nature, the large accelerations associated with the onset of
parametric roll cause concern for the safety of container ships. Quite
unexpectedly, the roll angle can increase from a few degrees to over 30
degrees in only a few cycles. On container ships, the violent motions could
introduce extreme loads on containers and their securing systems, resulting
failures and lost of containers overboard. Possible consequences include loss
of containers, machinery failure, structural damage, and even capsize.

WHAT IS SQUAT EFFECT

The property by virtue of which a vessel increases its original draft when she is in
motion is known as squat effect. Vessel displaces some quantity of the water to get
a thrust for its motion and the displaced water taken from the sides and from the
under keel space and replenished regularly. Hence there exist a partial low pressure
at the under keel space which increases the draft of the vessel. This increase in
draft is quite prominent in shallow water as here exists a good resistance to the
flow of water to the under keel space. Similar observation can be found in narrow
channels like lock gates where ship moves sideways.

Cross Curves Of Stability - The Cross Curves Of Stability (Displacement- GZ

curve) are used to determine the length of the righting arm GZ at any angle of
inclination for a given displacement. Using the ship's displacement (from the Draft
Diagram and Functions of Form) a statical stability curve for the ship can be
constructed.
Cross curve of stability : X axis – Displacement ,Vertical axis– GZ (righting lever)
Statical Stability curve : X axis – Angle of inclination ,Ver axis– GZ (righting lever)

27
To draw statical stability curve from cross curves of stability
1.Enter the ship’s 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

28
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.Øf 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 150 max 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.

INTACT STABILITY CODE- 2008(24mtr&abv Cargo & all passenger ships)

1.General Definition & application
2.Provisions against Capsizing
a.Stability Booklet
b.Using Computer
c.Operational – Loading / Unloading Booklet
d.Permanent ballast
e.General precautions
3.Design criteria to all Ships
a.Intact stability criteria
b.Service wind conditions – max 16deg heel at steady wind
c.Effect of free surface effect
d.Calculations of stability curves
4.Special criteria for types of ships – OT 5000 & above DWT, Grain,
Timber, HSC, Container ships
5.Icing consideration
6.Determination of light ship & CG
7.Water tight Integrity considerations
8.Annexe on Inclining Experiment

29
Trim & stability Booklet
A trim and stability booklet is a stability manual, to be approved by the Society,
which is to contain information to enable the Master to operate the ship in
compliance with the applicable requirements contained in the Rules. The format of
the stability booklet and the information included vary depending on the ship type
and operation.
The following information is to be included in the trim and stability booklet:
1.a general description of the ship, including:
a.the ship's name and the Society classification number
b.the ship type and service notation
c.the class notations
d.the yard, the hull number and the year of delivery
e.the Flag, the port of registry, call sign and the IMO number
f.the moulded dimensions
2.the draught corresponding to the assigned summer load line, the draught
corresponding to the assigned summer timber load line and the draught
corresponding to the tropical load line, if applicable
3.the displacement corresponding to the above- mentioned draughts
4.instructions on the use of the booklet
5.general arrangement and capacity plans indicating the assigned use of
compartments and spaces (cargo, passenger, stores, accommodation, etc.)
6.a sketch indicating the position of the draught marks referred to the ship's
perpendiculars
7.hydrostatic curves or tables corresponding to the design trim, and, if
significant trim angles are foreseen during the normal operation of the ship,
curves or tables corresponding to such range of trim are to be introduced. A
reference relevant to the sea density, in t/m3, is to be included as well as the
draught measure (from keel or under keel).
8.cross curves (or tables) of stability calculated on a free trimming basis, for the
ranges of displacement and trim anticipated in normal operating conditions,
with indication of the volumes which have been considered in the
computation of these curves
9.tank sounding tables or curves showing capacities, centres of gravity, and free
surface data for each tank
10.lightship data from the inclining test, including lightship displacement, centre
of gravity co-ordinates, place and date of the inclining test, as well as the
Society approval details specified in the inclining test report. It is suggested
that a copy of the approved test report be included.
11.standard loading conditions and examples for developing other acceptable
loading conditions using the information contained in the booklet
12.intact stability results (total displacement and its centre of gravity co-
ordinates, draughts at perpendiculars, GM, GM corrected for free surfaces
effect, GZ values and curve, criteria
13.information on loading restrictions (max allowable load on double bottom,
maximum specific gravity allowed in liquid cargo tanks, max filling level or
percentage in liquid cargo tanks, maximum KG or min GM curve or table
which can be used to determine compliance with the applicable intact and
damage stability criteria) when applicable
14.information about openings (location, tightness, means of closure), pipes or
other progressive flooding sources
15.information concerning the use of any special cross-flooding fittings with
descriptions of damage conditions which may require cross-flooding.

30
 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 ship’s subdivision is based on the theoretical principles.
It is based on standard dimension of damage extending anywhere along the ship’s
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 ship’s 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 ship’s 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

31
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.

32
 DAMAGE STABILITY BOOKLET
1. General Description:
Mention of SOLAS requirements
Calculation of Required sub-division index – R for the vessel
Principal dimensions
2. Sub-Division and Damage cases:
11) Damage cases are divided into 1, 2 or more compartment damage cases. Each
case is numbered and referred to that no. in rest of the booklet.
12) Each compartment zone is numbered & its dimensions to be used for
calculation of Pi & Si in damaged condition.
3. Description of openings:
A plan or a table of non-watertight openings & their particulars are given. All
openings are numbered.
4. Longitudinal and Horizontal Sub-divisions:
5. Capacity Tables:
CG and Volumes of all individual compartments within the zones are listed.
6. Summary of Loading conditions for deepest sub-division and assumed partial
sub-divisions load lines and Light ship conditions:
7. Summary of Damage Cases:
Detailed damage cases and assumed damage along with openings are mentioned
8. Calculation of factor Pi:
P for each damage case is given in Tabular form
9. Calculation of factor Si:
S for each damage condition is given in Tabular form
10. Typical damage cases for damaged stability for particular loading condition and
damage cases: Computer print outs of the loadicator calculations for a few cases
are included to give the angle of list, trim changes and height of different points
from the waterline, GZ curve for the damaged condition is also included.
11. Summary of Attained sub-division index – A:All individual compartments Pi x Si
is calculated to arrive at ∑ Pi x Si
12. Minimum GM curve complying with damaged stability: GM curve is given
against displacement. Importance is that it gives the minimum GM required for all
conditions of loading.

FACTORS RESPONSIBLE FOR CAPSIZING OF A VESSEL

1.FSE – Virtual reduction of GM as a result of the presence of a free surface.
2.Shifting of cargo
3.Nature of cargo – hygroscopic, cargo behaves like liquid cargo, and sp. gravity
increases.
4.Grounding- virtual rise of centre of gravity
5.Synchronous rolling- when the swell wave period matches with the rolling period
of vessel, vessel will have no time to righting herself, before the next wave
comes into action.
6.Parametric rolling
7.Drastic change in water plane area. Temporary flooding of deck.
Ship motions are defined by the six degrees of freedom
Heave : is the linear vertical (up/down) motion
Sway : is the linear lateral (side-to-side) motion
Surge : is the linear longitudinal (front/back) motion
Roll : is when the vessel rotates about the longitudinal (front/back) axis.
Pitch : is when the vessel rotates about the transverse (side-to-side) axis.
Yaw : is when the vessel rotates about the vertical (up-down) axis.

33
SURVIVABILITY OF THE SHIP
If the ship lists to the Danger Angle (½ the angle of maximum righting arm) within
10-15 minutes after damage, the ship will probably capsize. If the ship lists past
the angle of maximum righting arm, it will capsize. Under normal conditions
(average wind and sea state,) the ship should survive damage which results in a list
to the danger angle.

DCA (Damage Control Assistance) DECISION FACTORS

DCA evaluates the overall situation and makes recommendations to the
Commanding Officer based on the survivability of the ship. This includes:
1. Determine the corrective measures which will improve the situation.
2. If corrective measures will not improve the situation, inform the CO so he can
decide whether to abandon ship.
Four Major Considerations
1. Ship's ability to extinguish fires and control flooding.
2. Ship's ability to reach a safe haven.
3. Ship's ability to float and remain upright.
4. Ship's ability to stay in action and repel attack.
Corrective Measures
Once initial recommendations have been given to the Commanding Officer, the DCA
prioritizes the corrective measures.
Step One: Establish Flooding Boundaries.
Step Two: Dewater any space colored pink on the ship’s Flooding Effects Diagram.
Step Three: Size up the situation. Determine if stability is critical before taking
further action.
There are four instances where stability is considered critical:
1. GM is very small or slightly negative
Indications of Negative GM
Feel of the Ship: Logy, Sluggish?
List With No Off-Center Weight?
Flopping From Side to Side?
Large Areas of FSE or FCE?
Large Amounts of Added High Weight?
If unsure, assume GM is negative!!

Corrective Measures for Negative GM

Eliminate Free Surface and Free Communication Effects
Jettison Top Side Weight
Ballast Low Tanks
Shift Solid Weights Down
Restore Flooding Boundaries

2. Flooding exceeds Floodable Length

Indications that Floodable Length is exceeded
Excessive Flooding (15% LBP)
Minimal Freeboard

Corrective Measures for Floodable Length Exceeded

Verify Flooding Boundaries
Plug and Patch Damage
De-water

34
3. List to the danger angle
Indications of Danger Angle List
Ship’s inclinometer
Corrective Measures for Danger Angle List
Determine the cause of the list
If due to -GM, move G down
Otherwise shift G back to centerline

4. High winds or rough seas combined with flooding damage

Indications
The ship is damaged and adverse weather conditions are prevailing
Corrective Measures
Repair Damage as possible
Maneuver the ship for favorable weather conditions

Step Four: Eliminate or Reduce List

Methods to Correct List (With positive GM)

Indications
Vessel has a list with positive GM
Vessel has known off-center weights which correspond to the angle of list.
Corrective Measures
Pump Out Off-Center Flooding
Shift Liquids Transversely
Counter flooding
Shift Solid Weights Transversely
De-ballast Wing Tanks

Methods to Correct Excessive Trim (Greater than 1% LBP)

Corrective Measures
Shift weight towards higher end (bow or stern);
Add weight to higher end;
Remove weight from lower end.

Methods to Relieve Hull Girder Stress

Indications of Excessive Hull Stresses
Ship is in Hogging or Sagging condition as described in Section 4.5.
Stress Fractures, Cracks, Panting Bulkheads, Sagging Decks and Stiffeners.
Corrective Measures for Hull Stresses
For Sagging condition: Remove weight amidships and ballast fore and aft.
For Hogging condition remove weight fore and aft, and ballast amidships.
Shore up panting bulkheads and decks. Reinforce (where possible) cracks and
areas where structural failure has occurred.

35
Collision bulkhead
1.A collision bulkhead is fitted watertight up to the bulkhead deck.
2.This bulkhead located at a distance from the forward perpendicular of not
less than 0.05L or 10 m, whichever is the less, and,
3.Except as may be permitted by the Administration, not more than 0.08L or
0.05L + 3 m, whichever is the greater.
4.No doors, manholes, access openings, ventilation ducts or any other
openings shall be fitted in the collision bulkhead below the bulkhead deck.
5.the collision bulkhead may be pierced below the bulkhead deck by not
more than one pipe for dealing with fluid in the forepeak tank, provided
that the pipe is fitted with a screw-down valve capable of being operated
from above the bulkhead deck, the valve chest being secured inside the
forepeak to the collision bulkhead.
6.The Administration may, however, authorize the fitting of this valve on the
after side of the collision bulkhead provided that the valve is readily
accessible under all service conditions and the space in which it is located
is not a cargo space.
7.All valves shall be of steel, bronze or other approved ductile material.
Valves of ordinary cast iron or similar material are not acceptable.
8.If the forepeak is divided to hold two different kinds of liquids the
Administration may allow the collision bulkhead to be pierced below the
bulkhead deck by two pipes.
9.The number of openings in the extension of the collision bulkhead above
the freeboard deck shall be restricted to the minimum. All such openings
shall be capable of being closed weather tight.

THE USAGE OF SHIPS GT / NT

The gross tonnage and the net tonnage as determined in accordance with the
provisions of the International Convention on Tonnage Measurement of Ships,
1969, should be accepted as the parameters referred to where those terms are
used in conventions, laws and regulations, and also as the basis for statistical data
relating to the overall size or useful capacity of merchant ships. In addtion,
recognizing that the transition from existing tonnage measurement systems to the
new system provided in the Convention should cause the least possible impact on
the economics of merchant shipping and port operations, the Conference
recommends that Contracting Governments, port authorities, and all other agencies
which use tonnage as a basis for charges should carefully consider which parameter
is most appropriate for their use in the light of their present practice.

Noise Level Requirements

1.Measured when all M/c are under operation, sea trial allowed. Not
applicable where main propulsion is non mechanical means
2.Less than 80db is safe for 24hrs exposure. 85db to 120db permitted
with ear protection for continuous 4hr or max of 8hrs/day.
3.E/Room in UMS- 110db, E/R without UMS- 90db, ECR – 75db, Bridge,
galley, Recreation room – 65db, Cabin Radio room – 60db. Sufficient
acoustic insulations for Hospital, recreation & accommodation spaces.
4.DB A measured by means of weighted average method using 1.
Microphones 2. Sound level meters 3.Octawave filter

36
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 l40°C, and
temperature rise by any of the individual unexposed-face thermocouples not
more than l80°C. 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 l40°C,
& temperature rise by any of the individual unexposed-face thermocouples
not more than 225°C.
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 576°C;
2. at the end of the first 10 min 679°C;
3. at the end of the first 15 min 738°C;
4. at the end of the first 30 min 841°C; and
5. at the end of the first 60 min 945°C.
Specimen sizes
1.Bulk head – 2400 x 2500mm
2.Deck - 2440 x 3040mm
3.Steel -4.5±0.5mm 4. Aluminum -6±0.5mm
Structural Integrity - Strength
Thermal Integrity – Insulation Capacity
Fire Integrity – 1. Smoke 2. Flame (with Openings & Penetrations)
Separations :- 1. Bulkhead 2. Decks of adjacent spaces

37
 Fixed CO2 System
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 , piping’s 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

38
 d.Pipe sections and valves tested hydraulically are blown dry with air.

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.

Type of foam concentrate - Minimum frequency Testing

1 All Fixed systems except protein based non- alcoholic. Within 3 years from the
date of manufacture and every year thereafter.
2 All Fixed systems of protein based nonalcoholic.- Annually.
3 All factory-sealed portable containers excluding protein based Ten yearly.
4 All factory-sealed portable containers of protein based concentrates Five yearly.
5 All non-sealed portable containers Within 3 years from the date of manufacture
and every year thereafter.

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

39
1.Bursting disc should Operate at least 80% 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

Weekly, Monthly , Quarterly, Annually, Bi-annually, Five Years , Ten Years –

1.Fire protection – structural, emergency escape
2.Fire detection – sensors , panel & Alarms
3.Ventilation Shut off / closing arrangement
4.Fire man outfit, SCBA & EEBD
5.Fixed Fire hydrant systems
6.Portable / Semi portable systems
7.Fixed fire Fighting
a.Water spray nozzles
b.Foam type
c.CO2
d.Dry Chemical Powder
8.Water mist spray system

To be maintained as per relevant regulation requirement periods, same to

be incorporated in PMS.

No. Reference Details

1 IMO Resolution A. 951(23) Guidelines for Portable fire extinguishers
2 MSC.1/Circ. 1318 - maintenance and inspections of Fixed CO2 systems
3 MSC.1/Circ. 1432 –Fire protection systems and Appliances.
4 MSC.1/Circ. 1312 Foam concentrate Testing
5. MSC/Circ. 670 & 798 - fixed fire-extinguishing systems
6 MSC.1/Circ. 1275 UI on the No& arrangement of portable FFE on board
7 ISO6406 Periodic inspections and testing of seamless steel gas cylinders.
7 Gas Cylinder Rules 2004 Gas Cylinder Rules 2004, as amended
8 DGS 6 0F 2013
9 PMS – should include maintenance of FFE
10 Operational readiness:
All fire protection system and appliances should be, at all times, in good order
and available for immediate use while the ship is in service. If a fire protection
system is under repair, then suitable arrangements acceptable to the R.O
that issued the pertinent Safety Certificate, shall be made to ensure safety is
not diminished. Any vessel in a port or dry-dock or anchorage or temporarily
immobilized due to some reason, shall be construed to be as a vessel under
operation.

40
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

41
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.

42
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
manufacturer’s 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.

43
GOAL BASED SHIP CONSTRUCTION
E.I.F :- 1 JAN 2013
Effective from: July 2016 contract, Keel Laid july2017, Delivery 2020
Only for bulk carriers & Oil tankers of 150m & above
Require Ship construction File

Goal Based Standards

Safety Level Approach
Harmonized CSR

Five Tiers System

1.Goals - IMO
2.Functional requirements - IMO
3.Verification & Acceptance procedure - by IMO
4.CSR(Common Structural Rules) - by IACS
5.Procedures & Quality System -by Yard

Goals
1.designed to construct for a specific lifetime – 25years
2.to be Safe & Environmental Friendly
3.25 years of Fatigue Life
4.North Atlantic operating standards
5.Sufficient strength
6.Protection against corrosion
7.Coating design life

Functional Requirement
1.Design transparency
2.Adequate corrosion margin
3.Structural Accessibility
4.Construction survey
5.Survey & Maintenance
6.Recycling

Harmonized CSR
Procedure 3.4.5 specified way to carry out an activity or a process
(Note: Procedures can be documented or not)
Quality Manual 3.7.4 document specifying the quality management
system of an organization
Quality Plan 3.7.5 document specifying which procedures and
associated resources shall be applied by whom
and when to a specific project, product, process or
contract
Record 3.7.6 document stating results achieved or providing
evidence of activities performed
Specification 3.7.3 document stating requirements

44
ISM - code A.741 (18),A.1022(26)
The purpose of this Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention.
Application :- All passenger ships including HSC ,>500Gt of all Tankers &
Bulkers within 1/7/1998. other cargo ships & MODU > 500Gt within
1/7/2002 . Not applies to War ships & non commercial Government ships.

Objectives OF THE ISM CODE

To ensure safety at sea, prevention of human injury or loss of life, and
avoid damage to the marine environment and property.

Company :- the Owner of the ship or any other organization or person

such as the Manager, or the Bareboat Charterer, who has assumed the
responsibility for operation of the ship from the Ship-owner and who on
assuming such responsibility has agreed to take over all the duties and
responsibility imposed by the Code.
OBJECTIVES of the Safety Management of Company should, inter alia:
1. Provide safe practices in ship operation and a safe working environment
2. Assess all identified risks to its ships, personnel and the environment and
establish appropriate safeguards; and
3. Continuously improve safety management skills of personnel ashore and
aboard ships, including preparing for emergencies related both to safety and
environmental protection.
The safety and management system should ensure:
1. Compliance with mandatory rules and regulations; and
2. That applicable codes, guidelines and standards recommended by the
Organization, Administrations, classification societies and maritime industry
organizations are taken into account.

Functional requirements of SMS

1. A safety and environmental protection policy;
2. Instructions and procedures to ensure safe operation of ships and
protection of the environment in compliance with relevant international and
flag State legislation;
3. defined levels of authority and lines of communication between, and
amongst, shore and shipboard personnel;
4. Procedures for reporting accidents and non-conformities with the
provisions of this Code;
5. Procedures to prepare for and respond to emergency situations; and
6. Procedures for internal audits and management reviews.
ISM Code Part A Implementation
1. General (Defin, Objectv, Fun Req) 7. Shipboard operation
2. Safety & Envir. Policy 8. Emergency Preparedness
3. Comp. Responsibility & Authority 9. Reports & Analysis of NC
4. DPA 10. Maintenance of ship & Equip
5. Masters Response. & Authority 11.Documentation
6. Resources & Personnel 12.Comp verification, review & Eval

45
Part B certification & verification Guidelines
13. Certification & Verification
14. Interim Certification
15. Verification 16.Forms
ISM PYRAMID STRUCTURE – DOCUMENTATION
1.Company Policy Manual TOP – 1.
2.Operation Procedures
3.Work Instructions
4.Forms ,Labels, Records etc -- Bottom
Implementation of ISM in ship A.1022(26)
1. Elem- 2 . Safety & Environment Protection Policy
2. ELEM- 3 – Responsibilities & Authorities of Company
3. ELEM- 4 – Responsibilities & Authorities of DPA
4. ELEM- 5 – Responsibilities & Authorities(+Overriding) of Master
5. ELEM-6.Tasks are defined and Assigned to qualified personnel
6. ELEM- 7.Develp of Plans, Instructions & Checklist for key operations
7. ELEM- 8.Emergency preparedness – establishes defined procedure,
trainings, and drills both onboard and shore.
8. ELEM- 9.Procedure to reports of NC accident & haz.occur & Analysis.
9. ELEM- 10.Maintenance
10. ELEM- 11.Documentation
11. ELEM- 12.Company verification, review and evaluation
Element 2- Safety & Environment protection Policy
1.Record of Revisions
2.Signature Sheet
3.Policy & Quality Statement
4. Safety & Environment Policy
5.Energy Conservation Policy
6.Management Commitment & Responsibility
7.Drug & Alcohol Policy
8.Insurance Policy
9.Occupational health & safety Policy
10.Purchasing Policy
11.Personnel Policy
12.Security Policy
13.Legal & other Requirement Policy

Element 3- Responsibility & Authorities of Company

1.Should define & document responsibilities, authorities, & inter-relation
of all personnel who manage / perform work involving safety & Pollution
2.Owner should inform DGS about performance of management company
3.Company should maintain records for at least 3 years
4.There should be proper Handing over reports & same should be
submitted to DGS
5.During Interim Audit of SMC ,any deficiencies found previous company
questioned & additional verification conducted on their ships

46
ELEM- 6. Resources & Personnel as per ISM
1.Certificates, Medical Fitness, Drug & Alcohol Policy, Rest Hours etc.
2.Defined Working language & Effective communication
3.Familiarization, onboard trainings- SMS, Rules & Regulations

ELEM- 7. Ship board operations

1.Responsibilities are defined and Assigned to qualified personnel
2.Standing orders – Master & Chief Engineer.
3.Operation – Normal 2. Critical
4.Operational Procedures – Navigation, Engine, Cargo, Waste Disposal
5. Check lists – Arr Dep , Isolation & Work permits etc
7a)CRITERIA of Critical Equipment - Failure of which causes deviation /
failure of ISM objectives i.e Hazardous Situation
1.Element 7 & 10 considered
2.To identify & Establish as Critical Equipment
3. To ensure their Test & Functional reliability
4.Alternate arrangements on sudden failure
5.Single failure does not lead to critical situation
6.Testing of standby equipments periodically
7.Minimum spares required
7b)Shipboard Critical Operations
1.Navigation in restricted waters & poor visibility
2.Heavy weather operations
3.Handling of hazardous & noxious substances
4.Bunkering & oil transfer
5.Cargo operation on Oil, Chemical & Gas carriers
6.OWS, Incinerator, emergency fire pump etc
7c)CRITICAL Equipments as per ISM
1.Hull & Super structure steel works
2.Fire Fighting & LSA equipments
3.Navigational Equipments
4.Anchor & mooring Equipments
5.Steering gear
6.Main & Auxiliary engines
7.Cargo gear
8.Electrical installations
9.Monitoring & Alarm systems

ELEM- 8. Emergency Prepardness

47
ELEM- 09. Reports & Analysis of NC
1. Near miss reports
2. Incident / Accident reports
3. Company & Ship safety officer , Inspection & Meeting
ELEM- 10. Maintenance
1. Inspections are held at appropriate intervals
2. Any NC to be reported with any possible cause
3. Appropriate corrective actions taken
4. Record of these activities are maintained
5. All equipments and systems are tested regularly
6. All these are integrated in ships PMS
ELEM- 11. Documents
1. Valid documents are available readily and all time
2. Changes are reviewed by authorized personnel & approved
3. All these are incorporated in SMS
4. Obsolete documents are deleted promptly
ELEM- 12. Management Review
1.Masters Review
2.shipboard safety ,Security & Environmental meetings
3.Internal & External Audit reports
4.Survey Reports & Recommendations.
5.PSC Inspection reports
6.Near miss & Incident Reports
7.Latest technological changes
8.To meet requirements of National & International regulations
9.Availability of resources.
10.To meet the market demands
It is a process of evaluation & improvement process of existing ships
At regular intervals 12± 3months by all HODs . Company reviews the performance
of its various fleets with respect to Results of internal audits , results of external
audits., flag state inspections, port state inspections, casualties on its ships., non-
conformities on its ships, masters review of sms. it is done when a serious failure of
the SMS occurs. What are the common areas with respect to nonconformities in
sms can be made accordingly To achieve no system based deficiency.
STATIC AND DYNAMICS OF ISM
Dynamic elements means can be changed in nature. Dependent upon people. For
example master's review can be changed. But forms of certificates cannot be
changed. Hence static and dynamic elements. Static Element - 11
1.Master’s review (R 5)
2.Identification of training needs (reg 6.3 -6.5)
3.Report of NC ,Accident & Hazardous Occurrences (R 9.1)
4.Management Review (R 12.2)
5.Internal & External audit (R12.1)

POLICY :- A formal, brief, and high-level statement or plan that embraces an

organization's general beliefs, goals, objectives, and acceptable procedures for a
specified subject area.:

PROCEDURES :- Procedures describe the process: who does what, when they do
it, and under what criteria. They can be text based or outlined in a process map.
Represent implementation of Policy.

48
Anniversary date :- the day and month of each year that corresponds to
the date of expiry of the relevant document or certificate.
Audit :- it is a systematic & independent examination procedure to
determine whether safety & Environmental protection activities and related
results comply with planned arrangements, and whether these arrangements
are effectively implemented to achieve the objectives suitably.
1.Internal – by Company 2.External – by FSA/RO/CG. Reqd Docs
1. master review,2.PSC /FSC report 3. NC, 4. Int & Ext audit reports

Findings :- Findings will be presented as part of the audit report, and normally
during the closing meeting. 1.Observatioin 2. NC 3. MNC

Deficiency: Means defect in or failure in operation of ship's structure,

machinery ,fitting or failure in documentation

Objective Evidence :- means quantitative or qualitative information,

records or statements of fact pertaining to safety or to the existence and
implementation of a safety management system element, which is based on
observation, measurement or test and which can be verified.

Observation :- means a statement of fact made during a safety

management audit and substantiated by objective evidence

Non Conformity :- means an observed situation where objective

evidence indicates the non-fulfillment of a specified requirement. Not
Confirming the requirement of company approved Safety Management
System. No impact in the working of the system
1.ISM checklists incomplete,
2.Crew not aware of companies ISM safety and environmental protection policy
3.Responsible officers not knowing their duties as per SMS manual
4.Crew not knowing DPA
5.Oil record book incomplete/ not signed

Major -Non Conformity :- means an identifiable deviation that poses a

serious threat to the safety of personnel or the ship or a serious risk to the
environment that requires immediate corrective action or the lack of
effective and systematic implementation of a requirement of this Code.
The absence of one or more required system elements or a situation which raises
significant doubt that will meet specified requirements.
 A group of non-conformities indicating inadequate implementation or
effectiveness of the system relevant to an element of the Code.
 A non-conformity that is persistent (or not corrected as agreed by the
organisation) shall be up-graded to MNC.
 Structural damages,
 Invalid certificates or documents
 Emergency generator cannot start
 Oil record book not available
 Non conformities raised during last internal audits are still pending

49
Action In case of MAJOR Non conformity MSC .Circ 1059 / 401
1.NO endorsement or certificate renewal will be done with Major NC & existing
certificate turns invalid
2.Immediate corrective action at least to bring down Major NC to NC as per
auditors recommendations. CAP- Corrective Action Plan
3.Corrective action verified & certificate endorsement/ renewal completed
4.CAP for NC & time frame agreed between auditor & firm
5.On completion of NC within time frame inform Flag state, R.O auditor with
supporting evidences.
6.No Audit required for corrective action for NC, whereas for major NON –
Conformity corrective action is accompanied with Follow UP Audit.
7.For Major NC / NC Company should submit Root Cause analysis to DGS.
Audits (only for working ship not in Dry Dock/ lay ups)
DOC SMC
1.Interim (12 months valid) 1. Interim (6 months valid)
2.Initial (3mn after SMS impl) 2. Initial (valid DOC & 3mon SMS)
3.Annual(± 3Mon) 3. Intermediate (2 – 3 yr)
4.Renewal 4. Renewal (±6Months)
5.Additional* 5. Additional**
6.Surveillance
Follow up Audit -
*- Change of name, address, SMS revision & By audit team
** - change of ship name, Imposed by Auditor, after PSC detentions

Certificates
1.Interim DOC – 12months ( 12 months Extension by Surveillance)
2.Short term DOC – 3 months valid if initial audit failed for further audit or
5month valid on successful completion of Initial/Renewal till the full term
certificate issued
3.DOC / - 5 years
4.Class DOC / Class short Term DOC/ Class Interim DOC
5.Interim SMC – 6 months (conditional Extension 6months)
6.Short term SMC - – 3 months valid if initial audit failed for further audit or
5month valid on successful completion of Initial/Renewal till the full term
certificate issued
7.SMC - 5 years
8. Class SMC / Class short Term SMC/ Class Interim SMC
Note :- Class based certificates will be issued for Flag state not party
to Convention or particular class is not approved by Flag state.

50
 ISM AUDIT & CERTIFICATION
Type of Audit Requirement Certification / Validity By
Endorsement
All A Internal Audit Every 12 months within 3months window period Int.Audit Report 12mon Co.Auditor
B1.0 Interim Audit 1. New Company 2.New Ship type added 3. Change of Interim DOC 12mon
Flag State
B1.1 Surveillance 1. Interim DOC Expires without ship for management Interim DOC 12mon

3. By Contracting Government based on the

Audit
FOR COMPANY

B1.2 Initial Audit 1. SMS implemented min 3months Co. & Ship Full Term DOC 5 yrs

1. By Admin / admin appointed Auditor

B1.3 Annual Audit Valid DOC & within ± 3months window period Endorsement by 1yr
Lead Auditor
B1.4 Renewal Audit 1.Valid DOC & within 3months window period Full /Short 5 yrs/
Term DOC 5 mon

2. By Recognized Organisation
B1.5 Additional Audit 1. Major revision of SMS, 2.Change of Company Endorsement by nil
Particulars ,3.Change of Flag State,4. By Authority Audit Team
B2.0 Interim Audit 1.Valid Interim DOC or DOC (can be extended 6mon) Interim SMC 6 mon
B2.1 Initial Audit 1. Valid Full term DOC 2.Valid Interim SMC 3. Full Term SMC 5 yrs
SMS implemented min 3months Co. & Ship

request of Admin
B2.2 Intermediate 1. Valid Full term DOC 2.Valid Full term SMC 3. Endorsement by nil
FOR SHIP

Audit Within 24 to 36months Lead Auditor

B2.3 Renewal Audit 1.Valid DOC & SMC ± 6months window period Full /Short 5 yrs/
Term SMC 5 mon
B2.4 Additional Audit 1. Serious PSC detention 2.MNC 3. Major Incident 4. Endorse by nil
Re-instatement of expired SMC, Exten. of Interim SMC Audit Team
All C1.0 Follow Up Audit 1. Any of the above audit incomplete Audit completed nil
AUDIT Structure( based on check lists) Certificate ceased to be valid
1.Opening meeting with briefing 1. Ship’s class not authorized by admin
2.Observation department wise (documentation, 2.In adequate manning or with expired competence certificates
Equipment condition & operation) 3.ISM code amendments not implemented in SMS
3.Interviewing ( Individual Dept. Heads, Crew if 4.Audit not conducted in time
required) 5.Major NC & time frame not met ( time frame max 3 months)
4.Conducting Drills if required 6.With invalid DOC , SMC turns invalid
5.Closing Meeting & briefing 7.Flag Changed or Company Changed or Registry Closure
6.Reporting 8. Resignation of DPA without alternate arrangement

51
DOC ISSUANCE PROCEDURES
1.Company submits –SMS manual, Incorporation certificate, Proof of
premises, ISM 03 form + fees, ISM -11&12 forms
2.DGS ISM Cell – Nominate auditor for Preliminary Document Review.
3.Auditor verify & submits reports with required corrections
4.Company submits corrected SMS & Implementation Plan (dates of
implementation , internal & initial audit) in soft copy to DGS
5.Auditor conducts INTERIM DOC audit
6.R.O / DGS issue Interim DOC valid 12 months
7.On expiry of Interim DOC – Surveillance DOC audit conducted
8.Surveillance DOC issued valid 12months
9.Takeover of requested type of DOC vessel
10. Implement SMS on board for at least 3 months
11.Initial Audit conducted as per the audit program made( 2man days)
12.Based on audit Report – DOC issued valid for 5years subject to annual
verification
13.Every year annual audit for endorsement
14. 5 years once new certificate issued

DOC contents
1.Certificate No.
2.Name of Admin & RO
3.Company name , address & Identification No
4.Type of the Vessel
5.Completion date of verification & Validity
6.Issued date, place, authority name ,seal & signature
7. Endorsement
8. Authority declaration

SMC ISSUANCE PROCEDURES

1.Company submits –Interim / Surveillance DOC, certificate of registry,
ISM 03 form + fees, ISM - 1& 2 forms
2.On board Interim audit by R.O
3.On successful completion of audit Interim SMC Issued valid for 6months
4.In exceptional cases Interim SMC may be extended to 6 more months
5.Successful implementation of SMS onboard for min 3months
6.Internal audit completed & request for Initial Audit
7.Company in possession of valid DOC not Interim / Surveillance DOC
8.Initial Audit by R.O
9. On successful completion of audit SMC Issued valid for 5 years subject
to intermediate verification
10.Intermediate verification & Endorsement
11.Renewal verification & new certificate issued.

52
SMC Contents
1.Certificate No.
2.Name of Admin & RO
3.Company name, address & Identification No.
4.Ship particulars
5.Type of the Vessel
6.Completion date of verification & Validity
7.Issued date, place, authority name ,seal & signature
8. Endorsement
9. Authority declaration

Changes in ISM Code

1.MNC – instead of and Includes the word ‘OR” used
2.Objective “establish safeguards against all identifiable risks” was
changed to “assess all identified risks to its ships, personnel and the
environment and establish appropriate safeguards”.
3.Master’s Review :- in reviewing the term Periodically is inserted.
4.Shipboard Operations :- It should also be noted that the phrase “safety
of the personnel” has been added, and that the “prevention of
pollution” has be replaced with the “protection of the environment”.
5.Emergency Preparedness:-sentence has been reworded to read “The
Company should identify potential emergency shipboard situations,
and establish procedures to respond to them”.
6.The requirement for corrective action to include “measures to prevent
recurrence” is new
7.Element 10 :- Reworded
8.Element 12 :- Internal audit interval 12months added
9.Element 13 :- Renewal of a SMC which has expired. Endr of an existing
SMC after renewal verification if a new SMC cannot be provided
10.Element 14 :-Clarification regarding internal audit conditions for
issuing an Interim SMC.
11.Changes in the certificate Format

ISM & ISO Similarities

1.specify a systematic approach to management by those responsible for
management
2.to have developed a set of company objectives and policies
3.mandatory requirements, laws and regulations are to be followed and
implemented
4.defined levels of authority, responsibility and lines of communication.
5.person ashore to be assigned with specific duties and responsibilities relevant
to the implementation of their requirements. QMR- Quality Management
Representative
6.need to have well developed plans for operations (Bridge /Engine room/ Cargo
ect)
7.One requirement that is not contained in the ISO 9001 but is mentioned within
the ISM code is Emergency Preparedness
8.ISO is Voluntary & not Mandatory, where as ISM is mandatory for ships

53
 ELEM- 8, 9 ,11 & 12 w.r.t Any accident / Incident course of action
I.REACT - IMMEDIATE ACTION
1.Priority 1 -LIFE
2.Priority 2 – based on situation
i.OPERATION
ii.PROPERTY - SHIP / other vessels, dock ,etc
iii.ENVIRONMENT
II.RECORD – Documentation
1.ORB
2.OFFICIAL LOG BOOK,
3.LOG BOOKS,
4.COMPANY FORMS ETC
III.REPORT – COMMUNICATION
1.To Master
2.In charge of the affected property
3.Manager
4.Charterer
5.Owner
6.Agent
7.MAS - Maritime Assistance Services
8.MRCC
9.SALVORS
10.IMO
11.Flag – Maritime Authority / Embassy
12.Visiting Country authorities
i.Coastal – Coast guard, Customs, Environmental Authority, Medical
dept
ii.Port state – Harbor Master, PSCO, PSSO,
13.Classification Society
14.Maritime Security services
15.P & I
16.UNDER WRITER OFFICE
17.ITF
18.Next of Kin
19.Lawyers / Arbitrators
20.Media
IV.RECTIFIY – REPAIR, SALVAGE, ABANDONMENT, WRECK REMOVAL
V.RESOLVE DISPUTES- ARBITRATION, ADMIRALITY LAW
VI.RECOMPENSE- INSURANCE CLAIMS, COMPENSATION
VII.ROOT CAUSE ANALYSIS
VIII.REFORM – Corrections required in M/C , Operation , Systems
IX.REVIEW – OBSERVE

54
SOLAS CHAPTER XI – 1

Regulation 1 – Authorization of recognized organizations

Organization by resolution A.739(18), & A.789(19) by the Organization,

Regulation 2 – Enhanced surveys A.1029(27)

500GT & ABV Bulk carriers and oil tankers shall be subject to an ESP
inspections in accordance with the guidelines adopted by the Organization by
resolution A.744(18) as amended by resolutions MSC. 49(66), MSC.105(73),
MSC. 108(73), MSC.125(75), MSC. 144(77) and MSC. 197(80).
MSC/Circ.655 on guidance for planning ESP /Circ.686, Guidelines on the
means of access

Annex A – Bulk carrier 1)Part A- Single skin 2)Part B- Double Skin

Annex B – Oil Tanker 1)Part A- Double Hull 2)Part B- other than Double

1. Combined with annual, intermediate & renewal of SAFCON and D Dock

2. Survey fulfills the requirements of Solas Ch-12.
3. After 10 years & 20000DWT Intermediate & renewal surveys to be carried
out by 2 surveyors employed by RO

Items to be INSPECTED. Conditions to Check

1.All cargo spaces, 1.corrosion
2.Ballast tanks 2.deformation
3.cofferdam & Void spaces of cargo 3.Fractures
4. Decks, outer hull 4. Structural Damages
5.Pipe tunnels & piping systems. 5.piping operational test
6.Hatch cover, coamimg & devices 6. Coating condition
7. Fuel oil tanks in way of cargo hold 7.oper. test of closing devices

ESP Report file (on board, company & admin)

1. Survey program
2.Survey questionnaire
3.Owners inspection report
4.Safety meeting & Risk assessment
5.Ship structure access manual
6.Structural survey report
7.Thickness measurement report
8.Condition evaluation report + COC ,Memoranda etc
Surveys
1.overall survey
2.close up survey
3.thickness measurement , NDT test , Coating
4.tank pressure testing, hatch cover hose test
5.dry dock survey(same rules as class)+ ICCP, WIM & Dewatering
Without valid ESP report file SAFCON certificate turns invalid
Substantial corrosion is 75% of Corrosion allowance, above renew

55
Regulation 3 – Ship identification number IMO adopted A.600(15).
1. Passenger ships of 100 GT &ABV ,all cargo ships of 300 GT and above.
2. The IMO number shall be inserted on the certificates and certified copies
3. The ship's identification number shall be permanently marked:
4.1. in a visible place either on the stern of the ship or on either side of the
hull, amidships port and starboard, above load line or either side of the
superstructure, port and starboard or on the front of the superstructure or,
in the case of passenger ships, on a horizontal surface visible from the air
4.2. One of the end transverse bulkheads of the machinery spaces/ RORO
spaces, or on one of the hatchways or, in the pump-room of tankers.
5.1. The permanent marking shall be plainly visible, shall be painted in a
contrasting color.
5.2. The permanent marking external shall be not less than 200 mm in
height. & internal not be less than 100 mm in height.
5.3. The permanent marking may be made by raised lettering or by cutting
it in or by centre punching it or other equivalent method of marking

IMO no. Issuance Procedure

1. Apply to LR IHS fair play with relevant documents by owner while
construction
2. Apply through SEADATA – online database system.
3. Apply directly to IMO, Issued at free of cost
Regulation 3-1 company and registered owner identification No.
1. All companies and registered owners of ships of 100 GT and upwards
involved in international voyages.
2. Administrations may assign the IMO Nos. to companies and registered
owners engaged solely in domestic trade
3. The company and registered owner identification shall be inserted on the
certificates
4) MSC.160 (78) Adoption of the IMO Unique Company and Registered
Owner Identification Number
Regulation 4 – Port State control on operational requirements
1. A ship when in a port of another Contracting Government is subject to
control by officers duly authorized by such Government concerning
operational requirements in respect of the safety of ships, when there are
clear grounds for believing that the master or crew are not familiar with
essential shipboard procedures relating to the safety of ships.
2. The Contracting Government carrying out the control shall take such
steps as will ensure that the ship shall not sail until the situation has been
brought to order in accordance with the requirements of the present
Convention.
3. Procedures for PSC by resolution A.787 (19), as amended by A.882(21)

56
Regulation 5 – Continuous Synopsis Record6)
Synopsis Record, Resolution A. 959(23) as amended by MSC.198 (80).
This shall not apply to cargo ships with a gross tonnage below 500 and ships
that are not engaged in international voyages.
2. The CSR is an on-board record of the history at least, from 1 July 2004.
3. The Continuous Synopsis Record shall be issued by the Administration to
each ship that is entitled to fly its flag and it shall contain, following
3.1. The name of the State whose flag the ship is entitled to fly;
3.2. The date on which the ship was registered with that State;
3.3. The ship's identification number in accordance with regulation 3;
3.4. The name of the ships;
3.5. The port at which the ship is registered;
3.6. The name of the registered owner(s) and their registered address(es);
3.7. Registered owner identification number
3.8. The name of the registered bareboat charterer(s) and their registered
address (Es), IF
3.9. The name of the Company,
3.10. Company identification number.
3.11. The name of all classification societies with which the ship is classed;
3.12. Administration or of the Contracting Government or RO which has
issued the DOC
3.13. Administration or of the Contracting Government or RO which has
issued the SMC & name of the audit body based on which SMC issued
3.14. Administration or of the Contracting Government or RO which has
issued the ISSC & name of the verification body based on which ISSC issued
3.15. The date on which the ship ceased to be registered with that State.

4.1. Any changes relating to the entries 3.4 to 3.12 shall be receded in the
CSR by Admin within 3 months or either the Company or the master of the
ship to amend the CSR & inform Admin

6. When a ship is sold/ transferred to the flag of another State CSR shall be
left on board.. Company has to inform both the administrations with
complete details to append the CSR and shall be available for inspection at
all times

Regulation 6:- Casualty & Investigation

57
ISPS – International ship & Port facility Security Code
Part A – Mandatory Part B - Guidelines
Date of entry into Force :- 1st July 2004.

Objective :- to establish international frame work between contracting

governments & various shipping related agencies to detect & deter security
threats to ships & port facility engaged in international trade.

Applicability : - ships & ports in international trade

a. All passenger vessel & high speed passenger craft
b. 500 GT & abv cargo ships
c. MODU
d.Ports handling ships engaged in international voyages
e.Ports occasionally handling international voyage ships (as per Admin)

Not Applicable : - to War ships , non- commercial ships by states & Ports
For military purposes.

Port Facility :- A place where ship & port interface takes place
Determined by designated authority.

Restricted Area :- Areas which are vulnerable to security threat decided

based upon SSA & included in SSP.
Prohibited area: where no trespassing is allowed and trespassers are
liable to be prosecuted
Security Levels & channel of declaration
L1. Minimum security measure at all times
L2. Additional security measure for particular time due to heightened risk
L3. Specific additional security measure for particular time due to probable
Or imminent threat.

For ships: - by flag state, CSO, Master

For ports: - by Admin, PFSO

National Security Agency -> DGS -> Port facility & CSO / Ship
Port Security Advisory Committee -> PFSO -> DGS

Alternative Security Arrangement

Contracting Governments may, when implementing this chapter and part A of the
ISPS Code, conclude in writing bilateral or multilateral agreements with other
Contracting Governments on alternative security arrangements covering short
international voyages on fixed routes between port facilities located within their
territories.

Equivalent Security Arrangement

Administration may allow a ship or a group of ships entitled to fly its flag to
implement other security measures equivalent to those prescribed in ISPS code

58
Ship Security Assessment :- (BY COMPANY or RSO)
it is a process of identify & mitigate the weakness in physical structure,
personnel protection , process & policies leads to security breach. It
includes on scene security survey.
Min requirement of SSA
1. Identify existing security measures procedures & operations
2. Identify & evaluate Key shipboard operations to protect
3. Identify possible threats to Key shipboard operations & the likelihood
of their occurrence in order to establish & prioritize security measures
4. Identification of weakness including human factors in infrastructure,
policies & procedure.
SHIP SECURITY PLAN :- ( BY COMPANY or RSO )
1.General Layout of the Ship
2.Access controls
3.Restricted areas
4.Location & Equipments of CITADEL
5.Location of SSAS
6.Escape & Evacuation
7.Means of Emergency communication
8.Duties of Persons
9.Security related Equipments
10.Approval of Administration

Ship Security Assessment -> Ship Security Plan + CSR ->

Approved By DGS -> Verification by MMD / RSO Surveyor ->
Certificate By DGS / IRS (IRS Only approved RSO by DGS)

FOR SHIPS
International Ship Security Certificate – International voyage
Ship Security Certificate - Coastal ships
Document Of Verification - Inland water

Valid for – 5years with one Intermediate and Additional Verification as

Required by administration.

INTERIM ISSC to – 1.Ship without ISSC 2.Transfer of ship Flag or Company

Valid for: - 6 months Maximum

FOR PORT FACILITY

STATEMENT OF COMPLIANCE – valid for 5years with annual verification

Certificate Cease To Be Valid If

1. The relevant verifications are not completed within the periods
2. The Certificate is not endorsed in accordance with section
3. When a Company assumes the responsibility for the operation of a ship
Not previously operated by that Company; and
4. upon transfer of the ship to the flag of another State

59
Contents of ISSC
1.Certificate no
2.Issuing Govt
3.Issuing RSO
4.Name of the ship
5.Port of Registry
6.IMO no.
7.Gross tonnage
8.Type of Ship
9.Name & Address of Company
10.Company Identification No.
11.Valid till
12.Date of issue
13.Place of issue
14.Signature of authority

Ship Security Review

AMENDMENT IN SSA & SSP – Based on Review / Latest requirement

requested to admin for approval. After approval, revision documented and
onboard training & Drills to be conducted as required.

INTERNAL AUDIT – ANNUALY by CSO & reports documented

Records
1.ISPS Certificate
2.Continuous Synopsys Record
3.SSA with amendments / Reviews
4.SSP with Amendments / Reviews
5. Internal Audit / Reviews
6. Security Drills /Training Records
7.Security related communications
8. Security threat Incidents / Reports
9.Breach of Security
10.DOS of last 10 port of call
11.Maintenance, test & calibration
record of ISPS Equipments
Equipments
1.Photo ID card for Crew
2.Color Coded Visitor pass, Cable Ties
3.Metal Detectors, Night Vision Binoculars
4.Dog Leg Mirror Telescopic
5.Closed Circuit Camera Surveillance
6.Special Communication System
7.Flood Lights / High Beam torch
8.Barbed Fencing
9.Fire Hoses ,Batons
10.Dummies
11.General Alarm ,Whistles, Walkie Talkies
12.SSAS , AIS

D O S :- An agreement between ship & port or other ship with which it

Interfaces, specifying security measures to be implemented by
each.

Need OF DOS :- when( request by Master /SSO or PFSO )

a. Ship level higher than port / other ship
b.Any security threat to ship / port facility
c.Port facility is not ISPS complaint
d.Other ship is not ISPS complaint
e.Based on agreement – particular international voyage / type of ship
f. Port facility depend circumstances

60
 D O S Contents
1. Name of the ship 9. Agreed measures by SSO & PSFO
2. Port of registry a. Communication between port & ship
3. IMO no. Readily available
4. Name of the port facility b. Access Control of Ship
5. Valid from ---Valid till c. Access control of Port Facility
6. Security level of ship & Port d. Embarkation of person & effects
Facility control
7. Contact no. of ship & port e. Monitoring port facility berthing area
facility around ship
8. Signature of Master SSO & f. Monitoring ship & berthing area
PFSO around ship
g. Monitoring Restricted areas
h. Handling of cargo
i. Ship stores delivery
j. Un attended baggage

INDIAN COASTAL ISPS REQUIREMENT

TYPE OF VESSEL
SSP SSO CSO SSAS SEC.EQUIP** SSC AUDIT

COASTAL Y* Y Y NO YES( other than YES IRS/

VESSEL MORE Night Vision
THAN 3000 GT # Binocular) MMD

COATAL Y Y Y- NO YES (other than YES MMD

VESSELS (need not be Night vision
BETWEEN 500 TO certificated binocular and
3000GT but trained scanner)
by CSO.)
Vessels less than Y Y NO NO Y MMD
500 gt more than
300gt.on the coast
Vessels between
Y NO Y NO NO Y MMD
300 gt and 500 gt
if operating in iv
limits.
Automatic Identification System
1.All passenger ships
2.Other ships 300GT & above in international Voyage
3.500 GT & above not in international voyage
Should be kept on at all times, if master feels it is not safe or other reason
Can be put off with proper recording & informing authorities

SHIP SECURITY ALERT SYSTEM

The SSAS should be documented in the Ship Security Plan. The location of
activation points should be specified in the plan and may form a part of the
�Confidential� Section of the plan. It is advised that such information shall
be known to the Master, Ship Security Officer and other ship personnel as
may be decided by the Master and the SSO.

61
The dedicated equipment used for transmission of Security Alert should not
be used for any other routine communication. The system should have the
main source of electrical power and a backup source, which may include
emergency source or independent supply. However, an uninterruptible
power supply (UPS) or such similar device may also be considered as an
alternate source of power.
SHIP SECURITY ALERT SYSTEM - MINIMUM DATAS
a) Ship’s name e) Position in Lat & Long.
b) IMO number f) A short message indicating the
c) UTC Date & Time type of threat under threat if the
d) MMSI number circumstances permit.

2. The ship security alert system, when activated, shall:

a. initiate and transmit a ship-to-shore security alert to a competent
Authority designated by the Administration, which in these
Circumstances may include the Company, with min data above.
b. not send the ship security alert to any other ships;
c. not raise any alarm on-board the ship; and
d. continue the ship security alert every 30min until deactivated / reset.
3. be capable of being activated from the navigation bridge and in at least one
other location; and

3. TESTING OF SSAS
All Indian Ship owners, Company Security Officers, Masters and others concerned
may please note that the SSAS test is to be carried out in the "LIVE" mode only.
The standard procedure for testing of Ship Security Alert System is as follows:
1.E-mail DG Commcentre the following information at least three hours in advance
when requesting for a test :
Name of the vessel and its present position
Intended date and time (UTC) and IST of the test.
The DG Commcentre will acknowledge confirming the conduct of the test.
3.The ship staff may then carry out the SSAS test as per schedule, first from
Location 1.
4. The CSO/ Master shall confirm by phone whether the Alert has been received by
DG Commcentre. DG Commcentre will then advise if all details provided in the alert
are correct, or otherwise.
5.If all details received are correct, DG Commcentre will advise to reset the alert
and then proceed to test from Location 2
6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to
Level 3.
7. Call DG Commcentre to confirm whether alert Level 3 has been received.
8. DG Commcentre will confirm whether all is OK, or otherwise. If all is OK, DG
Commcentre will advise the CSO/ Master to reset the system.
After resetting the system, the CSO/ Master to send an email to DG Commcentre
stating that the "SSAS test has been completed and all subsequent alerts may be
treated as true alerts." Request for compliance may be made immediately upon
satisfactory completion of the test, and not after several days,
10. Commcentre will then revert compliance by email if tests were OK or advise
further testing/ rectification, as required.

62
In CASE OF SSAS FAILURE
The Master/ Company Security Officer shall inform the 24 X 7 DG Comm centre that
the ship security alert system is non operational.
 If the vessel is in port, every effort shall be made to have the equipment
repaired prior to sailing.
 In case it is not possible to have the equipment repaired, the Master/ Company
Security Officer shall inform the DG Comm centre to that effect stating the reasons
for the same.
 In case the equipment fails at sea, the Master/ Company Security Officer shall
immediately inform the DG Comm centre and thereafter e-mail a position report to
the DG Comm centre every 6 hrs. Stating the vessel's position, Course, Speed,
name of next port of call with ETA. The security status of the vessel shall be
reported in these messages. These position reports shall be sent till the vessel
arrives at the destined port.
 The Company Security Officer shall report to the DG Comm centre immediately
if the vessel's position report is overdue by more than 2 hours.
 The ship security alert system shall be repaired at the next port of call and DG
Comm centre shall be notified accordingly.
 Upon completion of repairs, the same shall be tested with the DG Comm centre
and compliance obtained as prescribed in . NT/ISPS/03/07 dt 18th Jan 2007.
Best Management Practices
It is a IMO guidelines thru Circular MSC 1/ 1337 to handle piracy problem in
Somalia, gulf of Aden & Arabian sea.
1. Inform UKMTO (uk maritime trade operation)
2. Register with MSCHOA (maritime safety centre Horn of Africa )
3. Use IRTC (international recommended transit corridor).
4. Use CMF (combined Maritime Force)
5. or Use EU NAV FOR
6. Liaison via MARLO (marine liaison)
1.Risk Assessment
2.Master’s Planning
3.companies planning
4.voyage planning
5.self protective measures
6.implementing BMP
7.reporting
8. contains ANNEX A to F

SPM – Ship Protective Measures

1.Additional look out (considering Rest hrs)
2.Keep vigilant watch on Radar
3.Use Dummies
4.Single Entry
5.Deploying Razor wires on ship side.
6.Water spray
7.Maneuvering practices
8.Citadel
9.Private maritime security contractors.

63
 Training & Drills

1.Differentiate between safety and security

Ans; safety;is action to prevent a possible injury or death or damage to the property and
environment
Security: is a threat to country, ship, premises of any installation from the intruders who
wish to cause damage to the persons, property or environment deliberately

2.What is ISPS code, what are the duties of a chief engineer, security levels
assessment of SSP plan
declaration of security- , being SSO
strict control on access control
regular security inspection
maintaining and supervising the implementation of SSP
proposing modification to the SSP
reporting to the company any non conformity during internal audit
reporting all security incidents to the CSO
ensure all security equipments are properly calibrated and maintained
reviewing and completing the declaration of security

3.Incase of a piracy attack how will you manage or action to be taken,

raise SSAS ( ships security alarm system) to notify the nearest port authority
 sound emergency alarm & muster the crew inside accommodation
inform local authority by any other means to ask for assistance
lock all restricted area, lock all the entrances to the accommodation
avoid direct confrontation with pirates
piracy can be avoided by keeping security patrols – deck watch
rig fire hose to deter boarders,
best possible illumination of water around the vessel at night
advise the crew that emergency alarm will be sounded if pirates board
notify head office, flag state, P&I,
pre pare report with full description- with photographs of crime scene.

64
Additional Bulk Carrier Safety – Solas Chapter XII
Entry into force: - July 2004

1. Damage Stability & Structural Requirements Ships of 150m & above

1.Before 1/7/99 Constructed– Single skin shall have sufficient stability to
withstand flooding of foremost cargo hold at all conditions to carry
1780kg/m3 density cargo.If not a)Restrict max DWT b)Restrict cargo
distribution between holds
If these ships assigned reduced freeboard as per LL69 reg 27 or LL 88
reg(28) can be considered equivalent.
2. After 1/7/99 Constructed – Single skin shall have sufficient stability to
withstand flooding of any one cargo hold at all conditions to carry
1000kg/m3 & above density cargo
3.After 1st July 2006 Constructed– Double skin shall have sufficient
stability to withstand flooding of any one cargo hold at all conditions
to carry 1000kg/m3 & above density cargo. After flooding stability as
mentioned in LL 66/88 also considering Dynamic effects.
a) stiffeners not placed inside cargo space b)skin spacing width
>1000mm & allow access for inspection min 600mm horz & 800mm
vert. c)Except TST no skin space allowed for carry cargo) effective
continuity between side shell & hull ) single failure of member will not
lead to consequential failures leading & collapse

3. Survey Of Cargo Hold

1. before 1st July 1999 – 10yrs & abv – 150m& abv –1780m3/kg if
periodical survey as per ESP or all holds to the same extent as per
ESP. proper maintenance as per ISM after survey.

4. Information On Compliance
a. stability booklet endorsed
b. any restriction of carriage of High density cargo to identified &
mentioned in booklet and an Equilateral triangle of 500mm
permanently marked on port & starboard 300mm below deck line.

5. Restriction due to Design for ships before 1st July 1999

a. Annual survey in ESP is replaced with Intermediate
b. Bilge well high level alarm in all cargo holds with indication on
bridge & admin approval
c. Emergency preparedness as per ISM for evacuation
6. Solid cargo density Declaration
a. For ships 150m & above cargo density to be declared by shipper
before loading
b. for density 1250kg/m3 to 1780kg/m3 shall have report from
approved lab.
7. Approved Loading Instrument
a. regardless of date of construction all ships of 150m & above to give
girder shear forces & bending moment & approved.

65
8. Hold , Ballast & Dry cargo Space – WIM
a. Regardless of date of construction (an accuracy of +100mm)
b. cargo hold – 0.5m min & 15% depth / 2m max at aft end.
c. Fore peak 10% capacity ( FWD ballast tank)
d. Fwd dry spaces – 0.1m if the volume of the space more than 0.1% of
the ship’s displacement. Lowest part of compartment

WIM – for presence of water & speed of Ingress

1. Indication panel in bridge with pre- alarm & main alarm. Indicators are
in different colors. Non cargo space alarm considered as Main alarm
2. Main alarm louder than & distinct from pre-alarm. Alarm mute cannot
extinguish indicator. Time delay permitted to avoid spurious alarms.
3. Panel has back up power with supply, fault indication & Intrinsic safe
4. Ballast hold & tank should have overriding of alarm, but able to
automatic reset if level falls.
5. WIM alarm as similar as Fire alarm & may be connected with GA

9.Avilability of Pumping System

1. Pipe penetrating collision bulkhead valve operation by means of
remote
10.Restriction from Sailing with any One empty Hold.
1. single skin >10yrs – 150m &above – 1780kg/m3 &above if not able
to withstand flooding of any one cargo hold shall not sail with any hold
(loaded less than 10%)empty. Fully loaded (up to 90%).
11. Documents
1.Stability booklet – Intact & Damage
2.Bulk carrier Booklet (may be included in Stability Booklet)
a.Ballast & D’Ballast tank & pump capacity
b.Max allowable load per hold. Max allow load/m2
c.max permissible forces & bending moment
3.DOC for dangerous cargo
4.Stowage plan
5.Approved Securing plan
6.Emergency response
7.MSDS
8.Lab Analysis Report (density , moisture & other properties)
9.High density restriction if any
IMSBC / BC
1.General loading / unloading precautions
2.Safety of personnel & Ship
3.Assessment of acceptability of consignment
4.Trimming procedures
5.Angle of repose
6.Cargoes which may liquefy
7.Test procedures for liquefying cargo
8.Materials posses chemical hazard

66
 9.Carriage of solid wastes in bulk
10.Security provisions
11.Stowage conversions

Cargo groups
Group A :- cargo which may liquefy
Group B:- cargo possess chemical hazard
Group C :- Cargo other than A & B

Group B Cargo Classification

1.Flammable solids
2.Liable to spontaneous ignition
3.Contact with water emit flammable gas
4.Oxidizing substances
5.Toxic substances
6.Radioactive materials
7.Corrosion materials
8.Miscellaneous
9.MHB – Material Hazardous only in Bulk
Description of Materials as per IMSBC
1. Angle of Repose
2.Bulk density
3.Stowage factor
4.Size
5.Class
6.Group
7.Hazard
8.Stowage & Segregation
9.Hold cleanliness
10.Weather
11.Loading ( Trimming)
12.Precautions
13.Ventilation
14.Carriage
15.Discharge
16.Clean up
17.Emergency – Fire , Entry , Medical
High density cargo – 0.56m3 /t or less stowage factor

BLU code( not for Grain)

1.Suitability of ship & Terminals
2.Procedures between Ship & Shore prior to Ship Arrival
a.Information exchange ship to terminal
3.Procedures between Ship & Shore prior to cargo handling
4.Cargo Loading & handling of ballast
5.Cargo Un Loading & handling of ballast

67
Forms as per BLU Code
1.Port & Terminal
2.Loading & unloading Plan
3.Ship Shore safety Check list
4.Cargo Information

GRAIN CODE
1.Document of Authorization
2.Equivalents
3.Exemptions for Certain voyages
4.Ship’s Stability & Grain loading information
5.Stability requirements
6.Stability requirements for existing ship
7.Optional stability requirements for ships without DOA
8.Stowage of bulk grain
9.Strength of grain fittings
10.Divisions loaded on both sides – shifting board, shores, stays
11.Divisions loaded on single side – longitudinal , transverse
12.Saucers
13.Bundling of bulk grain
14.Strapping or Lashing
15.Securing with wire mesh
16.Over stowing arrangements

Conditions
1.Initial Gm= 0.3mtr
2.Due to shift angle of heel <12deg / deck immersion
3.Dangers
a.Fire by gas released by grain
b.Shifting
c.Sweating
d.Swelling
e.Fumigation
f.O2 depletion due to nature of cargo
4.If no DOA or equivalent – Master shall demonstrate loading port
authorities all conditions are complied.
5.May limit the max load to 1/3 of DWT.
6.Longitudinal partition / hatches filled / trimmed
Stowage & securing.

68
 Dangers with Iron & other Ore Cargoes
TML- Transportable Moisture Limit
FML- flow moisture limit
Pore water: - water particles entrapped between cargo particles
Two types of Major Hazards
1.Sliding failure ;- Due to increased pore water pressure sudden fall of
huge quantity of cargo into one side causes dangerous angle of list
2.Liquefaction :- During ocean transport due to compacting effect,
reduction of space between cargo particles causes increase in pore
water pressure which in turn reduces the shear strength of the cargo.
Due to this condition cargo will start to behave like liquid.
Testing Methods
1. Flow table test
2.Penetration test
3.Can test (on board test vague method)
Conditions
1.Shifting failure in cargo stowed in heaps, whereas liquefaction occurs even in
trimmed cargo. This causes free surface effect, severe loss of stability even
to the extent of capsize.
2.When cargo particles too small or too large in size, there is no rise in pore
water pressure which causes liquefaction.
3.Cargo contains high % of air & low moisture/ dry will nor liquefy
4.Some cargoes are susceptible to moisture migration & may develop
dangerous wet base, even the average moisture content is less than TML.
Such cargoes appear to be dry, but un detected liquefaction occurs
5.As a result of liquefaction cargo may flow one side during rolling & will not
return completely causes dangerous angle of heel or even capsize.
6.As per IMSBC a specially constructed or fitted cargo ship can carry the cargo
which may liquefy( high TML) under approval from admin with necessary
arrangements
Additional factors for bulk carrier failures
1.Age
2.Corrosion
3.Fatigue more cyclic stress
4. Commercial pressure
5.Large Hatch Openings
6.Green water
7.Spontaneous combustion
8.Moisture in cargo
9.Loading pattern

69
How to calculate deadweight
It is the sum of the weights of cargo, fuel, fresh water, ballast water, provisions, passengers,
and crew. Displacement in tonnes – Lightweight = Deadweight

How is the bulk carrier market? Based on what market is decided.

Global economy, demand – Supply, Regular Consumption
Baltic Dry Index (BDI) +11 805 Rates 3/7/2015
BCI (Cape index) BPI (Panamax index) BSI (Supramax index)
INDEX 1249 +23 908 +25 716 +4
SPOT TC AVG (USD) 9120 +141 7235 +200 7490 +46
7129
YEAR AGO (USD) 14101 5122

Different types and Criteria to differentiate between all types of bulk carrier
Mini, handysize, handymax, panamax, capesize, and very large.[23]Very large bulk
and ore carriers fall into the capesize category but are often considered separately.
Categories as per Regions
"Kamsarmax" : Maximum length overall 229 meters refers to a new type of ships,
larger than panamax, that are suitable for berthing at the Port of Kamsar (Republic
of Guinea), where the major loading terminal of bauxite is restricted to vessels not
more than 229 meters.[25]
"Newcastlemax" : Maximum beam 50 meters,and maximum length overall of 300
meters Refers to the largest vessel able to enter the port of Newcastle, Australia at
about 185,000 DWT[26]
"Setouchmax" : About 203,000 DWT, being the largest vessels able to navigate
the Setouch Sea, Japan
"Seawaymax" : LOA 226 m max / 7.92 m draft. Refers to the largest vessel that
can pass through the canal locks of theSt Lawrence Seaway (Great lakes,
Canada)[27]
"Malaccamax" : LOA 330 m / 20 m draft / 300,000 DWT, Refers to the largest
vessel that can pass through the Straits of Malacca.
"Dunkirkmax" : Maximum allowable beam = 45 m / LOA 289 m. max (175,000
DWT approx) for the eastern harbour lock in the Port of Dunkirk (France)

Definition of a bulk carrier as per SOLAS

Chapter IX - bulk carrier means a ship which is constructed generally with single
deck , top side tanks, and hopper side tanks, in cargo spaces, and is intended
primarily to carry dry cargo in bulk, and includes such types as coal carriers and
combination carriers.
Chap- XII -Bulk carrier means a ship which is intended primarily to carry dry cargo
in bulk, including such types as ore carriers and combination carriers

Definition of bulk carrier difference between ISM & Ch XII

Chapter IX - For ships constructed before 1 July 2006 & Chapter – XII for after due
to single & double skin
Cargo hold alarms what height and asked me there is already bilge alarm is fitted,
but still why do u need fit this additional level detector why?
On bulk carriers to which regulation 9.2 applies, detectors with only the 2mtr alarm
need be installed, this means that if a bulk carrier having already having a bilge
alarm for that hold then no need of 0.5 m sensor.
in the case of engine room you need only one sensor that is the bilge alarm
because the probability of hull damage in E/R section is less , also Emergency bilge
injection can be Employed in worst case and Remote closing of Sea chest valves.

70
Ship Cargo Gear & Lifting Appliances other than Lifeboat Certification/
Safeties.. Testing
The issuance of a Register with initial , annual ,renewal endorsements,
Certificates of Periodical Test and thorough Examination of lifting appliances,
Test and thorough Examination of Derricks used in Union Purchase,
Test and Thorough examination of Loose gear
Annual Cert of Test & Through Examination of Loose Gears Exemption for
Annealing.
Test and thorough examination of wire Rope before put in to use.
By Competent person Authorized by DG Factories Advise Service & Labor Institute
under Dock Workers regulation 1990 and Workshop approved by DGS to comply
with ILO 152.

Initial Survey :- 1. A load rating vs. boom angle chart 2. Rocking Test 3. Proof
Load Test
Annual Examination :- 1. The slewing ring assembly, where applicable, is to be
examined for slack bolts, damaged bearings and deformation or fractured
weldments. Rocking Tests, in accordance with the bearing manufacturer’s
instructions, are to be taken every six months. The results of these tests are to be
recorded in the Register of Lifting Appliances for review by the attending surveyor.
Functional tests including main and auxiliary load hoisting and lowering, boom
raising and lowering, slewing, safety protective (fail-safe) and limiting devices and
load and boom angle or radius indicators
Visual inspection of the crane structure for deformation, excessive wear, corrosion,
damage or fractures, as necessary. The boom is to be lowered for this examination.

Re Testing / Renewal Survey :- Prior to proof load testing, cranes fitted with
slewing ring bearings are to undergo the following tests and examinations:
Cranes 1 to 5 years old – Surveyor is to witness Rocking Test and a grease sample
is to be analyzed.
ii) Cranes 5 to 10 years old – Surveyor is to witness the requirements of i) above
plus 10 percent of the slew ring bearing bolts are to be removed and NDT
iii) Cranes 10 to 15 years old – Surveyor is to witness the requirements of i) above
plus 15 percent of the slew ring bearing bolts are to be removed and NDT
iv) Cranes 15 to 20 years old – Surveyor is to witness the requirements of i) above
plus 20 percent of the slewing ring bearing bolts are to be removed and NDT
v) Cranes 20 years and older – Surveyor is to witness the requirements of i) above
plus 25 percent of all slewing ring bearing bolts are to be removed and NDT
Notes: 1 If the results of the Rocking Test and grease samples indicate bearing
wear in excess of the manufacturer’s recommendation the bearing is to be opened
for internal examination. 2 Bolts chosen for examination are to be taken from the
most highly loaded area of the slew ring bearing. If any bolts are found with defects
additional bolts are to be removed to confirm suitability for continued use.
Upon completion of proof tests, the critical welds are subject to the nondestructive
testing to the satisfaction of the attending Surveyor:

Proof load test requirement for cranes / hoist

Upto 20T – 1.25 SWL
20t – 50 T- SWL + 5t
Above 50 T – 1.1 SWL for loose gears- hooks , sheaves, pins, spreaders etc separate refer
chart

71
Crane Safeties:
1. Upper and lower limit switch for hoisting
2. Jib max. and min. angle and rest position limit switch
3. Differential limit switch between luffing and hoisting (to keep a minimum distance
between jib top and hook block, irrespective of jib angle)
4. Slewing limit switch (not for 360deg full slewing type)
5. Slack limit switch for hoisting rope (to protect the hoisting rope from irregular winding
or slackening, hoisting device stops automatically by the limit switch)
6. Interlock switch for control handles (to prevent miss operation, when starting
and restarting the crane after the limit sw activated)
7. Overload protector fm hydraulic parts ie relief valve (one each for hoisting n
luffing and usually two for slewing, one for clockwise, second for anti-clockwise)
8. Resistance thermometer sensor for oil cooler
9. Over current protector for induction motor
10. Low level switch for oil tank
11. Jib emergency limit switch (to stop the jib motion if due to sticky or something the
luffing ckt is malfunctioning

Cargo Gear Inspections are required by ILO Convention No. 152Convention

on Occupational Health and Safety in Dock Work.
A person not so authorized may not carry out these duties. A"responsible person"
under the convention appointed by the master, normally the chief officer on board a
general cargo ship is responsible for conducting certain examinations, usually
visual, of loose gear and other slings prior to being used and a record of such
examinations is kept in the Cargo Gear Book. Record of all tests and inspections of
cargo gear including electrical and mechanical tests and maintenance on related
machinery, guards and safety cut-outs etc.
The four or five year inspection conducted by the "competent authority" is an
organization delegated this authority such as the National Cargo Bureau or any one
of the internationally recognized IACS Class societies who ensure all the required
weight tests and marking and certificates of the rigging, booms, wire, chains, ropes
and slings and other lifting devices, etc. A certificate is issued attesting to the
testing.
the cargo gear would be in question by the dock workers and they could very
legitimately refuse to work the ship until all requirements are brought current. The
local authorities in the port would have the authority to require that all cargo gear
be examined properly prior to cargo operations.

Rocking Test
It is a test which is carried out to find, wear down of the sleeve bearing of the deck
crane on ships.
This measures the play (or relative movement) between the inner and outer
bearing race, to give an indication of the wear taking place.
(Wear down of the sleeve bearing can be found by analyzing the grease sample.
The metal content of the sample may give indication of wear down.)
The Rocking Test need to be carried out according to anufacturer recommendation
Measurements are typically taken in four positions on the slew bearing, with the jib
pointing: • forward to the ship • aft • starboard• port side.
Neither a load nor any cargo handling equipment should be attached to the hook.
It is important for the same positions to be marked as a datum reference..
Neither a load nor any cargo handling equipment should be attached to the hook.
It is important for the same positions to be marked as a datum reference..

72
Why U Need Double Skin Bulk Carrier If U Can Construct Single Skin ?
The main cause of recorded bulk carrier losses is side shell damage. The application
of double hull (double skin) on bulk carriers, therefore, will increase the safety and
reduce the number of bulk carrier losses. Besides the increased safety & withstand
collisions, the DSBC will give a more efficient cargo handling caused by the
absence of hull frames and brackets protruding into the cargo holds, replaced by
the smooth side of the inner hull. Therefore, the double side bulk carriers are now
much more the favorite of some bulk carrier operators than ever before.
IMO and IACS have brought in new regulations for implementation of water ingress
alarms in cargo holds and forward spaces. They have also discussed the necessity
of introducing regulations requiring double side shells for bulk carrier new buildings
longer than 150 m, this was rejected. Today, there may be operational or
commercial reasons for some owners to choose a double skin design, but there is
no present legislation requiring a mandatory double hull bulk carrier design .
However, IACS CSR & a number of shipyards having design for DSBC.

73
PSC :- it is a ship inspection program, by which foreign vessel enter in to
the state are inspected to ensure compliance with various International
conventions & Local regulations.
PSC objective:- its an arrangement to dect & deter substandard ships as
per international convention & local regulations. Also to ensure corrective
Actions implemented in ship before set to sail
CLEAR GROUND :- Evidence that the ship, its equipment, or its crew does
not correspond substantially to the requirements of the relevant conventions
or that the master or crew members are not familiar with essential
shipboard procedures relating to the safety of ships or the prevention of
pollution.
Substandard ship: A ship whose hull, machinery, equipment, or
operational safety is substantially below the standards required by the
relevant convention or whose crew is not in conformance with the safe
manning document.
Deficiency: A condition found not to be in compliance with the requirements
of the relevant convention.
PSCO & QUALIFICATION :- A person duly authorized by the authority of
a Party to a relevant convention to carry out port State control inspections
and responsible exclusively to that Party.
Stoppage of an operation: Formal prohibition against a ship to continue
an operation due to an identified deficiency (ies) which, singly or together,
render the continuation of such operation hazardous.
Ships of non-Parties or below convention size shall be given no more
favorable treatment

PSC inspections as per Conventions

1.IMO res A.787 (19)/ 1052(27) 7. STCW
2.UNCLOS 8. MLC
3.Solas 9. COLLEREG
4.Marpol 10. ISM
5.Load line 11. IBC / BCH
6.Tonnage 12. IGC / GC
7.STCW
PSC PROGRAMME
1.INITIAL INSPECTION
A visit on board a ship to check both the validity of the relevant certificates and
other documents. and the overall condition of the ship, its equipment, and its crew.

2.Detailed / Expanded Inspection

3.Suspension of Inspection
As a result of a more detailed inspection, the overall condition of a ship and its
equipment, the crew conditions, are found to be obviously substandard, the PSCO
may suspend an inspection. Prior to suspending an inspection, the PSCO should
have recorded detainable deficiencies. Suspend will remain till deficiencies rectified.
If ship is detained and an inspection is suspended, the port State Authority should
notify the responsible parties without delay

74
4.Detention
Intervention action taken by the port State when the condition of the ship
or its crew does not correspond substantially with the applicable conventions
to ensure that the ship will not sail until it can proceed to sea without
presenting a danger to the ship or persons on board, or without presenting
an unreasonable threat of harm to the marine environment, whether or not
such action will affect the normal schedule of the departure of the ship.

5.Rectification
1. The PSCO should Endeavour to secure the rectification of all deficiencies
detected. Hazard is removed before the ship is allowed to proceed to sea.
2. On the condition that all possible efforts have been made to rectify all
other deficiencies, except detention, the ship may be allowed to proceed to a
port where any such deficiencies can be rectified.
3. If a ship proceeds to sea without complying with the conditions agreed to
psc inspection that port State Authority should immediately alert the next
port, if known, the flag State and all other authorities it considers
4. if it cannot be remedied in the port of inspection, the port State authority
may allow the ship concerned to proceed to the nearest repair yard
available, as chosen by the master and agreed to by that authority, provided
that the conditions agreed between the port State authority and the flag
State are complied with. Such conditions may include confirmation from the
flag State. In such circumstances the port State authority will notify the
authority of the ship’s next port of call and any other authority as
appropriate. Notification to authorities should be made in the form shown in
appendix 6. Authority receiving such notification should inform the notifying
authority of action taken and may use the form shown in appendix.
5. If above ship does not call at the nominated repair port, the port State
Authority of the repair port should immediately alert the flag State and
detaining port State, to take action, and notify any other

6.Reporting
1. All efforts made to avoid a ship being unduly detained. but PSC is to
prevent a ship proceeding to sea if it is unsafe or threat to environment
2. PSC should provide master reason for denial with inspection report forms
A&B
3. In the case of a detention, notification shall be made to the flag State
4. In the case of a detention, flag State & R.O which have issued the
relevant certificates should be notified, where appropriate.
5. If the ship has been allowed to sail with known deficiencies, the
authorities of the port State should communicate all the facts to the
authorities of the country of the next appropriate port of call, to the flag
State, and to R.O
6.Deficiencies found which are not related to the applicable conventions, or
which involve ships of non-convention countries or below convention size,
should be submitted to flag States and/or to R.O but not to IMO

75
7. Flag state reporting
On receiving a report on detention, the flag State and, where appropriate,
the recognized organization through the flag State Administration, should,
inform the Organization of its remedial action taken in respect of the
detention. A format in which this information should be transmitted is shown
in appendix 9.
8. Right of Appeal
In case an owner or operator declines to use the official National appeal procedure
but still wishes to complain about a detention decision, such a complaint should be
sent to the flag State or the Recognized Organization, which issued the statutory
Certificates on behalf of the flag State. The flag State or R.O. may then ask the port
State to reconsider its decision to detain the ship. If the flag State or the R.O.
disagrees with the outcome of the investigation as mentioned above, a request for
review may be sent to the MOU Secretariat.

Detention review procedure & Submission of a case for review:

1 If the flag State or the classification society disagrees with the outcome of
the investigation as mentioned above, a request for review may be sent
within 30 days to the Med. MoU Secretariat. Such a request should be
accompanied by all information relevant to the detention in electronic format
(submission by E-mail to: medmou@dataxprs.com.eg) and in English
language.
2 The Secretariat will set up a "Review Panel: comprising of the Secretariat
as Coordinator and 3 MoU Authorities requested on an alphabetically rotating
basis, excluding the port-and flag State. The Secretariat will also inform the
port State of the request of review and invite the port State to submit
relevant information in electronic format.
3 The Review Panel will consider the procedural and technical aspects of the
inspection based on the information provided by the flag State and/ or the
classification society and the port State. The Review Panel members return
their opinions to the Secretariat. Should additional information been
required, the Secretariat will arrange this information to be provided to all
Review Panel members. The detail of correspondence is kept as an internal
matter. The Review Panel findings represent a unanimous opinion.
4 The Secretariat will prepare a summary of the opinions of the Review
Panel and will inform the flag State or the classification society, as
appropriate, the port State and the MoU advisory Board.
5 if the view of the Review Panel supports the flag State or the classification
society's complaint, the port State will be requested to reconsider its
decision again.
6 The findings of the Review Panel are binding and provide justification for
the port State to amend its inspection data already inserted in the database
and to inform the database manager and the Secretariat accordingly. The
Secretariat will inform the flag State or classification society, as appropriate
on the action (not) taken by the Port State.
7 The findings of Review Panel could not be used as a ground for claiming a
financial compensation.

76
MOU :- it is a Regional Co-operation agreement between countries of same
region to detect dect & deter substandard ships as per agreed requirements.
this ensures uniform inspection in all countries & similar standards are
applied to all ships regarding detention

PSC MOU S
1.Paris MOU
2.Tokyo MOU
3.Indian Ocean
4.Mediterranean
5.USA
6.Caribbean
7.Latin American
8.Black sea
9.Riyadh MOU
10.Abuja African MOU

KEY ELEMENTS
1.Targeting
2.List of Deficiency codes
3.List of Action codes
4.Database sharing
5.Concentrated inspections
6.Black listing – classify ships based on risks
7.Banning
8.Reporting – RO , Flag , Other States & IMO

NIR – NEW INSPECTION REGIME

It is a methodology to classify ships by level of risk it posses. Different MOU
keep different criteria for detention & banning. Ship Risk Profile :-
Risk Profile
1.High Risk
2.Standard Risk
3.Low Risk
Generic Factor
1.Type of ship
2.Age
3.Flag (VIMSAS)
4.R.O
5.Company (ISM )
HISTORIC Factor
1.Deficiencies
2.Detentions
3.Banning Lifting 1st –3months , 2nd -12months, 3rd-24 months after 4th –
permanent.
Over Ridding Factor
Collision , Grounding etc or pilot reporting

77
INSPECTION interval & Priority
Priority 1 :- no ship database, class suspended/withdrawn, major incident
Priority 2 :- previously detained ship, outstanding deficiencies, by complaints

a. High Risk P1 :- after 6months of last inspection

P2 :- between 5-6months of last inspection

b. Stand Risk P1 :- after 12months of last inspection

P2 :- between 10-12months of last inspection
c. Low Risk P1 :- after 36months of last inspection
P2 :- between 24-36months of last inspection

CIC – CONCENTRATED INSPECTION COMPAGIN

It is a methodology by MOUs to inspect ships in a particular pre –determined
criteria in focused manner. They select the criteria based on database of
frequent defects of the visiting ships

Procedure for Indian Flag Vessel Detention by PSC

1.Master or Owner shall inform DGS PSC cell within 24hrs of detention
with documentary evidence.
2.Detailed report of detention & justifiable condition of ISM
implementation onboard.
3.Inform corrective actions taken to unwarranted the detention
4.Root cause analysis report of the detainable deficiency
Ist detention
1.Inform DGS PSC –Cell & R.O
2.Inform date & time ship ought to or would have sailed
3.Based on the defect DGS communicate ship with necessary actions
4.Only receipt of DGS concurrence ship should sail
5.If ship sailed without informing DGS, ship should not sail from next port
of call until completing an additional SMC audit & FSI as advised by
DGS / RO. Only after receipt of DGS communication Ship should sail.
IInd detention within 2 years
1.Based on the window periods of the relevant certificates w.r.t detention
annual, intermediate, renewal survey to be conducted. If nothing
falling so, a general inspection carried out by R.O & reports submitted
to DGS.
2.Based on the survey outcome R.O may seek an additional SMS audit.
same should be informed to DGS.
3.Based on the report DGS may depute a FSI in addition to R.O
IIIrd detention within 2 years
1.DGS PSC cell communicates to Director General
2.Ship should not sail out till further order from DGS.

Ship is going to USA and OWS not working what will u do .

Report to USCG and mention it in the oil record book under section (F)

78
Deficiency action codes
10 Deficiency Rectified
15 Rectify Deficiency At Next Port
16 Rectify Deficiency Within 14 Days
17 Rectify Deficiency Before Departure
18 Rectify Deficiency Within 3 Months.
30 Detainable Deficiency
49 As In The Agreed Rectification Action Plan
99 Other (Specify In Clear Text)

PSC inspection action codes

26 Competent Security Authority Informed
27 Ship Expelled On Security Grounds.
40 Next Port Informed
45 Rectify Detainable Deficiency At Next Port 50 Flag State/Consul Informed
55 Flag State Consulted
70 Recognized Organisation Informed
85 Investigation Of Contravention Of Discharge Provisions (Marpol)
151 Ilo Informed
152 Seafarers Organization Informed
155 Shipowner Organization Informed

79
 MARPOL – ANNEX I
Applies to all ships
OWS - 150GT Oil tanker & >400GT other ships – for Machinery space
OWS without 15ppm OCM up to 400Gt to 10000GT - reg 14.6
OWS above 10000GT with 15ppm OCM - reg 14.7
Discharges criteria
1the ship is proceeding en route;
2the oily mixture is processed through an oil filtering equipment Reg14
3the oil content of the effluent without dilution does not exceed 15 ppm;
4the oily mixture does not originate from cargo pump-room bilges
5the oily mixture, in case of oil tankers, is not mixed with cargo residues
In Antarctic sea area, any discharge of oil
or oily mixtures is prohibited.
MEPC 107 (49) – Latest for OWS & OCM
1.OWS & OCM Tests
a.Inclination test 220
b.Temperature 00-550C
c.Humidity test
d.Electrical & Electronic reliability
e.Vibration test
2.OWS test procedures
a.Fail safe arrangement
b.Separate 3Way valve for operational test.
3.OCM test procedures
a.Non hazardous location
b.Corrosion resistance construction
c.Instead 40s response time is 5s
d.Onboard only calibration test. Calibration by approved/manufacturer.
e.Zero resetting / flushing with water with indication
f.PPM digital display
g.Time & Status of the operation recorded at least 18months
h.Will full manipulation by breaking seal arrangement
4.Type approval certificate for OWS
5.Type approval & Calibration Certificate for OCM
IOPP Survey
1. IOPP & all other statutory certificates are valid
2. Class certificate without COC
3.Any modification or new equipment installation with prior approval & same
incorporated in necessary documents
4.Valid DOC & SMC without major NC on the relevant item
5.PMS records with evidence of photographs
6.Oil record book
7.OCM calibration certificate
8.OWS type approval certificate
9.Incinerator Type approval certificate
10.OWS,OCM & Incinerator operation manual
11.OWS,OCM & Incinerator operation Instructions
12.OWS,OCM & Incinerator Training records
13.SOPEP / SMPEP, Equipments & Inventories
14.Alarm & trips records
15.Critical Spares

80
Oil record book – Reg 17 MEPC Cir – 1/736
(A) Ballasting or cleaning of oil fuel tanks
1 Identity of tank(s) ballasted
2 type of oil previously carried
3.1 Position of ship and time at the start and completion of cleaning
3.2 identify tank(s) cleaned with quantity of chemicals used, in m3
3.3 identity of tank(s) into cleaning water was transferred & qty in m3
4.1 position of ship and time at start and end of ballasting;
4.2 quantity of ballast if tanks are not cleaned, in m3
(B) Discharge of dirty ballast / cleaning water from oil fuel tanks
5 Identity of tank(s
6 Position of ship and time at the start
7 Position of ship and time at completion of discharge
8 Ships speed during discharge
9.1 through 15 ppm equipment
9.2 reception facilities
10 quantity discharged, in m3
(C) Collection, transfer and disposal of oil residues (sludge)

retention
11.1 identity of tank(s)

Weekly
11.2 capacity of tank (s .................... m3
11.3 total quantity of retention .... m3
11.4 quantity of residue collected by manual operation .m3
12.1 to reception facilities (identify port)

dispos
Transf
12.2 to another tank(s) (indicate) and the total content of tank
12.3 incinerated (indicate total time of operation);

er

al
12.4 other method (evaporation
(D) Non-automatic discharge O/B, transfer or disposal of bilge water
13 Quantity discharged, transferred or disposed of, in m3
14 Time of discharge, transfer or disposal (start and stop).
15.1 through 15 ppm equipment (state position at start and end);
15.2 reception facilities (identify port)
15.3 slop tank or holding tank quantity retained in tank(s) in m3
(E) Automatic discharge O/B, transfer or disposal of bilge water
16 Time and position of ship system put into automatic mode -15ppm
17 Time and position of ship system put into automatic mode -transfer
18 Time when the system has been put into manual operation
(F) Condition of the oil filtering equipment
19 Time of system failure.1
20 Time when system has been made operational
21 Reasons for failure
(G) Accidental or other exceptional discharges of oil
22 Time of occurrence
23 Place or position of ship at time of occurrence
24 Approximate quantity and type of oil
25 Circumstances of discharge , the reasons and general remarks
(H) Bunkering of fuel or bulk lubricating oil
26.1 Place of bunkering.
26.2 Time of bunkering
26.3 Type and quantity of fuel oil and identity of tank(s) added & final
26.4 Type and quantity of L.O and identity of tank(s) added & final
(I) . Additional operational procedures & General Remarks
Collection & Transfer of Bilge water to Bilge Holding tank
Missed out entries & De- Bunkering Entries

81
IOPP Certificate Contents
1.Name of the ship
2.Distinct no
3.Port off registry
4.GT & DWT
5.Type of Ship
a.Oil tanker
b.Other than oil tanker with cargo tanks
c.Other than a & b
6.Flag , R.O, declaration of certification, survey completed date, date &
place of Issue, authority name , designation, signature, seal & validity
7.Endorsements:- Annual , Intermediate, Renewal, Additional, Extension
if less than 5years, Renewal Endorsement for 5months,endorsement
for reaching port, advancement of anniversary date

Form A ( other than oil tankers)

1.Ship particulars
2.Date of built :- contract , Keel laid & Delivery
3.Date of Maj.Conversion :- Contract , commence & completion
4.Ship accepted delivery before 31/12/79 - Y/N
5.Equipments
a.Carriage of Ballast in Fuel Tank – Y/N
b.Type of OWS 14.6 / 14.7
c.OWS approval Standard 1)MEPC 60(33)/ 107(49)/ A.393 /
A.233 / National / Not approved
d.OCM approval standard :- 1)MEPC 60(33)/ 107(49)/ A.393
e.Process unit approved as per A.444 - y/n
f.Maximum Flow rate
g.Waiver of regulation 14
i.Ships engaged in special area voyage exclusively
ii.Ships HSC not more than 24hrs sailing
h.Holding tanks for oily bilge water for total retention details –
i.Ships required to construct to Reg 12A - Y/N
i.Double hull construction
ii.Accidental oil fuel out flow arrangement
j.Means of Disposal of oil fuel Residue
i.Incinerator
ii.Auxiliary boiler
iii.Other acceptable means
k.Means for retention and disposal of oil residues (sludge)
frames, position & capacity
l. Means for retention and disposal of oily bilge water
Frames, position & capacity
m.SOPEP /SMPEP
n.Exemptions
o.Equivalents
Form B – Oil Tankers

82
 MARPOL Annex - IV
Apply to below ships engaged in international voyages:
1. All ships of 400 gross tonnage and above; and
2. All ships of less than 400 GT & certified to carry > 15 persons;
STP – plant should able to operate @22o of list.
1.discharge Standard (MEPC 159-55)
TSS - 35PPM filter + Centrifuge
Ph - 6.0 TO 8.5
BOD - 25 ppm - ISO 5815-1 :2003
COD - 125ppm - ISO 15705 :2002
FRC - 0.5ppm ( Using Comparator method)
E COLI - 100Counts / 100ml (gas from lactose 48hr @44.5c)

2.Discharge criteria
i. the ship is discharging comminuted and disinfected at a distance of
more than 3 nautical miles from the nearest land,
ii. sewage which is not comminuted or disinfected, at a distance of
more than 12 nautical miles from the nearest land,
iii. in any case, the sewage that has been stored in holding tanks, or
sewage originating from spaces containing living animals, shall not
be discharged instantaneously but at a moderate rate when the ship
is en route & proceeding at not less than 4 knots
MEPC.157(55).Drmax=0.00926VDB (speed ,draught & breadth)m3/hr
iv. the ship has in operation an approved sewage treatment plant to
meet the operational requirements referred to MEPC 159(55)
v. the test results of the plant are laid down in the ship's ISSC
vi. the effluent shall not produce visible floating solids nor cause
discoloration of the surrounding water.
vii. The provisions shall not apply to ships operating in the waters under
the jurisdiction of a State and visiting ships from other States while
they are in these waters and are discharging sewage in accordance
with such fewer requirements as may be imposed by such State.
viii. When the sewage is mixed with wastes or waste water shall be
complied with in addition to the requirements of this Annex.

SEWAGE TREATMENT PLANT SURVEY REQUIREMNETS

1.checking the validity, of all statutory certificates
2. class certificate without any COC
3.the approved documentation for the alternative design and if any new
equipment has been fitted it has been approved before installation and
that any changes are reflected in the appropriate certificate
4.PMS records with proof of photographs
5.Approved holding tank discharge rate vs. ship speed chart
6.Chlorine dosing & checking record
7.Plans and designs of sewage treatment plant, or of a sewage
comminuting and disinfecting system, or of a sewage holding tank.

83
 8.type approved by the administration in accordance with the appropriate
resolution for Treatment Plant or comminuting and disinfecting
9.sewage holding tank is capacity regard to the no. of persons on board
10.arrangements of a pipeline for the standard discharge connection
11.holding tank has a means to indicate visually the amount of its
contents
12.checking externally, the sewage treatment plant or the sewage
comminuting and disinfecting system, and confirming their operation
13.holding tank hydrostatic test report if
14. tank internal coating conditions
15.Transparent pipe flow clearly visible
16.High level alarms functioning
17.Blower pressure &pressure gauge
18.Pump Cut in & Cut off.

w.r.t Marpol For any Ships Below Convention Size

1.Not allowed to pollute
2.With required arrangements treatment/ retention/ shore reception a
suitable National Certificate will be Issued but not under MARPOL.
3.For international voyages an Equivalent Certificate by Flag State

Certification For Ships Below Convention Size

1.Abv 400Gt & 15person on Intern. Voyage – Int Sewage Pollution prevention
2.Blw 400Gt & 15person on International Voyage –
3.Abv 400Gt & 15person on Coastal Voyage –
4.Blw 400Gt & 15person above on Coastal Voyage –

Various Certificates for Ships Below Convention Size / Coastal trade

1.Indian River-Sea vessel safety certificate (includes LL, Solas, Marpol,
DSM, ISPS, Carriage of Cargo with Annexure of details)
2.Cargo ship construction certificate
3.Cargo ship Equipment Certificate
4.Cargo ship Radio Certificate
5.Domestic Document of Compliance.
6.Indian Oil Pollution Prevention Certificate
7.Indian Sewage Pollution prevention Certificate
8.

84
 MARPOL ANNEXE- V
MEPC 201(62) – A-JUL 2011 E.I.F:- 1/1/2013
MEPC 219(63) & MEPC 220(63)
Group of Garbage for record book
a.Plastics
b.Food wastes
c.Domestic wastes
d.Cooking oil
e.Incinerator ash
f.Operational wastes
g.Cargo residues
h.Animal carcasses
i.Fishing gear
2.Entries in Record Book
a.Date ,time ,position, category, qty & signature
b.Discharge to ashore
c.Discharge by Incinerator
d.Discharge to Sea
e.Accidental discharge + reasons
Outside sp.area in side sp.area Fixed platforms
Food wastes NC > 12nm prohibited permitted
Food Wastes com. >3nm enroute >12nm enroute prohibited
Cargo Residue NW >12nm enroute prohibited
Cargo Residue WW >12nm enroute >12nm enroute
Cleaning agents permitted permitted
NC- not comminuted C- Communited
NW- not with wash water WW – With wash water

Latest regulations
1.Environmental control regulations
2.G.M.P for 100GT & 15person
3.Waste minimization
4.Placards & Discharge criteria Displays

Waste minimization By CE
1.Avoid leakages & rectify at the earliest
2.Instead of use & throw use reusable Items
3.Keep dry wastes & use it for oily wastes
4.Considering shelf life while procurement
5.Bulk request ion
6.Avoid plastics as much as possible
7.Use filter cloths after cleaning
On deck
1.Cargo residue collection
2.Return- supply packing wastes as much as possible to the suppliers
3.Use re-usable coverings for hatch covers & machineries
4.Use rechargeable batteries
5.Avoid paper usage
6.Use good quality items only

85
Adoption, entry into force & date of taking effect of Special Areas
Date of Entry into
Special Areas Adopted # In Effect From
Force
Annex I: Oil
Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Red Sea 2 Nov 1973 2 Oct 1983 *
"Gulfs" area 2 Nov 1973 2 Oct 1983 1 Aug 2008
Gulf of Aden 1 Dec 1987 1 Apr 1989 *
Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992
North West European Waters 25 Sept 1997 1 Feb 1999 1 Aug 1999
Oman area of the Arabian Sea 15 Oct 2004 1 Jan 2007 *
Southern South African waters 13 Oct 2006 1 Mar 2008 1 Aug 2008
Annex II: Noxious Liquid Substances
Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994
Annex IV: Sewage
Baltic Sea 15 Jul 2011 1 Jan 2013 **
Annex V: Garbage
Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009
Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989
Black Sea 2 Nov 1973 31 Dec 1988 *
Red Sea 2 Nov 1973 31 Dec 1988 *
"Gulfs" area 2 Nov 1973 31 Dec 1988 1 Aug 2008
North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991
Antarctic area (south of latitude
16 Nov 1990 17 Mar 1992 17 Mar 1992
60 degrees south)
Wider Caribbean region including
the Gulf of Mexico and the 4 Jul 1991 4 Apr 1993 1 May 2011
Caribbean Sea
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American
26 Mar 2010 1 Aug 2011 1 Aug 2012
(SOx, and NOx and PM)
United States
Caribbean Sea ECA 26 Jul 2011 1 Jan 2013 1 Jan 2014
(SOx, NOx and PM)

A Particularly Sensitive Sea Area (PSSA) is an area that needs special

protection through action by IMO because of its significance for recognized
ecological or socio-economic or scientific reasons and which may be vulnerable to
damage by international maritime activities. The criteria for the identification of
particularly sensitive sea areas and the criteria for the designation of special areas
are not mutually exclusive. In many cases a Particularly Sensitive Sea Area may
be identified within a Special Area and vice versa.

86
 MARPOL ANNEXE- VI
Effects of Various Air Pollution Component

1. Ozone layer depletion

1. UV B radiation from Sunlight causes skin cancer, Burns, DNA changes
2.Affects growth of plants
3.Affects construction materials, Paints, rubber & Plastics.
4.Global Warming, Climate Change.

2. NOx :- Combines with VOC of atmosphere & in presence of sunlight –

summer temperature Ozone produced. This ground level ozone is hazardous
reason for smog, Acid rain

3. Sox – Corrosive causes effects on building materials, metals, crops &

animals.

4. Greenhouse gases – Global Warming, Climate Change. The major gases

are natural water vapor about 36-70%, carbon dioxide abt 9-26%; methane
abt 4-9%, and ozone abt 3-7%. Other greenhouse gases are nitrous oxide,
sulfur hexafluoride, hydrofluorocarbons, perfluorocarbons and
chlorofluorocarbons

Reg – 12. Ozone Depleting Substances.

Fluorocarbons are a general term for any group of synthetic organic
compounds that contain fluorine and carbon. CFC’s can be easily converted
from gas to liquid or liquid to gas. Because of these properties, CFC
emitted into the atmosphere, break down molecules in the Earth's ozone
layer.
The substitutes for CFC’s are hydro fluorocarbons (HFC's). HFC’s do not
harm or breakdown the ozone molecule, but they do trap heat in the
atmosphere, making it a greenhouse gas. HFC’s are used in air conditioners
and refrigerators.
The way to reduce emissions is to recycle coolant and all leaks are properly
fixed. Also recover the coolant before throwing appliances.
Annex VI prohibits deliberate emissions of ozone depleting substances,
which include halons and chlorofluorocarbons (CFCs). New installations
containing ODS are prohibited on all ships. But new installations containing
HCFCs are permitted until 1 January 2020. IAPP requirement Records

1. List of ODS Equipments 2. ODS Record Book.

87
Reg – 13NOx Emission Standards
Applicable :-
1. NOx emission limits for propulsion and auxiliary engines greater than 130 kW
installed in ships constructed on or after January 1, 2000.
2. Engines 130Kw & above undergone major conversion on or after 1/1/ 2000
3. Pre-2000 Engines. Tier I standards become applicable to existing
engines installed on ships built between 1st January 1990 to 31st December
1999, with a displacement ≥ 90 liters per cylinder and rated output ≥ 5000
kW, subject to availability of approved engine upgrade kit.
Not Applicable to :-
1.Solely for emergency applications
2.Solely engaged in waters of the flag state subject to approved alternate
3.Admin may exempt any engine undergone major conversion before May
2005 & solely engaged in waters of the flag state.
4.For Tier III only(when technically not feasible)
a.Vessels of Length <24m & recreation purpose only
b.<750Kw Propulsion power with combined name plate
All reduction methods cause a certain loss of engine efficiency

Major Conversion (modification on or after 1/1/ 2000 )

1. Replaced by a marine diesel engine or an additional marine diesel engine
2. Any substantial modification, as defined in the NOx Technical Code 2008,
3. MCR of the engine is increased by more than 10%
Engines should meet Tier III at the time of use, if not Tier II compulsory

Tier Rpm NOx Limit, g/kWh

Date n < 130 130 ≤ n < 2000 n ≥ 2000
Tier I 2000 17.0 45 · n-0.2 9.8
-0.23
Tier II 2011 14.4 44 · n 7.7
-0.2
Tier III 2016† 3.4 9·n 1.96

Tier II standards are expected to be met by combustion process

optimization.

Tier III standards are expected to meet by NOx control technologies

Primary measures involve changes in the actual combustion process, such as a
modified air supply and control of the distribution.
1.Engine Tuning
2.humidification of the combustion air
3.injecting water or steam directly into the combustion chamber,
4.Water-in-fuel emulsion.
5.Exhaust Gas Re-Circulation Method
Secondary measures Both methods are based on injecting ammonia or urea into the
flue gases. The nitrogen oxides then react chemically with the ammonia to form nitrogen
gas and water.
1.SNCR (Selective Non Catalytic Reduction) and
2.SCR (Selective Catalytic Reduction).

88
The technical file must, at a minimum, contain the following information:
1. Identification & specifications of those components, settings and operating values
of the engine which influence its NOx emissions;
2. Identification of the full range of allowable adjustments of the engine;
3. Full record of the relevant engine's performance, including rated speed & power;
4. A system of on-board NOx verification procedures
5. A copy of the test report for an engine tested for pre-certification
6. The designation of engine which is a member of an engine group or engine
family;
7. The Engine International Air Pollution Prevention Certificate (EIAPP),
Engines are tested using with diesel fuels, NOx Technical Code is mandatory
Chemiluminscence Analyzer
Electrochemical cell Analyzer
Fourier Transform Infrared Spectroscopy
EIAPP contents
1.particulars of Engines
2.name & Address of the Engine Manufacturers
3.Date & Place of Engine built
4.Date & Place of Pre-certification
5.Engine Type & Model No
6.Engine serial Nos
7.Engine is Individual /Parent / Member / Family / Group
8.Test cycles
9.Rated Power @ rated RPM
10.NOx Reduction device if any
11.Applicable NOx Limit
12.Actual NOx Value
13.Particulars of Technical File Identification No./ Approval No. & Date
14.On board Verification Procedure Identification No./ Appl No. & Date

NOx Check Methods

1.Engine Parameter check – 1.by Documentation 2. Actual check
2.Simplified method - Engine parameter & Measured NOx value
3.Direct Measurement method - Engine parameter & Online NOx value
Test cycles
1. E2 – constant Speed main Propulsion(including Electric & CPP)
2. E3- Propeller Law Operated Main & Auxiliary Propulsion
3. D2 – Constant Speed Auxiliary Engine
4. C1 – Variable Speed Variable Load Auxiliary Engine
Weighted Average :- An average in which each quantity to be averaged in
assigned weight. Their weight determines the relative importance of each
quantity of the average.
Individual :-
Engine Family: - Engines that are series-produced and not intended to be modified
Engine Group: - provides the possibility for a reduction in approval testing for
modifications to engines in production or in service

89
Reg. 14 Sulfur Content of Fuel -
Date Sulfur Limit in Fuel (% m/m)
SOx Global EU Std CARB STD
ECA
Previous Stds 1.5% 4.5% From 1.1.2010 –
1 July 2010 1.0% 0.1% in berth /
1 July 2012 3.5% anchorage part of
From 2015 0.1% port(not for <2hrs
Stay)
2020a 0.5%
SECA area limit – 6gm/kwh. a - to be decided by a review in 2018

Control Methods
1. Primary -- By Limiting Sulphur content in Fuel
2. Secondary – Approved Exhaust Gas Treatment
1.Dry method – pass through
2.Wet method – Open loop scrubbers , Closed loop Scrubbers

For Primary Method

1. BDN
2. Fuel Sulphur Record Book (MFSRB) should contain:
 Name of Vessel
 IMO Number
 Distinctive letters or numbers (if applicable)
And on entry into a SECA:
 SECA being entered
 Date changeover of fuel is completed
 Time changeover of fuel is completed
 Position at which changeover of fuel is completed
 Volume of low sulphur fuel oil in each tank
Each completed page should be signed off by the Master and dated.

For Secondary Method

1.the total SOx ship emission are reduced to reduce below 6.0 g SOx/kW h; by
2.approved exhaust gas cleaning installation/s issued with a
3.SECA Compliance certificate/s and
4.an approved Shipboard SECA compliance plan which demonstrates
Reg – 16 Incinerators
1. Type approval Certificate
2. Operator Training Record
3. Maintenance & Test Records
shall operate within the following limits:
1.O2 in combustion chamber: 6-12%
2.CO in flue gas maximum average: 200 mg/MJ
3.Soot number maximum average:Bacharach 3 or Ringelman 1 (20% opacity)
4.Unburned components in ash residues: maximum 10% by weight
5.Combustion chamber flue gas
6.outlet temperature :850 -1200o C
7.Furnace temperature should reach min 650oc in 5min.

90
Reg-17 Shore Reception Facilities
1.Exhaust gas cleaning residue.
2.Ozone depleting substances
3.Adequate facilities
Reg -18 .Non- Availability of Marpol complaint Fuel
1. Ship need not to deviate from its voyage to achieve compliance.
2. Ship to provide evidence that it attempted to purchase compliant fuel oil
despite best efforts, no such fuel oil was made available for purchase.
3. A ship shall notify its Administration and the authority of the port.
4. A Party shall notify the Organization when a ship produced evidence
Fuel Oil Quality
1. the fuel oil shall be blends of hydrocarbons derived from petroleum refining.
Permitted small amounts of additives to improve Performance;
2. The fuel oil shall be free from inorganic acid
3. The fuel oil shall not include any added substance or chemical waste
4. Jeopardizes the safety of ships or affects the machinery performance
5. is harmful to personnel, or
6. Contributes overall to additional air pollution.
B. Fuel Oil Other Than Petroleum Refining in addition to above Shall Not:
1. exceed the sulphur content set forth in reg 14 of this Annex;
2. Cause an engine to exceed the applicable NOx emission limit set
4. The sulphur content of gas fuels shall be documented by the supplier.
5. BDN
6. The bunker delivery note shall retained for a period of three years
7. The authority of a Party may inspect & take copy the BDN on board any ship
while the ship is in its port /terminal without causing unduly delayed.
8. The sealed and signed sample by the supplier’s retained under the ship’s control
until the fuel oil is consumed / 12 months .
9. If an Administration requires the representative sample to be analyzed, it shall
be done in accordance with the verification
10. Parties(GOI) undertake to ensure that appropriate authorities (DGS & MMD
)designated by them:
1. Maintain a register of local suppliers of fuel oil;
2. Require local suppliers to provide the BDN and sample as per reg
3. Require local suppliers to retain a copy of the BDN for three years
4. Take action as against fuel oil suppliers that have been found to deliver fuel oil
that does not comply with that stated on the bunker delivery note;
5. Inform the Administration of any ship receiving non-compliant fuel oil
6. Inform the IMO of all cases where fuel oil suppliers have failed to meet the
requirements.

11.port State inspections carried out by Parties, further undertake to:

1. Inform the Party or non-Party cases of BDN issued of delivery of non-compliant
fuel oil.
2. Ensure that remedial action as appropriate is taken to bring non-compliant fuel
oil discovered into compliance.
12. For every ship of 400 gross tonnage and above on scheduled services with
frequent and regular port calls, an Administration may decide an alternative
manner which gives similar certainty of compliance.

91
ISO 8217 – 2010 or CIMAC
PARAMETERS RMG 380 2005 DMG 30
1 Density @ 15c 991kg/m3
2 Viscosity @ 50c 380
3 Flash point 60 min
4 Pour point 30 max
5 Carbon Residue MCR / CCR 18
6 CCAI (CII ) 860 870
7 Sulphur Statutory
8 Water 0.5% 0.3%
9 Sodium 100mg/kg 100mg/kg
10 Vanadium 350mg/kg 300mg/kg
11 Ash 0.10% 0.15%
12 Al & Si 60 mg/kg 80mg/kg
13 Acid no max in mg KOH gm 2.5% KOH 0.5
14 Total sediments 0.1%
* H2S by 1/7/2012 – 2.0mg/kg
** RMG should be free from ULO. Presence of Zn, Ca,& P confirms ULO.

IMPACT DUE TO FUEL QUALITIES

1.HIGH DENSITY :- 1.for correct bunker quantity 2.proper purification

3.high density generally poor fuel need to be cautious.4. Calorific value

2.VISCOSITY :- 1.Pumpability ,1/∞ to Temperature & Atomization

efficiency. 2.proper temp to be maintained at every stage, heater
capacity 3.Maintaining high temperature loss of energy, Cracking ,vapor
generation, system malfunctioning, Improper atomization ,leads to
improper combustion & less fuel economy .4. Plunger Lubrication

3.Ignition quality /CCAI /CII :- Calculated Carbon Aromatic Index less

value better combustion where as Calculated Ignition Index is
opposite.
4.Compatibility :-
5.Carbon Residue CCR/MCR :- Measure of tendency to form carbon
deposit during combustion and coke formation relative to heavy oil.
6.Aluminum & Silicon :-
7.Sodium :-
8.Vanadium :-
9.Total Sediments :-
10.Ash. :-
11.Water – Loss of money, Separation & Purification,

Bunker Quantity Indenting

1.Voyage requirement
2.Bunker availability
3.Intake capacity

92
 4.Min safe reserve
5.Charter instructions
6.Calculate Cost effective Bunker qty analysis.
7. Availability- Ask for req qty & grade

Bunker procurement
1.Registered & Suppliers credential
2. Competitive cost
3.Delivery time
4.Payment terms
5.Bunker Purchase Efficiency – a)Density Differential b)Water Content
Differential c) Engine Friendliness Number

Pre – bunkering requirements

1. Complete internal transfers
2. Bunker plan
3. Bunker meeting
4. Bunker drills
5. SOPEP gear inspection
6. Communication equipments
7.Comply bunker check list
8.H2S testing
9. Proper mooring & securing
10.Valves tried out & lined up

Pre Bunkering documentation

1.By ship
a.Bunker plan
b.Bunker check list
c.Bunker meeting report
d.Bunker details by office
e.DOS
2.By barge
a.Bunker supply form
b.Bunker supplier registration
c. MSDS
d.Third party analysis report
e.Hose pressure test cert
f.Flow meter calibration cert
g.Approved tank calibration
h.Sounding of bunker tanks
i.Sounding of non bunker tanks
j.Barge bunker check list
k.Witness cleanliness of sample bottles
l.Fire control Department Clearance.

Bunkering
1. Start at less pressure check no leak /proper filling
2.Continuous drip sampling
3.Bunker at agreed pressure / rate of flow

93
 4.Topping up at reduced pressure / rate of flow
5.Ensure correct qty received

Post bunkering documentation

1.Barge tanks sounded & recorded
2.Ship tanks sounded & recorded
3.With temp list & trim correction qty confirm
4.Complete bunker sample procedure
5.Complete bunker delivery note
6.Letter of protest if any dispute
Bunker sample
1.Min 400ml in HDPE containers
2.Sealed with seal no
3.Signed & Pasted with bunker particulars
4.Ship, supplier, lab & Marpol – 4nos
5.Samples retained onboard – till consumption / 12months
6.Samples retained outside accommodation with protection

Bunker delivery note- Contents

1 BDN no. & Date 13 Grade of fuel & Name
2 Name of the receiving ship& IMO no 14 Gross observed volume in ltrs
3 Bunker Barge Name, IMO No.GT 15 Gross standard volume in ltrs
4 BS Name & communication details 16 Qty of fuel in MT / Barrels @60oC
5 BS registration no.& Validity 17 Flash point
6 Date & time of alongside 18 Water Content
7 Date & time of start & stop 19 Density @ 15oC
8 Date & time of stop 20 Sulphur content
9 Delivery Port & Location 21 Volume correction Factor
10 Ship / Barge- sample seal nos 22 Weight Correction Factor
11 Seal & Signature of supplier 23 Supplier Marpol declaration
12 Seal & Signature of Master / CE 24 Seal & Signature of Surveyor - if
Letter of protest (claim limit- qty :- 15days / quality :- 30days)
1.Addressed to
2.Made from
3.Date ,time & port
4.Details of dispute
5.Copy to charter
6.Copy to company
7.Copy to supplier flag state
8.Letter of protest by supplier
Action in case of OIL SPILL during bunkering
1.Stop bunkering immediately
2.Contain oil within the ship (internal transfer / recovery )
3.Implement Emergency response as per SOPEP
4.Apply oil boom with necessary safety precautions
5.Co- ordinate time to time with Team Leader In SOPEP operation
6.Co-ordinate with master time to time in communicating
a.Port authorities
b.Oil pollution response & coordinating centre

94
 c.DPA , Flag State, & RO(if)
d.Bunker Supplier
e.Agent
f.P & I club
g.Charterers if
7. Additional fire hazard precautions to be ensured
8.Instructing not to use any dispersants without permission
9.Personnel safety in recovery operation ensured
10.Except concern authorities no body allowed to enter ship
11.Nothing to be reported to Media
12.Ascertain the fault of ship / barge
13.Reports to be made
a.Incident report with timings & photograph evidences
b.Witness of bunker barge in case of fault from barge end
c.Near miss reports if any
d.Non- conformity & corrective action taken
e.Oil record book entry in G.
f.Log book entry- loss of fuel
g.Damage claims if any as per company instruction

95
Chapter – 4 .Greenhouse Gas Emissions
MARPOL Annex VI, Chapter 4 introduces two mandatory mechanisms
Regulation 19. -Application
To all ships of 400 GT and above and enter into force from 1 January 2013.
(1) Energy Efficiency Design Index (EEDI), for new ships
1 contract is placed on or after 1 January 2013
2 the keel of which is laid on or after 1 July 2013
3 the delivery of which is on or after 1 July 2015; or
4 For a major conversion of a new or existing ship, on or after 1/1/2013

Methods in EEDI
1.DESIGN :- Hull, Aerodynamics, Propulsive, Wind & Solar
2.Technology :- Nuclear, Engine Selection, Hull coatings, Waste heat
3.Operation :- Slow Steaming
4.Fuel :- Low Carbon Fuels ,LNG & Bio –Fuels
EEDI Technical File
1.Ship principle dimensions & particulars
2.Ship ME & AE particulars
3.Ships Speed curve , 75% MCR Curve
4.Ship Aux Power Requirements
5.Energy saving appliances if any
6.Calculation of EEDI
Reg-20 EEDI – Attained
= CO2 propulsion system＋CO2 auxiliary －CO2 emission reduction
DWT X SPEED
= ME & AE POWER *SFCO*CO2 Fuel Factor – (S/G +W H Recv) in gm CO2 /nm - t
DWT X SPEED X Weather factor X Design Factor

ME SFOC = 190 gm/KWh , AE SFOC = 225 gm/KWh,

ME power = 75% , AE Power = 85 %

Reg-21 EEDI – Required

Required EEDI is not applied to
1.Passenger ship ,2.Ro-ro cargo ships (vehicle carrier)
3. Ro-Ro cargo ship,4.Ro-ro passenger ship
Phase 0- 1/1/2013 to 1/12/2014 phase 2 – 1/12020 to 1/12/2024

Phase 1- 1/1/2015 – 1/12/2019 Phase 3 – 1/1/2025 Onwards

Required EEDI = (1 — X/100) *Reference line value

Table 1 gives Reduction factor =X
Table 2.Reference line value = a • bc

Reg-22 Ship Energy Efficiency Management Plan for all ships.

SEEMP can be incorporated in SMS without additional approval. From
1/1/13 with int/ren of IAPP.

96
 It is a mechanism to improve the energy efficiency of ships.
1.Planning (Including Goals)
2.Implementation
3.Monitoring
EEOI= Total Fuel Consumed* CO2 Fuel Factor in gm CO2 /nm - t
Cargo carried X Total Distance Covered
4.Evaluation – Predicted Reduction of CO2 in billion tons
Year exixs red new
2020 1103 152 951
2030 1435 330 1105
2040 1913 615 1299
2050 2615 1013 1602
SEEMP Measures
1.Fuel Efficient Operations
a.Improved Voyage Planning
b.Weather Routing
c.Just In Time
d.Speed Optimization
e.Optimized Shaft Power
2.Optimized Ship Handling
a.Optimum trim & Ballast
b.Optimum Use of Rudder & Auto pilot
c.Optimum Use of Propeller & In flow
3.Hull & Propulsion
a.Hull Resistance Optimization
b.Propeller Management
4.Cargo Handling
a.Main & Auxiliary Engine Optimization
b.Equipment & System
c.Heat Recovery
5.Energy Conservation & Awareness
a.Accommodation energy Optimization
b.Use of Renewable energy
c.Cold Ironing @ Port
d.Energy Conservation Investigation Projects
e.Training & Awareness
MACC (Marginal Abatement Cost Curve analysis)
MACC = (MC + FC ) / A
MC – Cost of GHG reduction
FC - Relative Cost & Fuel Consumption
A – GHG reduction in tons of CO2

Reg-23 Promotion of Tech. Co-oper. & technology transfer w.r.t

energy efficiency of ships.

97
IAPP - SURVEY
1.checking the validity, of all statutory certificates(AFS ,STCW, Solas,
Marpol, Load line ,Tonnage) & class certificate without any COC
2.the approved documentation for the alternative design and if any new
equipment has been fitted it has been approved before installation and
that any changes are reflected in the appropriate certificate;
3.Ozone Depleting Substances
a. leak check Record Book
b.In use Equipment wise & ROB
4. EIAPP Certificates for each engines, required to be certified.
5.NOx Technical file.
6.Record book of engine parameters for each marine diesel engine where
the engine parameter check method for onboard NOx verification
7.Approved onboard monitoring manual for each engine where direct
measurement & monitoring method for onboard NOx verification
8.written procedures covering fuel change over.
9.record of fuel changeover and take the form of a log-book
10.EGCS-SOx either a SOx Emission Control Area Compliance Certificate
or an Onboard Monitoring Manual (OMM) , with SECA Compliance Plan
11.Approved VOC Management Plan
12.a transfer procedure, for the VOC collection system;
13.IMO Type Approval Certificate for each incinerator on board
14.an instruction manual for each incinerator if required
15.training records of the crew in operating each incinerator.
16.bunker delivery notes on board and the required fuel oil samples
17.IEEC certificate
18.Required & Attained EEDI calculations if applicable
19.Approved SEEMP & EEOI Records
20.no new installation or equipment containing ozone depleting
substances except to the ship after 19 May 2005 with HCFC
21.no installations containing HCFC have been fitted after 1 January 2020
22.satisfactory maintenance and that there are no emissions of ODS
23.documentary evidence for no deliberate emission of ODS
24.Nitrogen oxide emissions from each diesel engine information could be
contained in the engine-room log-book, the deck logbook, the official
logbook, the oil record book or a separate logbook for this purpose.
25.This will need to be updated when the exhaust gas cleaning system
guidelines are updated to take into account the revised Annex VI
26.each engine has been operated with its NOx emission limit
27.no engine been subject to major conversion in the intervening period
28.review engine documentation contained in the Technical File and the
record book of engine parameters to check, engine rating, duty and
limitation/restrictions as given in the Technical File;
29.engine has not undergone any modifications or adjustments outside
the options and ranges permitted in the Technical File
30.For simplified method :review engine documentation contained in the
Technical File; confirm that the analyzers, engine performance

98
 sensors, ambient condition measurement equipment, span check
gases and other test
31.equipment are the correct type and have been calibrated as per NOx
Technical Code; correct test cycle, as defined in the engine's Technical
File is used for onboard confirmation test measurements
32.fuel sample is taken during the test and submitted for analysis;
33.witness the test and confirm that a copy of the test report has been
Submitted for approval on completion of the test;
34.For direct measurement and monitoring method : review the Technical
File and OMM that the arrangements are as approved;
35.the procedures to be checked in the direct monitoring and measure
36.method and the data obtained as given in the approved OMM
37.marine diesel engine with an output of more than 5,000 kW and a per
cylinder displacement at or above 90 litres/cylinder installed on ships
constructed between 1 January 1990 and 31 Dec 1999,check whether:
1 an approved method exists;
2 an approved method is not commercially available; or
3 that an approved method is installed and an approved method file,
and verification procedures as given in the approved method file;

38.Sulphur Oxides and Particulate Matter:

1 satisfactory arrangements are in place for using compliant fuel
2 satisfactory installation and operation of the fuel changeover during
transit through an ECA for SOx and particulate matter control
3 satisfactory installation and operation of the EGCS or other methods

39.Volatile Organic Compounds (VOCs):

1.vapour collect system, is maintained in accordance with its approved
VOC management plan & has been implemented as appropriate. VOC
with NOx causes ozone in ground level.

40.Incineration:
1. prohibited materials have not been incinerated;
2. Shipboard incineration of sewage sludge or sludge oil is not
Undertaken while the ship is inside ports, or estuaries;
3. confirm that operators have been trained as required;
4. confirm from an external examination that each incinerator is in a
Generally satisfactory condition and free from leaks of gas or smoke;
5. that combustion chamber outlet temperatures have been
maintained each incinerator is maintained according to its approved
arrangement.

41.Fuel Oil Quality:

BDN as required conform to the requirements of MARPOL
MARPOL samples are retained on board and labels duly completed

99
BALLAST WATER MANAGEMNET( Not Yet in to Force)
Single Annex divided into 5 Sections
SecA – General provisions
Sec B – Management & Control
Sec C – Special Requirement In Special Areas
Sec D – Standards For BWM
Sec E – Survey & Certificate
1. Initial – Annual – Intermediate – Renewal – Additional
2. More than 400 GT
3.International certificate of Ballast water Management
4.Ballast water management plan( Exchange , Treatment , Reception)
5.Ballast water record book.

1) upto 1500m3 – BWE upto 2016, after 2016 BWT(2009+ constr BWT Only)
2)1500-5000M3 - BWE upto 2014, after 2014 BWT(2009+ constr BWT Only)
3)5000M3 & abv - BWE upto 2016, after 2016 BWT(2012+ constr BWT Only)

D1.Exchange Criteria(a. over flow b. flow through )

1. 200NM from nearest Land & 200m depth
2. At least 50NM from nearest Land & 200m depth
3.If not both , consult PSC
4.At least 95% of volume. No need to deviate voyage. For safety reasons
master can override. But reasons to be recorded properly.
D2. Treatment Discharge Criteria (CFU - colony forming unit)
1.Plankton > 50µm - < 10cell / m3
2.Plankton 10- 50µm - < 10cell / ml
3.Toxicogenic Vibro cholera - < 1CFU / 100ml
4. Escheria Coli - < 250 CFU / 100ml
5.Intestinal Interococi - < 100 CFU / 100ml
D3. Ballast water treatment – Approval Requirement

D4.Ballast water treatment – ( IMO type approved)

I. Solid Liquid Separation (with Coagulants for better separation)
1.Hydro Cyclone
2.Filtration
II. Disinfection
A.Chemical methods B. Physical methods
1.Chlorination 1 UV Treatment
2.Electrolysis 2. De- Oxygenation
3.Ozonation 3. Gas Injection
4.Acid treatment 4. Cavitations
5.Seakleen 5. Thermal

III. Reception :- 1. Shore 2. To the Origin

D5.Ballast water treatment – Review by IMO type

Technical Guides – G1 to G14( G8 – for approval)

100
ANTI FOULING CONVENTION
Contains 21 articles & 4 Annexes
Annex1 - controls on AFS
Anti-fouling system Control measures Application Effective
date

Organotin compounds Ships shall not apply or re-apply All ships 1 January
which act as biocides such compounds 2003
in anti-fouling systems

Organotin compounds Ships either: All ships (except fixed and floating platforms, 1 January
which act as biocides FSUs, and FPSOs that have been 2008
in anti-fouling systems (1) shall not bear such compounds constructed prior to 1 January 2003 and that
on their hulls or external parts or have not been in dry-dock on or after 1
surfaces; or January 2003)
(2) shall bear a coating that forms a
barrier to such compounds leaching
from the underlying noncompliant
antifouling systems
Annex 2- Required elements for initial proposal
Annex 3 - Required elements for comprehensive proposal
Annex 4- Survey & Certifications
1.Ships of 400 gross tonnage and above engaged in international
voyages, excluding fixed or floating platforms, FSUs, and FPSOs, shall
be subject to initial , renewal – International A F Certificate
2. ship of 24 meters or more in length, but less than 400 gross tonnage
engaged in international voyages and (excluding fixed or floating
platforms, FSUs, and FPSOs) to carry a Declaration signed by the
owner or owner’s authorized agent.

Certificate Contents –(Certificate + Record of Anti Foulings)

1.Name of the flag & RO
2.Particulars of the ship
3.Confirmation of controlled AFS – not applied, applied but removed,
applied then covered, applied but must be removed/covered within
Along with AFS facility particulars & date
4.Date , place, signatory details & sign
5.Record of Anti Fouling System
i.Ship particulars
ii.Types of AFS used
iii.Name of the Manufacturers
iv.Name & Color of the AFS
v.Type, Name & color of the Sealant used
vi.Active ingredients of the AFS
vii. AFS applied by
viii. AFS applied date & place

Declaration
1.Particulars of Ship
2.Declaration by owner or agent
3.Particulars of AFS used + proof of Purchase &other relevant documents

101
RECYCLING CONVENTION MEPC 222(64)OCT 2012
1. Ships fly flag of Party.
2. Ship recycling facilities operating under party
3. Not applicable - <500GT only in flag waters, War ships & Non-commercial
government vessels. However states should take appropriate measures.

Structure of Convention( 21 articles & 4 chapters)

1.Chapter 1- General Provisions
2.Chapter 2 – Requirements of Ships
a.Part A – Design, construction, operation & maintenance
b.Part B – preparation for Recycling
c.Part C – Survey & Certification
3.Chapter 3 – Requirements of Ship Recycling Facility
a.Authorization of Ship Recycling facilities
b.Ship recycling facility plan
c.Prevention of Adverse effect
d.Safe & Environmental management plan
e.Emergency preparedness
f.Safety of workers & training
g.Reporting & Incidents
4.Chapter 4- Reporting of Requirements

Surveys :- Initial , Renewal , Additional & Final

Certificates :-
1. International Cert of Inventory of Hazardous material 5yrs valid
2. International Ready to Recycling certificate – 3months valid
3. Document of Authorizing Ship recycling facility
4. Completion of Recycling Certificate / Statement
5. Ship Recycling Plan
6. Inventory of Hazardous materials (control , Minimum items & Inventory)
1.Part1 – hazardous
2.Part 2- operational waste
3.stores

Ship Recycling "Gas-free-for-hot-work" certification

DASR - Distinctive recycling identity no.

Green Passport :- It is a document contains inventory of all hazardous

materials to human & environment used in ship construction. It is supplied
by the yard to Owner during delivery. This has to be updated time to time till
life of the ship

102
STCW
1978 Convention EIF :- 28/4/84
1991 Amendment :- GMDSS introduced EIF :- 1/12/92
1994 Amendment :- Training in Tankers introduced EIF :- 1/1/96
1995 Amendment :- Major Changes & STCW Code introduced
1997 Amendment :- Training in Passenger /RORO introduced EIF :- 1/1/99
2004 Amendment :- OLRRS competence EIF :- 1/07/2006
2006 Amendment :- SSO competence EIF :- 1/01/2008
2010 Amendment :- EIF :- 1st JAN 2012

STCW 2010
1. 17 Articles & 3 Attachments
2. Attachment 1 – Resolution 1
i.Annex 1 ( chapters contains regulations abt minimum requirements for
certification)
1.Chapter 1 – General Provision
2.Chapter 2 – Master & Deck Dept
3.Chapter 3 – Engine Department
4.Chapter 4 – Radio Communication Operators
5.Chapter 5 – Special Training Requirements-
6.Chapter 6 – Emer, Occup.Safety,Security,Medical &Survival
7.Chapter 7 – Alternative Certification
8.Chapter 8 – Watchkeeping
3.Attachment 2- Resolution 2.- STCW Code
a.Annex 1 -Part A Mandatory – Minimum requirements for certificate
i.(Above 8 Chapters contains Sections) Sec III- eng dept
1.SECTION AIII/1- Oper. Officer - > 4F, OBT, SOC,NCV
2.SECTION AIII/2- Mang. Officer >3000kw- >4F,SOC, NCV
3.SECTION AIII/3- Mang. officer 750 to 3000kw -NCV
4.SECTION AIII/4- Supp.Eng Rating- > 1F, SOC
5.SECTION AIII/5- Sup Eng Rating- > 4F, SOC
6.SECTION AIII/6- ETO Oper. officer- > 3F, OBT, SOC
7.SECTION AIII/7- Supp.Electro -Rating- > 2F, SOC,
b. Annex 2 Part B – RECOMMENDED GUIDANCE
i.(above 8 Chapters)-
4.Attachment 3 – Resolution 3 to 19

SOC – Standard of Competence, OBT – onboard Training, F- Function

NCV – Near Coastal Vessel

FUNCTIONS
1.Marine engineering
2.Electrical, electronic and control engineering
3.Maintenance and repair at the management level
4.Controlling the operation of the ship and care for persons on board

103
LEVELS Four column table
1.Management 1.Competence
2.Operational 2.Knowledge ,understanding & proficiency
3.Support 3.Methods of demonstrating competence
4.Criteria for Evaluation

Standard of Competence :- the minimum knowledge, understanding and

proficiency that seafarers must demonstrate to gain certification

Certificate of competency Issued and endorsed Only by Administration

for masters, officers and GMDSS radio operators in accordance with the
provisions of STCW and entitling the lawful holder to serve in the capacity
and perform the functions at the level of responsibility specified therein.

Certificate of proficiency Other than a certificate of competency issued to

a seafarer, stating that the relevant requirements of training, competencies
or seagoing service in the Convention have been met.

Documentary evidence Other than a COC or COP used to establish that

the relevant requirements of the Convention have been met.eg.
Familiarization training certificate by Company
CoP & DoC.E – admin recognized organisation can issue except tanker
provision(DC endorsement)

Features of STCW 2010

1. Avoiding Certificate fraudulence – Issuance of COC only by admin
2.Developing Database for certificate status, details, competence &
Medical with Controlled E-access.
3.Training & assessment – Onboard & Shore based
4.Qualification for Assessors
5.Certification for Able Seamen
6.Certification for ETO
7.High voltage training for mang. Level - guidance
8.Special Training on ECDIS
9.Additional training – Tankers , Polar water & DP Vessels
10.SSO Training For Officers & Crew
11.Environmental trainings
12. E Learning
13.Drug & Alcohol Revision – 0.05% Blood, 0.25mg/l breath
14.Accommodation for Trainees
15.Revised Rest Hours
16.Grace period up to 1st Jan 2017

104
MLC (EIF:- 21 AUG 2013)
APPLICABILITY
(a). 500 gross tonnage or over, engaged in international voyages; and
(b). 500 gross tonnage or over, flying the flag of a Member and operating
from a port, or between ports, in another country.
(C) Domestic & Less than Convention Size ships – Flag to ensure suitable
arrangements
(d) Applicability on category of ship shall be determined by the competent
authority in each Member after consultation with the ship owners’ and
seafarers’ organizations concerned.
Novel Features of MLC
1.The new draft convention combines the “best of the old with the new”.
2.Special Tri-partite committee
3.It is fourth pillar for maritime industries , no more favorable treatment
4.the Convention is sometimes called the seafarers’ Bill of Rights
5.path to Decent work
6.A level playing Field
7.Sum of international experience & knowledge
8.Means of improving economic performances

Structure of CONVENTION
 15 Articles
 Regulations & a Code (Part A mandatory Standards, Part B non-mandatory
Guidelines) vertically integrated under 5 Titles
 Title 1: Minimum requirements for seafarers to work on a ship
 Title 2: Conditions of employment
 Title 3: Accommodation, recreational facilities, food and catering
 Title 4: Health protection, medical care, welfare and social protection
 Title 5: Compliance and enforcement
CERTIFICATES
1. Statement of compliance
2. Interim MLC
3. Maritime labor certificate
4. DMLC I – National
5. DMLC II - owner
Conditions for Young Seafarers(16yrs to 18yrs under)
1.Medical certificate valid for one year only
2.Working hours 8hrs/day & 40hrs max/week with break for meals
3.No night duties at least 9hrs & not from midnight to 5am
4.Additional information & training about safety, D&A, HIV&AIDS
5.Should not given work that jeopardize health & safety
6.If served more than six months without touching home country &
expected 3 more months similar, he is eligible for earned leave &
repatriated at no extra cost
7.All these can be exempted by a competent authority considering the
safety of ship, efficient training(after consultation with owners, unions)

105
Contents of Certificate
1.Flag state name
2.RO
3.name of the ship
4.distinctive no./ letters
5.Port of registry
6.Date of Registry
7.Gross Tonnage
8.IMO No.
9.Name & address of Ship Owner
10.Date , Place & seal
11.Name & sign of the Authority
12.Valid from & to
13.Date of inspection completion
14.Declaration of compliance
Contents of declaration
a. common in DMLC b. Additional in National DMLC
1.Minimum age 1.Authority of Flag
2.Medical certification 2.Ship name
3.Qualifications of seafarers 3.IMO no.
4.Seafarers’ employment agreements 4.Gross Tonnage
5.Date , Place & seal
5.Use of any licensed or certified or RPSL
6.Name ,Rank & sign of the Authority
6.Hours of work or rest 7.Substantial equivalence if any
7.Manning levels for the ship 8.Exemptions if any
8.Accommodation c. additional in Owner DMLC
9.On-board recreational facilities 1.Name of the ship owner
10.Food and catering 2.Company address
3.Date , Place & seal
11.Health and safety and accident prevention
12.On-board medical care 4.Name ,Rank & sign of authorized
13.On-board complaint procedures Signatory
5.Date , Place & seal
14.Payment of wages
6.Name ,Rank & sign of the Authority
15.Declaration of above terms

Need For Declaration

Rest Hours

106
Constitution :- this is the supreme law nothing can deviate this without
amending the Constitution. It is a framework also. It is Government

Legislative Body :- it is Political Part of the Government which creates or

abolishes the nation’s laws as part of the political process.

Judiciary :- The judiciary is the branch of government that deals with

interpretation of a nation’s laws, resolution of legal conflicts, and judgments for
violations of the law. The judiciary, also known as the judicial system, is composed
of judges and courts. The judicial system is deliberately kept separate from the
nation’s legislative body, such as a parliament. Attorneys are specialists who study
the law in order to help clients navigate the judicial system.

Administration :- it is an Execution Part of the Government. Duty to

Enforce Law & assist in amending /developing /creating/abolishing Law

Law :- It is the body of rules & principles governing the affairs of society
established by custom, agreement or authority. There are two types of LAW
1. Statute Law 2. Common Law

Statute :- the law developed by formal method say Parliament. It also

called as Legislation. Legislation consists of Statues (Acts ) and Delegated
Legislation ( Regulations)

Common Law:- also called Case Law as Declared by Judges. These include
negligence, torts, fiduciary duties and other equitable rights and contracts to the
extent not covered by statute Law.

Bill :- before any government policy becomes law, it must first be written out
as a Bill, or draft Act. A Bill can be introduced either by a Minister or by a private
member of parliament. In the former case it is known as a Government Bill and in
the latter case it is known as a Private Member’s Bill. A "White Paper" is published,
and the general public and interested organisations can submit their comments and
suggestions, there is consultation between the relevant Ministry, the groups or
organisations concerned with the proposed law. Government lawyers known as
Parliamentary or Legislative Counsel will thereafter draft the details of the Bill in the
precise language to ensure there is clarity. That Bill has then to pass through
different stages in Parliament and then given President Assent to become an official
Act of Parliament.

Ordinance :- When both houses of Parliament are not in session and there is
need for urgent legislation, with short validity max 6 months an Ordinance is issued
which has the same effect as an Act. If Government wants the provisions of the
ordinance to continue, it introduces it in the form of a Bill which must be passed by
both Houses of Parliament. After receiving the Assent of the President, it becomes
law but notification must be issued to bring it into effect from a specified date.

Act - Act, is the parent law of the concerned subject, which is only by legislation.

107
Rule: - Rules, are born out of the Act by delegated to concerned administrative
authority, which shall be within the parent act as well as the constitution.

Regulations: - Regulations, are also born out of parent act, sub delegated to the
concerned administrators, at the end user level.

Gazette :- A Gazette means a public document. All govt. orders need not be a
public document. It will be communicated to the concerned parties only. A public
document which should be brought to the notice of all general public should be
notified. For this purpose every governments release a Journal namely official
gazette.

Orders :- an order is subsidiary legislation dealing with specific cases or persons.

1.Government order 2.Administrative order 3. Court order

Notices :- Notification is just under an Act in importance and is more binding than a
circular. A notification is issued by a government (central/ state) to exercise the
power of a legislative enactment (Parlimentary/ Assembly). These notifications
generally lay down the law taking care of some procedural aspects of the
enactment.

Circulars :- The circulars are issued by the chief executive in charge of the
taxation hierarchy, and are normally explanatory/ interpretative or relax the rigours
of the law
Codes :- A code is a model, a set of rules that knowledgeable organiszation recommend for others
to follow. It is not a law, but can be adopted into law. It is a supplementary book defining
and containing a no. of provisions technical and non technical etc to support
the regulations.
Guidelines :- General statements, recommendations, or administrative
instructions designed to achieve the policy's objectives by providing a
framework within which to implement procedures. it can change frequently based
on the environment and should be reviewed more frequently than standards and
policies

Recommendations

Code of conduct

Code of Practice :- Codes of practice are intended to assist governments or

any organizations in drawing up regulations and can thus be used as models.

A standard tends be a more detailed elaboration, the nuts and bolts of meeting a
code.
One way of looking at the differences between codes and standards is that a code
tells you what you need to do, and a standards tells you how to do it. A code may
say that a building must have a fire-alarm system. The standard will spell out what
kind of system and how it must work.

govt proposal - intends to do ,govt resolution - decides to do

108
 M.S. ACT
1.Preliminary
2.National Shipping Board
3.General Administration
4.Shipping Development Fund
5.Registration of INDIAN Ships
6.Certificate of officers , 6A-
obligation certain certificate
holders in GOI
7.Seamen Apprenticeship
8.Passenger ships
9.Safety , 9A – Nuclear Ships
10.A Collision Accidents @ Sea &
Liabilities 10B.Limitation of
Liabilities
11.Prevention of pollution by oil
12.Investigation & Inquiries
13.Wreck & Salvage
14.Control of Indian Ships & Ships
engaged in coasting trade
15.Sailing vessel
16.Fishing Boats
17.Miscellaneous
18.Repeals & Savings

Un Seaworthy – sec 334

1.When the material of which she is made, her construction,
2.the qualification of master,
3.the number description & qualification of the crew including officers,
4.the weight description & stowage of cargo& ballast
5.condition of hull, machinery & boiler are not such as to render her in
every respect fit for the proposed voyage/ service

Un Safe – sec 336

1.By reason of defective hull equipment machinery
2.By reason of overloading or improper loading
she is unfit to proceed to sea without serious danger to human life,
having regard to the nature of service she intended.

Official Log book - part 7

1.for more than 200GT
2.approved by admin
3.Start & Completed page should be witnessed
4. Completed log book should be submitted to admin
5.It is an offence of Master not abide rules of the official log book
6.Items to be Recorded as per section 212 to 217
 Seamen employment including supernumerary
 Muster drill & trainings
 Inspection of LSA & FFA
 Inspection of accommodation & Food supplies
 Marriage, birth & death
 Load line & depth of loading for each occasion
 Narrative section – accident, causality & change of Master

Article of Employment
1. Sec 102

109
Registry of ship– Part V
1.Application for registry
2.Certificate of Survey (tonnage declaration & Markings)
3.Declaration of Owner ship
4.Builder certificate
5.Ships of more than 15NT sea going with mechanical propulsion
6.Instrument of Sale (Deed).
7.Nationality –Indian , Indian Company or Co-Operative society
8.Name of the Master.
9.Previous registration details
10.Provisional Certificate:-Indian Embassy letter if in foreign water. To call India
within 3month.
11.Temporary Pass :- In India From Yard to Port of Registry
12.Technical Clearance Certificate :- For ships more than 25yrs old
13.No Unreasonable Price Certificate for importing from foreign country
14.Mortgage if any

FSI :- Flag state Inspection to be carried out on all Indian flag vessels, irrespective
of trade type. Inspection Schedule is decided, based on type & age of the ship.
Mostly this is combined when vessel is in India & conducting SEQ inter survey.
However incase of not visiting India, based on the age of the vessel scheduled
general inspection to be carried out by R.O with which ship is not classed. Also if
the ship successfully undergone Paris MoU, USCG, AMSA & not detained more than
5times this GI can be Exempted. Unscheduled Surprise inspection can be carried by
Flag state not within 6months of Scheduled. Self Inspection to be included in SMS.
by ship superintendents to confirm FSI requirements

Ship Entry to Indian Ports(other than Indian Flag)

1.300 GT & above financial security for maritime claims
2.>20Yrs Oil & chem. Tankers ,>25 yrs Bulk, passenger & etc , > 30yrs
Gas carriers shall possess valid CLASS & P&I sufficient to meet
convention of LLMC 76 /protocol 96.
3.Copies to be submitted during 48hrs reporting.
4.Navy / Coast guard can verify certificate.

Cabotage
Water transportationon term applicable to shipments between ports of a nation;
commonly refers to coastwise or intercostals navigation or trade. Many nations
have cabotage laws which require national flag vessels to provide domestic
interport service.

110
Treaty: A ‘treaty’ is a formally concluded and ratified agreement between States. Treaty
must be (1) a binding instrument, (2) concluded by states or international organizations
with treaty-making power; (3) governed by international law and (4) in writing.

Convention: A ‘convention’ is a formal agreement between States. ‘Convention’ is thus

synonymous with the generic term ‘treaty’. Conventions are normally open for participation
by the international community as a whole, or by a large number of States. Usually the
instruments negotiated under the auspices of an international organization are entitled
conventions

Protocol: protocol’ is used for an additional legal instrument that complements to a treaty.
A protocol may be on any topic relevant to the original treaty and is used either to further
address something in the original treaty, address a new or emerging concern or add a
procedure for the operation and enforcement of the treaty—such as adding an individual
complaints procedure. A protocol is ‘optional’ because it is not automatically binding on
States that have already ratified the original treaty; States must independently ratify or
accede to a protocol.

Adoption: ‘Adoption’ is the formal act by which the form and content of a proposed treaty
text are established. Treaties negotiated within an international organization like the United
Nations are usually adopted by a resolution of a representative organ of the organization
whose membership more or less corresponds to the potential participation in the treaty in
question.

Article: International legal instruments generally include a Preamble and a series of

‘articles’, which lay out the obligations of those States choosing to be bound by it and
procedural matters involving the treaty.

Amendment: it is a formal alteration of treaty provisions affecting all the parties to the
particular agreement.

Tacit Acceptance: - within 18months (6 +12) based on objecting within time period
Classic Acceptance: - normally 24months traditional voting method

Signature : ‘Signature’ of a treaty is an act by which a State provides a preliminary

endorsement of the instrument. Signing does not create a legal binding. A state made
signature is called signatory party. Normally instrument open for signature particular time
and there after parties to accede

Ratify/Ratification: ‘Ratification’ is an act by which a State signifies an agreement to be

legally bound by the terms of a particular treaty. To ratify a treaty, the State first signs it
and then fulfils its own national legislative requirements. The instrument of ratification, is
then prepared and deposited with the Secretary-General .
Accede/Accession: ‘Accession’ is an act by which a State signifies its agreement to be
legally bound by the terms of a particular treaty. It has the same legal effect as ratification,
but is not preceded by an act of signature. To accede to a treaty, follows its domestic
approval procedures and makes a formal decision to be a party to the treaty. Then, the
instrument of accession is prepared and deposited with Secretary-General.
Deposit: The depository must accept all notifications and documents related to the treaty,
examine whether all formal requirements are met, deposit them, register the treaty and
notify all relevant acts to the parties concerned.

Entry into Force: A treaty does not enter into force when it is adopted. Typically, the
provisions of the treaty determine the date on which the treaty enters into force, A treaty
enters into force for those states which gave the required consent.

Contracting State :- A state by depositing document of Accession /ratification becomes a

contracting party of the convention

111
HOW A DECISION CONVERTED TO A RULE IN INDIA
Conference
TOPICS discussed by Member States
 The need for a new convention or amendments to existing conventions can be
raised
If agreement is reached in the committee, the proposal in form of a draft
instrument.
Draft goes to the Council and, as necessary, to the Assembly
 The Assembly or the Council, gives the authorization to proceed with the work,
 The committee concerned considers the matter in greater detail
 Ultimately draws up a draft convention instrument
The draft convention, reported to the Council and Assembly with recommendation for
conference be convened
The draft convention is circulated to the invited Governments and organizations
for their comments
I.M.O. secretariat then arranges a conference to which all member states are
invited, non members can also attend.
 The draft convention, together with the comments is then closely examined by
the conference
 Necessary changes are made in order to produce a draft acceptable to all or the
majority of the Governments present.
The document finalized is known as convention. (adopted) by the conference
Means all members sign the document -This is known as adoption.
Then the convention is deposited with the Secretary-General
Who sends copies to Governments for acceptance.
The convention is opened for signature by States, usually for a period of 12
months. The respective govt’s approve the document according to their law and
inform I.M.O. This is called as ratification means official acceptance.
Entry into force
After a required number of the states with specified tonnage deposit their
ratification acceptance, the convention comes into force at a specified date. This is
known as Accession.
When the appropriate conditions have been fulfilled, the convention enters into
force for the States which have accepted
 Generally after a period of grace intended to enable all the States to take the
necessary measures for implementation.
 Secretary general sends copy to ministry of shipping
Ministry of shipping
National shipping board
 Parliament lower house
 Parliament upper house
 Cabinet (approval)
 Law board for legal language
 Draft legislation
 President’s approval
 Ministry of shipping to publish in M.S.Act,1958

Conference  draft  council / assembly  approval  committee  draft

instrument  council  various govt  conference  adoption  sec general 
govts, mos  accession  NSB  parliament lower, upper  cabinet  legal board
 draft legislation  President mos  M.S.Act,1958.

112
UNCLOS
Adopted: - 1982 E.I.F :- 1994

Contains: total 446 articles

17 parts with 320 articles
9 Annexes with 126 articles

It is called Umbrella convention & talks abt

1.Safety of navigation
2.Prevention of Marine Pollution
3.Liability & Compensation
4.Technical cooperation & assistance for Developing countries
5.To promote peaceful use of the sea
6.To enable equitable & efficient utilization of ocean
7.To facilitate internal communication
Base line
Internal waters
Territorial water
Contagious zone
Exclusive Economy zone
Continental shelf
Archipilagical area
High seas
Land locked

Art. 90 – Right of Navigation

Art 91 – nationality of ships – certificate of registry
Art. 92 – Status of ship
Art 93 – Ships Flying Flag of UN & IAEA
Art. 94 – Duties of flag state
Art 100to107 – Act against piracy
Art. 108 – Suppression of Illicit Drugs trafficking
Art 200 – Coastal state Jurisdiction Pollution Prevention
Art 211 – Pollution Prevention
Art 217 – Enforcement by Flag State
Art 218 – Port State Jurisdiction

SUA convention 1992 & 2005 Protocol( EIF :_ 1march1992)

Objective :- to ensure the appropriate action is taken against person(s)

Committing unlawful act against ship. 1)seizure of ship by force 2) violence
against person onboard 3)placing devices which can damage / destroy ship
No certificates like ISPS. protocol2005
1. Carriage of Hardware & Software to produce biological, chemical or
nuclear weapons is an International Crime
2. Carrying a offence committed person(s) knowingly is also crime.
3. Ship has to give acceptance or denial for flag State for boarding request
within 4hours, failing which Flag state can board vessel.

113
CLC 1969
Applies to tankers carry >2000tons of oil as Cargo
Certificate: - OPIC international oil pollution certificate by admin based on
financial security or P&I insurance
Adopted Entry in to Force
CLC 1969 29 November 1969 19 June 1975
Protocol 1 1976 8/4/1981
Protocol 2 1984 19/6/1975
Protocol 3 1992 30/5/1996
Amendment 18/10/2000 1/11/2003
SDR 2000 1992
Up to 5000GT 4.5 mn 3.0mn
5000GT to 140000GT 4.5 mn + 631 3.0mn + 420
140000GT & above 89.7 mn 59.7 mn

FUND
1.Applies to party of flag state exporters of 150000 tonnes of oil per
annum.
2.The amount collected by flag state & paid to IOPC fund – international
oil pollution compensation fund. General Secretary of the FUND fix the
amount to be paid by the flag state based on their export capacity.
3.Claims for Pollution damage & Pure Economic Loss.
4.Claims by any individual / organization affected directly to IOPC fund
within 3 years of accident. No claim after 6 years.
5.If 3 states jointly contribute to fund with >600 mil tones, they are
eligible for 300mil SDR instead of 203mil.
6.IOPCS – International oil pollution compensation supplementary fund.
Flag state aggregate of 100000tons of oil cargo for this
Adopted Entry in to Force SDR
Fund 1971 18/12/71 16/10/78 135 mil
Protocol 1 19 /11/1976 22 /11/1994
Protocol 2 25 May 1984 Super. by prot 92
Protocol 92 27/11/92 30/5/96
Amendment 2000 18/10/2000 1/11/2003 203 mil
Protocol 2003 16/05/2003 3/5/2005 750 mil IOPCS

LLMC -
1976 convention adopt:- 19/11/76 Entry in to force:- 1/12/86
SDR Personal Other than oil claims
Up to 500GT 330 000 167 000
501GT to 3000GT + 500 SDR / GT + 167 SDR / GT
3000 to 30000 GT + 333 SDR / GT + 167 SDR / GT
30001 to 70000 GT + 250 SDR / GT + 125 SDR / GT
70001 & above + 167 SDR / GT + 83 SDR / GT
Protocol 1996 adop:3/5/96 Entry in to force:13/5/2004
Up to 2000GT 2 mil SDR 1 mil SDR
Above & Up to 70000GT 2 mil + 400SDR /gt 1 mil SDR+ 200SDR /gt

114
Bunker Oil Pollution Civil Liability( HFO,MDO,LO & Waste oil)
Adopted: - 23/3/2001 Entry in to Force: - 21/11/2008
Applicable in Territory Sea & EEZ
Vessels <1000GT
To maintain Suitable Financial Security or Insurance to cover the Owner
In accordance to the CLC 69 certificate issued BCC
If State is not part of the convention & for entry to the party of the
convention, Through P&I club owner gets a declaration Letter called Blue
Card. Based on the Blue Card Owner can get BCC from the state which is
party of the convention.

Liability & Compensation for damage with carriage of HNS by Sea

Adopted Entry in to Force
convention 3/5/96 Not yet in force
Protocol 1 30/4/10 Not yet in force
HNS :- oil, Liquefied gases & Liquids less than 600c flash point, substances in
packaged or solid forms as defined in IMO codes.

Cover: - personal/loss of life , property damage environment damage

outside ship.

Limit: - Up to 250 mil SDR.

2010 protocol
1. Owners liability: - up to 100mil by bulk & 115mil by packaged form
2. Fund: - up to 250 mil SDR.
3. HNS will not cover for oil pollution covered by CLC, where as consider for
loss of life or personal Injury by Fire or Explosion by Oil

Intervention on High Seas 1969

Applicable to all sea going ships except warships.
Adopted Entry in to Force
convention 29/11/69 6/5/75
Protocol 1 1973 1983
Amendment 1996 & 2002
Right of Coastal state to take measures on high seas to prevent danger to its
coastline from pollution by oil or threat following a maritime causality.

Oil Pollution Preparedness Response & Cooperation

1.Parties to the convention required to establish measures for dealing with
pollution incidents either nationally or in cooperation with other countries
2.Ships to Carry SOPEP
3.Ships require to report pollution incidents to Coastline authorities

On Pollution Preparedness Response & Cooperation - HNS

Adopted :- 15/03/ 2000 Entry in to Force :- 14/6/2007
Same provisions as oil OPRC, for HNS substances.

115
Prevention of Maritime pollution by dumping wastes
( London Conv.)
Applicable to all sea going ships except warships.
Adopted Entry in to Force
convention 13/11/1972 30/08/75
Protocol 1 07/11/1996 24/03/2006
This convention prohibit dumping of hazardous materials & Special permits
to no. of permitted items prior dumping.
Dumping :- deliberate disposal at sea of wastes from vessel, air craft,
platforms & Man made structure
A1 banned :- Dumping Low –Level –radioactive wastes.
A2 banned :- Incineration of Industrial wastes @ Sea.
Protocols prohibit all dumping with acceptable wastes called Reverse List
which still requires permission.
1.Dredged materials
2.Sewage sludge
3.Fish & Fishing processing waste
4.Vessel, Platform & Man Made structure
5.Inert Inorganic geological Material
6.Organic material of natural origin
7.Bulky structures & concrete
8.CO2 stream from CO2 capture process.

Athens Convention PAL

Adopted Entry in to Force
convention 13/12/1974 28/04/1987
Protocol 1 19/11/1976 30/04/1989
Protocol 2 20/03/1990
Protocol 3 1/11/2002
1.Liability for damage to passengers carried by sea going vessels
2.46666 SDR is limit for personal injury or death
3.For baggage loss varies as per carriers limit
4.By 76 protocol IMF ‘s SDR introduced

1990 protocol 2002 protocol

Loss of life / Injury 175 000 SDR 250 000 SDR
Loss or Damage of Luggage 1800 SDR 2250 SDR
Loss or Damage to Vehicle 10000 SDR 12700 SDR
Loss /Damage cabin Luggage NA 3375 SDR

1.Compulsory insurance to cover passengers (min 250000$/person)

2.Introduced OPT-CLAUSE i.e. party may set higher limit or Unlimited

116
FAL CONVENTION
Aim of the convention to reduce unnecessary delay in maritime traffic by
standardizing procedure
Adopted E.I.F
Conv.9/4/65 5/3/67
1973 1984 Tacit acceptance introduced
1986 1986 Reduce RED TAPISM
1987 1989 Crew List
1990 1991 Drug Trafficking
1992 1993 EDP / EDI
1993 1994 Un manifested Parcel
1996 1997 Passenger List
1999 2001 Illicit Drugs , Electronic data Interchange
2002 2003 Dangerous Goods
IMO Standard Form .FAL 1 to 7
1.IMO general Declaration
2.Cargo Declaration
3.Ship stores Declaration
4.Crew effects Declaration
5.Crew List
6.Passenger List
7.Dangerous Goods

International Container for Safe Containers CSC

Adopted E.I.F
Conv.2/12/72 6/9/77
2/4/81 1/12/81 Container Examination
13/6/83 1/1/84 30 month Inter Re examination
17/5/91 1/1/93 Approval of Modified Container
4/11/93 Modification of CSC approval plate

Goals
1.Maintain high level of safety of life in transport & handling containers by
strength & test Procedure.
2.Facilitate International transport of containers by uniform standards &
safety regulations equally applicable to all mode of transport
Annex I – Reg for Testing, Inspection ,approval & Maintenance of Containers
Annex – II – Structural Safety requirements & tests
Annex – III – Control & Verification

Tests of Containers 1.Information on Containers

1.Lifting a.SWL
2.Stacking b.Tare / Gross
3.Concentrated load c.Dangerous goods
4.End Walls d.Safe Approval Plate
5.Side Walls e.Serial No
6.One door off operation f.Height of container
7.Re cycling g.Construction Standard
h.Construction Certificate no
i.Ownership

117
 Handing Over Taking Over – C E
1.Clarify the noted Doubts In Handing over report
2.F.O, C.O & L.O Consumption of Vessel @ Sea, Anchor & Port ±cargo opr.
3.Charter Requirements & specific conditions –Speed, Consumption,
reports etc
4.R.O.B. of bunkers, lubes, chemicals - till making port/ bunker point with
sufficient reserve.
5.Reports to be sent to Office, Charters periodically
6.Oil record book, E/R log book , bell book Entries up to date
7.Audit & Survey dues
8.Details of Condition of class ,NC ,deficiencies , Status & actions
9.Details of known Defects & rectification Plans.
10.PMS Up to date.
11.Critical spares availability & Intend to be raised or follow up
12.List of passwords for Computer & Machinery control systems.
13.Condition of Safety & Environmental Equipments
14.Overall condition of Engine Room
15.Any specific problems related to ship operation
16.Fresh water generator ,deck m/c & cargo gear conditions
17.Precession instruments
18.Overall attitude & Skill of E/R officers & crew

Maintenance wrt ISM by CE(10.1 – to 10.3)

1.Ensure efficient operation of machinery as per manufacturers
recommendations
2.Implement onboard approved PMS without delays & review of PMS to
be sent as required.
3.Machinery operating procedures are permanently displayed near M/C.
4.Onboard training / Familiarization to the crew & officers on operating
critical equipments(10.3) and documentation of the same.
5.Investigate deficiencies, NCs informed ,corrective actions carried &
documented.
6.Periodical performance tests on machineries carried out as condition
monitoring.
7.Use Risk Assessment , work permits , check lists, tool box meetings ,
8.Running hours of machineries are monitored & suitably maintained
9.Boiler, jacket cooling water & sewage analysis carried & recorded
10.All System L.O & Hydraulic oil periodical onboard/Lab analysis
11.Motor insulation inspection & recording.
12.Arrest all leaks immediately.
13.Company identified Critical equipments periodical testing & inventory
maintaining.
14.Major Hot work / Repairs with company permission
15.Consult master for Immobilization type of jobs
16.Using only certified lifting Equipments
17.Safety Equipment tests entered in E/R Log book
18.Maintenance Jobs are planned, considering rest hour requirement

118
CE Implement ISM On Board
1.Thorough understanding of rules regulation ,codes , Company Policy &
SMS
2.support so that the Master’s 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

CE duties as per STCW 2010

1.Effective leadership
2.Clear orders & communication
3.Most effective decision on situations
4.Provide necessary support to sub ordinates at all times
5.Allocate duties & Evaluate performance of crew
6.Training objectives & attitude based on competence capabilities
7.Operation of machineries with applicable rules
8.Planning jobs based on priority & available resources
9.Operations are demonstrated efficiently
10.

119
IN WATER SURVEY
(i) not periodical survey in less than 10yr. old ship.
(ii) must have class notation of in-water survey
(iii) hull painted è high resistant paint in fitted impress current syst.
(iv) class approved diver firm
(v) must have fixed marking , to show pos. of frame No.
(vi) ship draught not more than 10 m

DRY DOCKING - a. Scheduled b. Unscheduled

Stages In Dry-docking
1.Pre- docking preparations
a.Job list with priority
b.Scope of jobs
c. Job schedule
d.Survey & certifications –statutory, COC,CSM ,CSH & ESP
e.New regulation requirement & modifications
f.Inventory
g.Requisition
h.Special tools
i.Precision instruments
j.Dry dock meeting with officers & crew

2.While Docking Precautions.

a.Change over to DO
b.Keep ready tanks to be cleaned
c. Sufficient care w.r.t Critical Period
3.At Dry Dock Execution
a.Proceed as per plan
b.Time Schedule , Budget – not crossed
c.Priority job & Max no. of jobs in qualitative manner

4.Un-Docking precautions
a.Ensure all drain plugs are in place secured & cemented
b.Oil level in stern tube tanks
c.All shore connections are removed & meter reading if any
d.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 è previous record
(7) Prepare M/E
(8) Take All Tank sounding 'n' record
(9) Prepare for docking-report

120
 5.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
e.
2.Documents
a.Job list with priority
b.Scope of jobs
c. Job schedule
d.Survey & certifications
e.CSM ,CSH & ESP
f.Previous Measurements
g.Hull coating reports
3.Plans, Drawings & procedures
a.Docking plan
b.Shell expansion plan
c.Propeller extraction file
d.Tail shaft extraction file
e.Anode locations
f.Overboard valve details
4.Safety measures
a.Risk assessment & permits - must
b.Emergency responses - Mustering
c.Communication details- yard emerg alarm point
d.Fire detection, fighting& Fixed FF locking arrangement
e.Internal transfer of liquid
f. Add lighting , ventilation ,gas detection – tk entries
g.Lifting gears – only tested & in proper method
h.Turning gear – Cautious in using
i.Steering gear & rudder actuation
j.Boiler blow down – Ensure
k. Avoid black outs – load wrt shore supply.
l. Voltage and frequency precautions
5.Information exchange
a.With master about tank levels to maintain
b.Plan of plant shutdown
c.With repair manager
d.With superintendent
e.With job specialists
f.With engine department
6.Delegation of job

121
7.Shore connections
a.Power supply
b.Pneumatic supply
c.Sewage
d.Cooling water
e.Fire line
f.Bilge line
g.Emergency alarm point – ensure proper function

8.Dry Dock Inspections

a.Propeller - crack & Smoothness.
b.Stern Tube – Brg wear, Seal renewal, Oil renewal as Reqd
c.Tail shaft – oil leaks, clearances ,wear, cracks
d.Rudder & plugs- water tightness, wear, damages clearances
e.Anodes - consumption
f.Sea chest grids – strength, Cleanliness & Securing
g.DB tank plugs - Mud Removal
h.Bilge keel plate - damage
i.Under water area – damages, thickness
j.Painting - condition
k.Overboard valves - overhaul, renew joints pr.test
l.Echo sounder - Cleaning & adjustment
m.Speed log Cleaning & adjustment
n.MGPS – any
o.Bow thruster items - Inspection
p.Anchor chain - Inspection & gauging
q.All marking in condition – draft, LL, etc

9.Dry dock Measurements

a.Hull Plate gauging
b.Paint thickness measurement
c.Deflection before & after dry dock
d.Tank soundings before & after DD
e.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' 180°C by wear down 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
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)

122
Pintle bearing clearance
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

123
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.6.8 Shell Expansion (1) Fig 6.9 Shell expansion （２）

124
Shell expansion and numbering of plates
A shell expansion drawing is made for every ship so that each individual strake of shell plating
can be identified and its individual size and thickness immediately identified. It is constructed
by girthing the body plan and expand it vertically in the profile view.
Starting from the Keel strake K, the next strake A is the Garboard strake, then B, C, D, etc
outwards towards the turn of the bilge and upwards to the highest strake on the shipside. The
numbering of each strake starts from aft increasing towards the forward end, e.g. : K-1, K-2, K-3,
etc from the keel strake. A1,A2… details of Material grade, size, location are identified
immediately from Shell expansion plan

125
In water survey?
i said extension of dd. Next ques where are the guidelines for same i said as per dg
order green channel is provided for ship less than 25 yrs to approach ro and ask for
extension i.e in water survey again same thing he asked as per which intl guideline?
Solas is in front of you can you show. Z3 of IACS & SOLAS Regulation I/10(v) only
requires a minimum of two inspections of the outside of the ship’s bottom and does not
specify a ship must be dry docked out of the water. A.1053(27) as amended, “Survey
guidelines for the harmonized system of survey and certification”, requires that
inspections of the outside of the ship’s bottom should normally be carried out with the
ship in a dry-dock. However, it also provides that Administrations may give
consideration to alternate inspections being carried out with the ship afloat. All ships in
an EDD(Extended Dry Docking scheme) shall be dis-enrolled once the ship reaches 15
years of age.

Z21 of iacs?
UR – Z21 . Z- for survey requirements, 21- for propeller & shafting, tubing

PR17? ISM Deficiency handling

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 it’s 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 to
high 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.

126
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 cross-
section. 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

superstructure definition;
any construction built above the main deck of a vessel as anupward continuation of the
sides.is bridge a superstructure

skylight, three uses. Why skylight

1.For light 2. Ventilation 3. Taking in /out things

What is Web frame, location and properties

a deep transverse frame reinforcing the hull of a ship.

What is ships Squat and what factors it is dependent?

When a vessel proceeds at speed in shallow waters, there is a phenomenon called Squat,
which is seen as a decrease in under keel clearance.
The magnitude of the Squat can vary with
The square H of the ships speed
The blockage factor
The Block co-efficient.

In ship design it is important to pre-determine the behavior of the ship or floating structure when
it is subjected to waves. This can be calculated, found through physical model testing and
ultimately measured on board the vessel. Calculations can be performed analytically for simple
shapes like rectangular barges, but need to be calculated by computer for any realistic shaped
ship. The results of some of these calculations or model tests called Response Amplitude
Operators (RAO). For a floating structure they will need to be calculated for all six motions and
for all relative wave headings.

127
Tribology
Tribology is a multidisciplinary science dealing with friction, wear, and
lubrication of interacting surfaces in relative motion.
The process of monitoring the condition of equipment through the analysis of
properties of its lubricating and other oils. Typically conducted through the
measurement of particulates in the oil, or the measurement of the chemical
composition of the oil (Spectrographic Oil Analysis). Commonly used for
monitoring the condition of large gearboxes, engines and transformers,
amongst other application.
Tribological research on friction reduction has important energy conservation
applications, since friction increases energy consumption.

Purpose of Lubrication
a)Reduce friction with lubricating film between surfaces, moving relative
to each other, thus lowering the coefficient of friction
b)Reduce wear, especially chemical wear due to corrosion and Mechanical
wear
a) Combat corrosion arising from Oxidation
b) Absorb and remove heat
c) Provide a good seal
d) Remove impurities
Lubrication can be achieved by two processes:
a) Hydrodynamic : where the surfaces are separated by a continuous
film of lubricant
b) Boundary lubrication, where the oil film is only several molecules thick

Other factors influencing lubrication;

a) Supercharging, which increases Mechanical and Thermal stresses?
b) Cooling
c) Mechanical conditions
d) Fuel employed
Desirable properties in a Lubricant:
a) Lubricating power – oiliness, film resistance.
b) Anti – wear
c) Cooling – Thermal stability; oxidation stability
d) Clean running; detergent power; dispersant power
e) Protection: Anti corrosive; anti rust; alkalinity reserve

Lubricating oil is made from blending base oils from selected crudes to give
the required viscosity and mixed with additives to give the required
properties.
After Oil is made, it is tested in the Laboratory
Then it is used in the Lab Test Engine
Finally introduced in the field on running ships

ADDITIVES:
Anti Oxidants: to reduce Oxidation and consequent thickening of the oil.

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Since products of oxidation are usually acidic, so anti oxidants reduce
corrosion.
Corrosion Inhibitors
Detergents
Dispersants
Anti Wear
Extreme Pressure
Pour Point depressants: Wax forms at low temperatures. These additives
prevent wax crystal growth
Viscosity Index Improvers (The resistance to change of Viscosity with
temperature is called Viscosity Index
Foam Inhibitors: Prevent air being trapped

129
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 .

130
Change of Voyage :- after commencement of the risk, the ship’s 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

Various Covers available

1.Protection &
indemnity
2.Hull & Machinery
3.Cargo insurance
4.Freight ,Demurrage
& Defense
5.Other special Covers
a.Institute Time Clauses (Hull)
b.Institute Time Clauses (Freight)
c.Institute Voyage Clauses (Hull)
d.Institute Voyage Clauses (Freight)
e.Institute War & Strike Clauses (Time -
Hull)
f.Institute Cargo Clauses (A), B,C
g.Institute Strike Clauses (Cargo)
h.Institute War Clauses (Cargo)

131
 Various Liabilities & Marine Insurances
Sl Liabilities Covered by
No
Ship owners
Actual, TCL,P.A, Pollution hazard with Govn Intervention ITC- Hulls
increased value, disbursements and excess liabilities (an H&M
additional source of recovery over and above the hull and
machinery insured value in case of total loss)
Salvage, G.A, Collision(liability to other vsl) H & M , P&I
Liability –damage to 3rd property by ship H & M , P&I
Other 3rd party Risks- cargo claims, personal injuries, P&I
Stowaways, pollution, wreck removal costs, etc.
Loss of Freight , Demurrage & defecnce ITC(Freight), FD&D
Loss of Hire
Loss of earning- Strike ,War IW &SC(Time-Hulls)
Voyage / Time Charterer – Charter party
Legal cost in Common adventure disputes
Loss of Freight, Demurrage or Bunkers
Liability by Deviation of BOL
Loss of /damage to cargo
Oil pollution in USA +/- tankers
Damage to the Vessel / 3rd party property
Death / Personal Injury claims / Stowaways cost
Fines
Wreck removal cost
Cargo Owner – Seller / Buyer based on sale contract
Loss of property in transit ICC –A,B,C
Loss of G.A, Salvage
Loss of earnings – Strike ,war risks ISC, IWC

Various types of insurance Policies

1.Construction policy :- while construction of Ship
2.Time policy :- Hulls for fixed time -12months
3.Voyage policy – Hulls for particular voyage
4.Mixed policy :- Hulls in combination both time & voyage
5.Valued policy :- Policy specifies the agreed value of the subject matter insured
6.Unvalued policy: - does not specify the value of the subject matter insured.
Subject to a limit of the sum assured, it leaves the insurable value to be
subsequently ascertained if and when a claim arises
7.Open Policy :- The insurer allows the merchant to issue himself with a certificate of
insurance ‘off the open cover ‘ for each consignment shipped
8.Floating Policy :- A floating policy operates rather like an open cover, but has a fixed
aggregate limit which is gradually reduced as each shipment is made

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 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)

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 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

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 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
club’s 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.

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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) ¼th of collision & Fixed, Floating Object liability
7) Oil pollution liability
8) Liabilities under contracts & indemnities
9) Wreck liabilities
10) Cargo liabilities
11) Cargo’s 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.

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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.

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 Average – Loss
1.Partial Loss
a.Particular average –Sue & Labor
b.General average
i.Actual GA – complied all requirements of York Antwerp
ii.Artificial GA– Not complied all requirements of York Antwerp
2.Total Loss
a.Actual Total loss – No recovery possible
b.Constructive Total Loss –Recovery is expensive than property value

Features of General Average –

1. The loss must be extraordinary in nature.
2. The common adventure must be in peril. More than one interest must be
involved and the peril must be real and must threaten the whole adventure.
3. The GA must be voluntary and intentional. It does not include any accidental
loss or damage-by maritime peril.
4. The sacrifice or expenditure must be made or incurred reasonably.
5. The object of the sacrifice must be the preservation of the property in the
whole and common adventure. It must not be for safety of the ship alone or of
the cargo alone.
6. The general average act must be successful. That is to say that the
expenditure or sacrifice must result in completion of adventure.

1.G.A governed by York-Antwerp a. Lettered Rules(A-G) b. 22Numbered Rules

2.Rule Paramount - In no case shall there be any allowance for sacrifice or
expenditure unless reasonably made or incurred.
3.Rule of Interpretation: - Except as provided by the Rule Paramount and the
numbered Rules, general average shall be adjusted according to the lettered
Rules.
Contestation of General Average
1. Exoneration of carriers for faults of the crew-
2. The Interpretation Rule (numbered rule precede over lettered)
3. Emergence of marine insurance (
4. Expense and delay in general average adjustments
5. Contribution collection problems
6. Small general averages
A. Documents to establish facts:
(1) Deck and engine log extracts or original logbooks.
(2) Master's sea protest duly attested or notarized.
(3) Master's and chief engineer's reports on facts.
(4) Survey reports on ship's damage and repairs.
(5) Survey report on cargo damage.
(6) Salvage contract and report on salvage operations in case of salvage
(7) Bell book and statements for bunkers and stores consumed during refloating
(8) Lists of jettisoned cargo under each bill of lading.
(9) Non-separation agreement signed between ship and cargo interests in case of
transshipment of cargo to destination by other ship or ships.
(10) Statements of quantity of cargo discharged, reconditioned, stored and reloaded
and survey report on cargo damage, if any, during the course of these operations in
case of forced discharge.

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B. Accounts for disbursements including:
(1) All accounts for disbursements with supporting vouchers.
(2) Portage bill and statement of crew's victual ling at port of refuge.
(3) Statements for bunkers and stores consumed during the aforesaid period
(4) Off-hire sheet for ships under time-charter.

C. Other documents including:

(1) Cargo stowage plan, manifest and freight list.
(2) Charter party and bills of lading.
(3) Ship's particulars.
(4) Hull policy.
(5) Copies of letters, cables and telexes relating to the accident.

D. General Average Security:

E.GA CLAUSES ALLOWED UNDER YORK ANTWERP RULE

1.Damage to engine, propeller, hull in refloating reason.
2.Jettison of cargo under deck.
3.Jettison of cargo carried on deck by a recognised custom of trade
4.Slipping of anchor or chain cable to avoid collision
5.Taking to a port of refuge after major machinery failure.
6.Extinguishing a fire
7.Wetting of previously undamaged cargo while extinguishing a fire
8.Breaching of the ship to avoid further disaster.
9.Putting to port of refuge during a loaded voyage due to fire, shifting of
cargo, collision, grounding etc.

F. Costs allowed UNDER YORK ANTWERP RULE

1.Cost of hiring a tug to refloat a stranded ship.

2.Cost of discharging cargo in order to re-float a ship or to carry out
maintenance at port of refuge.
3.Salvage cost
4.Fines and fees for the port of refuge
5.Surveyor’s fees
6.Warehousing charge
7.Port charge
8.Master and crew wages while a ship is under repair.
9.Average adjusters fees

ARTIFICIAL GENERAL AVERAGE – is granting of the claim for general

average even if any one of the above five principles are not present. The
creation of the artificial general average was part of the slow evolution
favouring the shipowners. Peril did not have to be effective and immediate,
provided that it was’ real and not imaginary “ , “ substantial and not merely
slight or nugatory”. Potential as only opposed to imminent danger thus
qualified.

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 SALVAGE
Saving Life is duty of every seamen & it is not considered as salvage.
Salvage has therefore for important elements:
1.Voluntary – not by Master, crew, pilot or repairers (all already in contract)
2.recognized maritime property – Ship, Cargo ,Bunkers, Special Equipment
3.Danger – Real threat at commencement of Salvage. Need not imminent
4.successful - payable out of value of the property saved / No Cure No Pay
LOF – Lloyds open Form Salvage Contract
Safety Net – Earlier only for tankers.
Salvage Convention 1989
Art 12. – NO CURE NO Pay
Art 13. – Criteria for Fixing award
Art 14. – Special Compensation (for saving environment)
Salvage award paid for by shipowner, cargo, freight and other interests to the
voyage.
Special Compensation paid by shipowner only. (ship owner covered by P&I club)
Conditions for Art.14 special compensation:
a.The salvage services should be rendered -threat damage to the environment.
b.The salvor has failed to earn an reward under article 13(expens. +enhancement).
c.The salvor shall be paid special compensation by shipowner to cover his expenses
(out of pocket expenses plus fair rate of equipment and personnel) for salvage work
d.If salvage services have actually prevented or minimized damage to the
environment then special compensation may be enhanced to 30% or if Tribunal
decides up to 100% of expenses.
SCOPIC 2000- Special compensation of P & I club
1.Supplement to LOF as an alternate to Art.14
2.Invoked by Salvor not by Owner at any time irrespective of environ threat
3.No need for threat to environment. Salvor to be cautious in invoking
4.SCR – special causality representative for P&I, ship, cargo, charterer
5.Initial security of min 3million by owner / P&I in 2 day of invoking
6.ISU – ISU members follow standard tariff as per Appendix A
7.with standard tariff for calculations automatic 25% profit element
8. Salvor revoke scopic clause before Security by notice.
9. Owner can revoke scopic clause with 5day notice.
10. Salvor revoke scopic clause before Security by notice.
Salvage Towage
Salvage is voluntary service rendered to a Towage is service by prearranged
maritime property. contract rendered to maritime
property.
Salvage service is rendered when M. property Towage service rendered to M. property
in peril. not in peril.
Salvage service has to be successful to earn an Towage service rendered by contract
award except in case service rendered to a and on basis of agreed stipulated Sum.
vessel which by itself or the cargo she is
carrying can threaten damage to environment
when special compensation is payable.
For successful services Salvage Award is given Stipulated sum is given to the Tug.
to salvor which is higher than towage money.
Salvor has maritime lien on the property for No such lien.
salvage services rendered.
Objective is saving of property, and protecting Objective is to hasten the voyage.
damage to the environment.

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 ADMIRALITY LAW
The law deals with Maritime disputes such as Liens, Mortgages etc
Arbitration
Solving the disputes between parties using appointed arbitrators to arrive
solution. Not Legally binding, Save lot of time.

Lien
Lien :- legal Right to claim
1.Possessory Lien – Claim by ship owner for GA, Freight
2.Maritime Lien - Claim on Owner/Ship by Salvor, service, supplier
Rem :- action against Property involved in Lien
Res :- action against Person involved in Lien

International Convention on Maritime Liens & Mortgages

Conv adopted :- 6/5/1993 Entry :- 5/9/2004
Claims by Convention are
1.Claims of wages
2.Claims for loss of life / personal injury
3.Claims for removal of salvage
4.Claims based on tort out of physical Loss or damaged caused by ship other
than cargo container & passenger effect damages.

As per M.S. Act, 1958 part XA- limitation and liability, owner can limit the liability of
the claim, equivalent up to, and 1000 truncations of a ship and for loss of life 3100
truncations.
If claim exceeds the amount, ship-owner may apply to high court. The detained
ship can be released by H.C. if the owner can give security of the claim.
In case of salvage, Indian waters salvage cost to be paid by the shipowner. As per
M.S.Act,1958 Part XIII
In case of pollution, when owner is liable, his limit will be as per M.S.Act, 1958 Part
X B to 130 SDR/ton of ship or 14 Million SHOULD whichever is lower.

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Dry Cargo Vessels (with Gear / Gearless)
Handysize bulk carriers are vessels in the range10,000-29,999 dwt.
Handymax bulk carriers are vessels in the range 30,000-49,999 dwt.
Supramax bulk carriers are vessels in the range 50,000-59,999 dwt.
Panamax bulk carriers are vessels in the range 60,000-79,999 dwt.
Post Panamax (Baby Capers) are vessels of 80,000 dwt -120,000 dwt
Capesize bulk carriers are vessels of 120,000 - 220,000 dwt
VLOC – Very Large Ore- carriers are vessels of 220,000 dwt or more

Container Vessels
Early Containers are vessels in the range 5,00 -8,00 TEUs.
Cellular Containers are vessels in the range 1,000 -2,500 TEUs.
Panamax Containers are vessels in the range 3,000 -3,400 TEUs.
Panamax Max Containers are vessels in the range 3,400 -4,500 TEUs.
Post Panamax Containers are vessels in the range 4,500 -5,000 TEUs.
Post Panamax + Containers are vessels in the range 6,000 -8,000 TEUs.
New Panamax Containers are vessels in the range 12,500 TEUs.
Triple E Class Containers are vessels in the range 18,000 TEUs.

Oil Cargo Vessels (Tankers)

Handysize tankers are vessels in the range 27,000-36,999 dwt.
Handymax tankers are vessels in the range 37,000-49,999 dwt.
Panamax tankers are vessels in the range 50,000-74,999 dwt
Aframax tankers are vessels in the range 80,000-119,000 dwt.
Suezmax tankers are vessels in the range 120,000-200,000 dwt.
VLCC tankers are vessels in the range 160,000-319,999 dwt.
ULCC tankers are vessels in the range 320,000 & above dwt

INDEX – London
Like share market to know the carriers freight opportunities daily indexes
1.Baltic Panamax Index (BPI);
2.Baltic Capesize Index (BCI);
3.Baltic Handymax Index (BHMI);
4.Baltic Tanker Dirty Index;
5.Baltic Tanker Clean Index

Types of Ship Employment

1.Passenger Service – 1. Transportation 2. Cruise 3. Sports etc
2.Liner Trade – 1.Fixed route & Scheduled Sailings(Containers/RORO)
3.Charter Market – 1.Bare Boat 2. Time 3.Voyage 4. Special

Contracts in Ship’s Employment

1.Contract of Passage: - Contract between Carrier & Passenger.
2.Sale of Goods – Contract between Seller & Buyer.
3.Contract of Affreightment- between a Company & Consignee.
4.Charter party – Contract between Ship owner & Charterer
5.Contract of Carriage :- Between Legal Carrier & Shipper
a.Bill of Lading – Contract between Carrier & Cargo Consignor
(Seller / Buyer / Freight Forwarder)
b.Sea way Bill – Delivery Note. Particulars of Item, From, To etc.

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Various Combinations of Goods Shipment
1.Ship owner (or his Legal Operator) carries his own cargo
2.Ship owner carries goods of shipper (by Broker / Direct booking)
3.Ship owner carries goods of shipper (by COA with own / chartered Vsls)
4.S/Owner –Chartered. Charterer (or sub Charter) Carries own Cargo
5.S/Owner –Chartered. Charterer (or sub Charter) Carries others Cargo
6.Cargo may be Own, Direct, Forwarder, broker Bookings.

Rules & Regulations in Ship’s Employment

1.Hague – For BOL (favoring Ship owner)
2.Hague Visby– For BOL (favoring Ship owner)
3.Hamburg – For BOL (favoring Cargo owner)
4.Carriage of Goods by Sea Act – for BOL
5.York Antwerp Rules – for General Average

A. Contract of Carriage- Deals w.r.t Sale of Goods

1.Passing the Title(Ownership)
2.Time of payment becomes Due (Documentary Credit system)
3.Time of passing Risk(loss/ damage)

INCOTERMS – imp Terms used in Contract of Carriage

1. FOB: - Free On board. Buyer is more responsible, goods costs less
2. CIF: - Cost, Insur, Freight. Seller is more responsible, goods costs more.

Documentary Credit System:-

1.Buyer’s bank issue a LOC with stringent terms to the seller’s bank
2.Seller’s bank check LOC needs and sends to Seller.
3.Seller delivers goods as per sale contract & LOC terms.
4.Seller submits Documents (invoice, Clean negotiable BOL, Insurance)
etc as required by LOC to his bankers and request for release of
payment.
5.Seller bank confirming the documents & make payment to seller.
6.Seller bank sends all Documents to the buyers bank.
7.Buyer bank checks document & submit to the buyer against payment.
8.Buyer bank reimburse seller’s bank.

Freight
1.Lump sum freight - fixed sum payable irrespective of the qty of cargo carried
2.Pre paid Freight -
3.BOL Freight – Calculated as per BOL( evaporation, clingage etc)
4.Ad valorem freight – as % of Value of shipment (gold, silver )
5.Pro rata – in case where only part of the voyage has been complete.
6.Back Freight – Freight paid return carriage of goods not delivered
7.Dead Freight – charterers cannot provide agreed quantity.
8.World Scale - World scale is a schedule of nominal tanker freight rates

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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 data’s / 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

144
 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”.
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

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 3.Contents
4.Points to note before signing
5.Problems arise wrt BOL

Bolero System :- Electronic Bill of Lading

Checks before Signing Bill of Lading

1.Qty and Quality of cargo as per mates receipt
2.Date / no Pre dated
3.Place of Loading / Discharge
4.Freight paid / to pay
5.No. of orginals of BOL mentioned
6.Any contradicatory to Charter party
7.Any clausing to be included
8.Only in English/ understandable language
9.No amendment after issue, in case of Re-issue all old copies are
destroyed in front of P&I and mentioned the same in BOL

Seaway Bills

Standard Shipping Note

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SHIP CONSTRUCTION
Specification of pipes, plates, valve, etc including schedule, thickness, wt, etc.
What is scheduling of pipes
How to identify location of plate on ship, shell exp plan – refer O/N pg-
1mX1m plate on how much dent or protrusion you will change plate your action
with dent if there is no penetration than why need to change plate
What are diff types of NDTs?
Explian X-ray technology and MPI in detail. How the iron filings cling to the defect?

LOAD LINE & TONNAGE

why beam is large on tankers
How the volume of container ship is calculated at shipyard? How the volume of
container is calculated?
Freeboard assignment.
Timber load line
Shipside Markings Significance Of Various Lines,Winter Atlantic
Loadline Line Details , Why Different Loadline
What Is WNA – winter north Atlantic
loadline latest amendments

NAVAL ARCHITECHTURE
Why is the area under Gz curve significant for a C/E?
BULK CARRIER
Latest developments and amendments in bulk carriers.
what was the reason of sudden losses of bulk carriers in 1990
Top Side And Bottom Side Hopper Tanks In Bulky Why ?
Tank construction .. structral significance various important strengtning members etc
why struts webs girders ,hopper tanks. In bulk carrier explain in detail
water tight bulk head how is situated in bu. Carrier
what structural improvisions which led to ch12
explain ch 12 bulk carrier as to why it come in existence .
Explain ONLY structural significance...

Types of certificates carried on bulk carrier

what is IMDG code and which convention it's related to?
what is class1 and class 2 dangerous goods?
What is IMSBC code? What was it called before?
Code of Safe Practice for Solid Bulk Cargoes (BC Code)
Which chapter of solas related to it?
parts A and B of chapter VI and part A-1 of chapter VII
what is difference in imsbc & bc code
bulk carrier grain loading, where u will get detail about it.
Why is it dangerous to carry liquefied cargo, group a?
What is liquefaction? How does it take place? What is its effect on ship?---
Free surface effect(for this he gave me a hint) free surface effect in detail
Draw and explain how technically it affects the ship? What is that virtual loss of gm?
What is reduction in gm? What provisions are made to encounter free surface effect?
What are the certificates mentioned in the code? Who issues it? On what basis?
What is mbh? provisions to carry these cargoes?
What is cp,cb,cm? What is its use? Which ship has highest cp?

147
How is enhanced survey different from other surveys
Explain Special survey & preparation
certificates for ESP
ESP And Where Applicable & Criteria Of Checks On A Oil Tanker .
ESP .Class Also Inspects But What Is The Difference With This.
difference between ESP and CAS
What is the difference between hull and enhanced survey (CHS & ESP)
Esp code what is it? Result of which ship disaster?
What is special survey? Difference between special survey and renewal survey?
Conditions of coating? For fair coating what is that 20% area?
What is esp file? Its containts?
how to prepare for esp survey?
How will u carry out survey of db tank and ballast tank?
What all areas u will pay attention to as u cannot inspect each and every area?
Thickness of hull?
How much (Substantial )corrosion is allowed?
Upto 75% of Corrosion allowance
How do you check the plate

Difference between a bulk carrier and a cargo ship, construction wise

Ans: cargo ship is any ship which is not a passenger ship. General cargo ship without
TST & Hopper Tanks. No Corrugated transverse bulkhead.
Difference between bulk carrier and container ship construction
latest developments in bulk carriers?`

INT & NATIONAL

how UNO related to merchant shipping
unclos- land locked state definition
Unclos objectives
Brief about unclos and c/e duties as per unclos
How the sea between India and srilanka is divided
What is unclos? Role? How is PSC empowered by UNCLOS?
what is casualty investigation code? is there any minor marine casualty ?
earlier name of IMO? Why changed status from consultative
how assembly and facilitation &, technical committee works
In council ,assembly the members are same for india or differnet?
Sub Committees .And Function Of Some..
What Is Mepc And Msc? What Are The Treaties Developed Under Them?
Protocol/Amendment.
how convention rule is incorporated to countries rule
Difference between conventional ship and non-conventional ship
IMO Polar Code
Why U.S did not ratify clc and bunker convention
Is bunker convention has been ratified by india? why india has not been
ratified the bunker convention? what are the difficulties?
HNS convention - engineers perspective
which convention in past IMO directly incorporate to country
what is FAL convention

148
SURVEYS
Safe manning certificate- relate with stcw, mlc,ism and solas
Exclusive Certificates and Documents for Product Tankers
Any exclusive certificates for double hull oil tankers?
Role of classification society and flag state, difference between them.
Diff bet classification society and R.O
how vessel get class – by a Contract with Owner & after Survey of Vessel
what do u mean by “document file?”
Diff betn csm and special survey,
If modification is carried out on structure, what is the provision under SOLAS/LL
How LL is Assigned for a ship and why Less Freeboard for Tankers
how will u prepare u r ship for hull survey
damage survey and repair survey , how it is carried out and time limit for extension of
voyage in case of damage?
Condition of class-imposed ship is going to Siberia no survey facilities, how will you
manage for further inspection.
Hydraulic Pipeline Renewal.
What will you do IOPP survey & certificate as c/e?

ISM
What is Apex safety management manual?
How SMS is formed and who are involved in this process.
How will you come to know that ISM is implemented on board?
Master’s review periodical why not quarterly/ half -yearly/ annually.
What is importance of masters review
what you do in safety committee meeting
What is master's review, what is sms revision and how will u differentiate both.
What is documentation review
any document sent to office as per ism and at what duration (masters review quarterly)
in clause 2 and 10 which is static clause and dynamic clause and why.
Vessel entering port what is a major non –confirmatory
ISM audit what documents will u keep ready ( LO Analysis report ,boiler water test
report,rest hours ,hot work permit …..)
Co-relation between DOC and SMC of particular ship
How will u relate this accident to ISM and MS Act chapters.
As per ISM, SOLAS and MS Act to whom u will inform after above incident. and why
In india in case of emergency at coast whom u contact i said coast guard
Fire in Engine room when ship at drydock,what actions will u take as C/E?
Make list of emergencies associated with Emergency Towing vessel
Interim Certification Of New Company(Ism)
Define Seaworthy According To Solas.
Risk Assessment And Ism.
Is The Owner Responsible For Ism Shortfalls As Per MS Act?
change of Company SMS & DOC ?
ISM CODE ELEMENT 7. What all check to be a carried as a C/E prior to a voyage.
documents to be maintained by c/e under ism code, define element 10
Ism element 10….. Whts are c/e responsibility…sub element 10.1, 10.2, so on
What is difference between ISO and ISM. ( answered well).
Critical spares name the machines. Where u kept the record of critical spare.

149
Which PMS u r using on board.
Condition monitoring- SPM.
Condition bared system/ maintenance.
Reliability barred index maintenance
reliability based on maintenance
DOC is invalid and company has 40 ships what will be the effect. Does all the ships
stops trading
Vessel is OBO how it changes oil to carry ore. What will be effect on SMC and DOC
interim DOC and Full time SMC what intermediate assessment in above case.
if flooding contingency plan is wrong what action will you take.
interim audit and advance audit in ism?
When and Why additional verification is carried out under ISM ?
Masters over riding authority?
Ism element 8, emer. Preparedness, response time? If response time more due to a
person what all can be the cause for that??Suppose that person is aged what actions u
take as CE?
How u will carry out deck audit in systematic way.start that u will check company
How will you prepare your ship for an external audit?
What instruction is given to crew as per element 7 of ISM?
ISM audit. Interim certification and what are the duties of c/e after interim certification.
You are joining as C/E. You have very short time in hand. What will you check wrt ISM
C/E role and responsibilities as per ISM, where they are defined? Old / new ship?
Clauses of ISM that u think important for C/E.
Ism duties of chief engineer? C/E duties as per element 10 of ISM code.
how will check effectiveness of ISM
What Will Be Responsibilities Of C/E While Drill Is Conducted In E/R And By E/R
Personnel Only? Wanted To Know If Shortcoming Found Then Ur Action And Training.
You are joining a bulk carrier as c/e. What will you check wrt ISM in handing over? You
have 12 hours in handing& taking over.
ISPS
What declaration is made under ISPS
ISM & ISPS, conflicts XI-2-21
Engine room safety with respect to ISPS
what are the places of installing SSAS
LRIT – range
ship identification – what is LRIT and AIS
What Is Mmsi
ECDIS & BNWAS- What is the purpose? Full details.
Explain Long range identification and tracking system (LRIT)
LRIT, AIS, difference between them.
How does an EPIRB work?
EPIRB capable of transmitting a distress alert through polar orbiting satellite
Contents of official log book?
What role does a computer play in running of ships?
Noon report comes under which convention.- SOLAS
content of noon report.
Imo no issued by lr, then why its called imo no., how many places on ship its
embossed? Is that mandatory? If yes in which convention? To what all ships its been
issued.
Fal convention relation with ISPS

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PSC
How will you prepare for USCG inspection?
Ship is proceeding to US, emergency fire P/P has broken down. What actions
you take?
Before US waters, what will you check? 5 points.
PSC detainable deficiency, how will you calibrate OWS 15 PPM.
ur ship is 350 gt and PSC comes , as a chief engineer how u will convince
How will you prepare for AMSA inspection?
Australian waters ballast water management requirements.
What would a psc inspector inspect in steering gear and paint locker?
During psc inspection major nc - action as c/e
foreign port PSC inspection what all cert. He will check
PSC - detailed inspection, concentrated inspection programme.
what is flag state control
specific to tanker – give one detainable deficiency
PSC inspections marpol requirement
WHITE list , which countries are not on white list
PSC visits a foreign ship in India , certificates are issued by the country
which not in the white list what action will be taken
Ans , detention, get the certificate from the white list country
Difference between PSC & Flag state.
regional co-operation in PSC relate with ISM and how are owners effected

LSA
New solas amendments coming in to force?
What is new requirement for lifeboat on load release hook?
He wants all 3 of lsa code chapter .what was the existing requirement as per solas?
How you will do simulated launching of free-fall lifeboat?
who will test lifeboat wire falls.
FFA
Difference between A60 an A0 other than time n temperature? not material, not
insulation, not thickness?
Cargo hold smoke detection system.
Types of detectors on ship and working principle.
Emergency Fire Pump Min Suction Head Reqd? Location Of Pump?If Forward Located
Than Hw It Works? How Is The Capacity Of Emergency Fire Pump Calculated?
Fire Fighting System In Paint Locker??
Paint Lkr Firefighting Requirements And Sprinkler Sys Head Requirements
Low Expansion Foam Details
Deck Fire Fighting System Of Chem Tanker.
Different Types Of Foam Used In Ship For Fire Fighting.
Amendments with respect to CO2 fire fighting system.
Co2 properties, co2 portable fire extinguisher.
What is the pressure of CO2 in case of portable/fixed system?
CO2 clamp not in place. Will you release CO2?
50 CO2 Bottles 20 disconnected will u release Co2 (No )
CO2 bottle not in place, will you release co2?
Co2 filling ratio

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MARPOL
Is it Marpol 73/78 or Marpol?..what do you call it now? why?..
What are the future amendments of MARPOL
What all c/e will check under MARPOL
What are the Contents of Oil Record Book?( Part I and Part II)?
What are the contents of an ODMCS printout? How long do you retain these records (
ORB and ODMCS ) onboard?
What is CAS, CAP? How will you prepare your ship for CAS survey, CAP survey?
According to Marpol what are different catagories of tankers?
According to Marpol – can a product tanker carry Vegetable oil?If yes under what
regulation, if no why not?
How To Calculate Capacity Of Ows For A New Ship.
Criteria for selection of ows and piping for new ship n how do u know its as per
requirement in case of an old ship
Why annex 1 - prevention and annex 2 -control
MARPOL reg 13 G
what are elements of SOPEP
Orb part 2 entries
Imdg code? Which annex of MARPOL and details?
What Is Marpol Annex 3 Wat Code Is Related To This Details Of IMDG Code
What is new in marpol annex II
Marpol - what are sewage regulations?
if a vessel less than 400 grt is complying with sewage then why certificate is not issued?

How do u show the performance of discharge pump in sewage plant ?

Sewage holding tank repair - going to d.d how will u prepare
What are the latest amendments for garbage and how is it different from the previous
one. What is cargo residue according to annex 5? What does it consist of?
Contents of Garbage record book?
incineration operation requirements, why annex I,II,III cargo residue NOT to burn?

What are new technologies in reducing NOX ..

apart from csnox I said compact membrane
Difference b/w wet and dry Sox scrubbers ?
Between Fractional, Atmospheric & Vacuum Distillation
what procedure u as c/e follow for onboard handling of fuel oil after bunkering and about
Precautions to be taken when fresh bunkers are taken in tanks.
criteria of WCF in case of calculating bunker.

How to calculate attained EEDI what’s t he basis for a and c calculated?

How can u get a,b,c values reference line??
How EEDI technical file made in ship building ?
EEDI technical file contents?

EEDI ..Technical Measures ..Ship Construction Hull Optimization

ITTA – INT Towing Tank Association, What They Do Importance Of Having Such
Association And Who Control Them ?
What Is Air Lubrication.
What is the role of propeller in EEDI

152
Attained eedi and required eedi difference
EEDI formula- transport work means what
EEDI SEEMP New Amendments As Per Mepc 66,67
As a CE, how will u prepare for IEE Certificate Survey? EEOI ?
SEEMP What All Measures SEEMP On Board Calculation
Weather Routing How
How As C/E Implement SEEMP

how the organ tin in the paint harms the marine environment?
details of the discharge criteria for the scraped paint?
what is Tbt? Why it is banned?
What are present kind of paints in use?
Explain anti fouling systems

what is the purpose of ballast water mgt

Ballast water management convention. Duties of C/E.
Ballast free design of ships?
BWM How Many Counties Ratified And What Is The Condition Now. Why Still Not
Ratified
What Is The Percentage More Required? Latest Methods
BWM And Criteria About Alternate Methods
What Is G8. What R D2 Standards. Why It Is Taking So Long For BWM To Come Into
Force. I Told That After Fitting BWMs As Per G8 , Owners-Admin Unsure That It Will
Meet The D2 Discharge Criteria.
When It Will Come Into Force. 30 Countries 35%Gt Current Status
Ballast water management- procedure and latest.
BWm techniques, what about filtration

DRY DOCK
Sea trials In Detail.
Dry-dock Budgeting.
Dry Dock Commercial Terms In Contract As Per Written Answer .
How do you plan for a drydock – before, and after docking?
D.dock - preparations - went into iccp
Draw shell expansion plan and find frame no.'s
What Is Docking Plan? How To Ensure That Ship Won't Topple While Docking?
Hull Roughness Analyzer, Dry-docking
Purpose Of Ships Having Aft Trim When Entering Dry dock.What Are Items In Docking
Survey? What Is Painting Scheme?
Have You Seen Propeller Inspection In Dry Dock, Explain About It What All Checks.
Tail shaft Survey. Scope Of Survey...Propeller Bent...How U Go Abt The Repairs.
What Is Modified Survey.
In dd, checks on propeller & rudder. Poker Gauge Detail
In dd, propeller is being replaced, what checks will you carry out?
You are in DD, 6 hrs before departure, a hole is found in the hull. What is your action?
Suppose a hole is found in the bilge tank, oil is leaking out, what is your action?
DD what all openings you will check during flooding?
Before DD, checks wrt to shore connection- insulation resistance, energy meter reading.
Electrical officer’s duties in Dry dock.
Ship going to DD, instructions to E/O before entering dd. Normal amps in ICCP and

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MGP? ICCP system what checks to be carried out in dry-dock?
In DD, Top plug and bottom plug is to be removed, but, the bottom plug is stuck and
immovable, what action will you take and advise the DD staff accordingly?
In DD you notice a crack almost near the hub, what action will you take since new
propeller can't be indented. What will you do if the crack is along the key way?
In DD if a major fire breaks out at night and all CO2 bottle clamps have been removed
what action will you take? Will you release CO2?

COMMERCIAL
What Is Development In Charter Party
In Charter, What Is Floating And Average?
Charter Party Dispute? What Action?
Liquidated Damages, Variable Costs
What Is The Significance Of Charter Party In Event Of Damage, Collision?
What Is Bare Boat Charterer And What Is Capital Cost?
Bare Boat And Voyage Charter Differences
What Is Time Charter And Voyage Charter? In Case Of Ship @ Anchorage Who Will
Pay.?
Implied Clause In Time Charter
Time Charter Exemption Clause?
Layday, Laytime, Demurrage,Dispatch Clauses In Voyage Charterer?
In Time Charter, What Survey Is Carried On Hire/Off Hire?
What Is Act Of God
Hague –Visby Rule Is Applied On Which Type Of Charter,
Charters Act
What Is B/L? Explain Clean And Dirty B/L?
Bol Preparation.
With Out Bill Of Lading Can You Load?
With Out Bill Of Lading , Can You Sail? If Yes, Under What Clause?
Difference Between Bill Of Lading, And Mates Receipt
Bare Boat Chartering, Liability, Responsibility Of Charter& Owner.
My Ship Is Brand New And Is Not Registered Anywhere And You As A Charterers Will
You Load Cargo On My Ship.
Difference Between Bill Of Lading, And Mates Receipt
Bareboat Charter Owners Obligation
Charter's Responsibility In Various Charter Party's
Bulk Pool?
Which Is More Hectic - A.)Bare Boat Charter /B.)Time Charter/ C.)Voyage Charter
In Context Of Time Charter- Off Hire & Deviation?
In Time Charter What Is The Protective Clause?
Cif, Fob, Cip
In A Bareboat Charter If Goods Were Sold Midway, What Will Happen To B/L?

INSURANCE
Define Deviation, Insurance & Their Relation.
What Is The Difference In Deviation In Insurance & In Time Charter?
Actual Value, Agreed Value, Floating Value.
What Is Inch Mare Clause?
If D/G Is Damaged How Will You Go As C/E About Making A Claim
A Vessel Encountered Rough Weather And Lost A Container. Who Will Pay?

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As A C/E How Will U Make A Claims Report If There Is Total Loss Of Any Machinery
What Are Deductibles? If Rs. 25,000 And Deductibles Are Rs. 23,000 Then Will You
Claim Insurance And From Whom?
If Piston Ring Breaks , Will You Get Insurance?
H&M Insurance And P&I Insurance Requirement And Which Is Mandatory
Collision With Fixed Object Who Will Cover It(Insurance Aspect)
Water Craft Liability.
If A Ship Is Sailing Without Any Cargo Insurance, What Are Its Risks And Liabilities?

In P&I Club What’s Health Hazards Covered And Whts Not

How P&I Compensate To Casualty
There Is An Accident Occurred Onboard Ur Ship Say Grounding. How Will U Prepare A
Report To Submit To Office Such That The Vessel Receives P&I Cover.

LIABILITY INSURANCE
Define Accidents
Definition Of Liabilities
Diff Bet Contractual And Third Party Liability?
Third Party Liability – Definition And Example
BLUE Card.
CLC convention, on what conditions owner gets any cover?
in case ur ship hit a oil pipeline and leads it to oil pollution will it come under preview of
clc?
What is Special Clause in CLC
Oil Pollution Claim is 10mil how settlement who r all pay
When can owner exonerate his liability in CLC
Why HNS not entered into force
Hns convention 3 tier of compensesion
features of bunker convention and name of certificate to be carried by ship under this
convention,on what type of ships it is applicable.
name two conv that will help about port ?
Passenger Liabilities
Gas Carrier Pollution Covered by
Wreck Coverage

STCW & MLC

Court case against you can you join ship
COC- STCW what are contents of certificate of competency
What are the additional responsibilities as a C/E as per the new STCW 2010?
Under STCW, as C/E , what training to crew?
stcw 78 and 95 training difference of c/e responsibility?? Security training as per stcw
According to STCW 95, How can you train a crew for Fire fighting?
As a C/E how will you train your staff for Ballast water management?
How will you train Junior engineer? MSDS, what is TLV?
New 2/e familiarization,

STCW is convention or code and why

Stcw 2010 is both convention and code
Why STCW 2010? Why not Amend STCW 95?
The original stcw 1978 is convention 95 and 2010 is code

155
It is an amendment n not new convention
STCW 2010 is an amendment of STCW 78. When a convention undergoes major
amendments, the same will be treated as protocol to that convention and the year of the
protocol will be annexed to the name of the convention.
Stcw2010, regarding lpg carrier familiarization refresher course what additional
requirement for firefighting.
What is the principle behind making STCW 2010
Latest In Stcw 2010.
What are the principles behind alternate certification in STCW 2010
how the curbing of fraudulence regarding the cocs etc is taken care of .?
Coc s for eto, for cook......

Alignment Of Work And Rest Hours With The MLC 2006.

Difference in MLC and stcw rest hrs
Stcw Rest Hours Exceptional Breach. When And What R The Conditions.
What Is Rest Hour Requirement As Per Stcw 2010. What Was In 95?
Rest hours as per STCW & ILO. Why there is an anomaly?
What is the criteria wrt Age limit (he wanted no night work for people below 18) and
Work and Rest hours.
Do You Agree With The Current Regulations Regarding Rest Hours. Give Your Opinion
As A Chief Engineer

MLC 2006,EIF, how many titles?

Training needs onboard vessel for a young seafarer as per MLC 2006.
MLC certificate. Why and what difference it makes from older ILO.

PERSONNEL MANAGEMENT

if ur second engineer stops working suddenly then how u will handle the situation?
Junior engineer is disobeying you what action will you take as chief engineer
A chief has taken an strict action against 4/E, together signed off, after 4/E complained
against C/E how will you defend yourself.
An excellent, hard working and efficient crew member has been falling sick lately. He is
sent ashore for medical exam. The ship sails out and then the report arrives that the
man is HIV positive? How will you tell the person, how will you treat him (not for the
disease) and what will be your action?

Diff. types of maintenance systems onboard ships._PMS,Con. Mon.,Breakdown

Adv. Of Breakdown Maint.
What r the eqpts onboard where u carry out breakdown maint.
Reliable maintenance system
Spares Inventory, effective ways of using spares?

Modern principles wrt Inventory.

Modern inventory handling methods
Inventory Management .What Is Abc Management And Just In Time And Kan Ban
Demand forecasting.
Warehouse flow.
Inventory turn.
Cycle counting.

156
Process auditing.
what is organizational behavior, can you relate it to ism (yes)
What is Crisis and Crowd management?-Answered
what are inter personal conflict
How will you motivate E/R crew?
Motivation, Maslows Theory,Inter Personnel Skills, johari Window
How Will You Manage Manpower In Engine Room.
Human fatigue
crew management technique discussion
Entire crew is on strike what will you do
open & close comm. Which one will prefer & why explain.
Crew making silly mistakes - c/e what action will he take
crew in stress - action as c/e

As Ce Tools Given To Him For Effective Management

OTHER TYPES OF VESSEL

What all insurances a dry ship should carry. I told him about H&M, Cargo insurance
and bunker convention. He went in depth in bunker convention. What all it covers.
Whether it covers pollution caused by lube oil or not.
why flare in container ship?
Why Do Container Ships Suffer From Torsional Stresses??How Do They Counteract
That??Torsion Box Construction, What Takes The Racking Stress Of Container Ships?
How To Define Container Ship Capacity? Types Of Containers? Non Standard
Containers, How To Load The Same On Ship And Few Other Question Related To
Container?
What Is IMDG And What All Marking There On IMDG Container? Class Of IMDG And
Where To Find The Same?
What Are Safeties Provided In Ro-Ro & Container Ships They Have Large
Freeboard ?
Started Telling About The Container Ships' Large Hatch Opening, Torsions, Torsion
Boxes, Structure Of Torsion Box......What All Members...
Then What About Car Carriers?------Told About The Gas Tight Doors Etc.
Chemical carrier types as per construction
Gas carrier latest developments
Test ships safety- tankers-hull related- cargo safety
For gas carrier any convention
Gas Carrier Tank Construction,Boil-Off Handling And Details About Compressor
Room
Test ships safety- tankers-hull related- cargo safety
latest developments in tankers / marpol
How will you align deep well pumps
certificates of chemical tanker
types of gas carriers
For gas carrier any convention
Gas carrier latest developments
differnce between LPG and LNG
What is the Difference between VLCC and ULCC
Oil tanker And Chemical Tanker Differences
Types Of Chemical Tanker

157
Types Of Cargo Examples Of X,Y And Z Chemicals And Definition
Discharge Criteria
Location Of Overboard Discharge
Stripping Requirement And How To Calculate It
Cofferdam Purging Procedures Of Framo
P&A Manual And Contents As Per 94(46)
Washing Procedure Of Chem Tanks.
IBC Code In Detail
Details Of Product Carrier
Define Tanker.
What Is Sweet Cargo And Sour Cargo.
Oil Record Book Part 2 Details
Inert Gas System, Describe Main Five Important Feature of I.G System.
O2 Analyzer Calibration Gas And Certificates
How Much O2 Content Maintain If More What Happen,
How Atmospheric Valve For I.G Work?
IG Requirements And Criteria
In I.G System PV Valve What Is The Function And How Its Work?
Deck Seal Function Draw And Explain And Why It Is Provided?
How Negative Pressure Create In The Tank And Action As A CE?
Cow Washing Criteria.

In the IG system why the IG gas needs to be chilled? The purpose of Chiller and Drier.
What happens when moisture mixes with propane. Supposedly some hard particle is
formed which does not melt.
On gas carriers why is Air Lock for entering the motor room present? How come the
motors of pumps are open to air?
What is ESD? Mention all the locations. How shore ESD will activate the ship ESD??
Fusible plug locations and the fusible material used for the plug.
For cooling of tanks , will you use top spray or bottom spray? Explain cooling circuit. Will
you use expansion valve.

MANAGEMENT
ARENA – Shares with each other
Blind Spot - Self Blind , Others Knows
Hidden - Self Knows , Others Not
Dark - Both self & others Not Know
MURUGANADAM -9962572455

158
ISA international sea bed authority Why is it established
UNCLOS defines the international seabed area—the part under ISA jurisdiction—as “the seabed
and ocean floor and the subsoil thereof, beyond the limits of national jurisdiction”. There are no
maps annexed to the Convention to delineate this area.

Key features in UNCLOS

1. registration
2. Flying flag
3. Right of innocent passage
4. Casualty
5. Safety
6. Security
7. Pollution
8. Zones
9. Land lock state rights
10. psc

Unclos -innocent passage

between a part of the high seas or an exclusive economic zone and the territorial sea
of a foreign State.
There shall be no suspension of innocent passage through such straits.
What is baseline the low-water line along the coast as marked on large-scale charts
officially recognized by the coastal State.

Explain zones as per unclos

1. inland water
2. baseline
3. territorial sea
4. contiguous
5. EEZ
6. Continental Shelf
7. High Seas

Define continental shelf –

1. 100Nm from 2500mtr isobath which is away from base line or
2. 350 Nm from base line whichever greater

What are the UNCLAS provisions towards duties of flag states?

UNCLOS article 94 requires flag state to effectively exercise its jurisdiction and
control in Administrative, technical and Social matters over ship’s flying its flag. The
flag states must:
Maintain a register of ships flying its flag.
Assume jurisdiction under its international law over each vessel and Master, officers
and crew in respect of administrative, technical and social matters over ships flying
its flag.
Takes such measures as necessary to ensure safety at sea with regard to
construction, equipment and sea worthiness, Manning, labour conditions and training
of Ship’s crew members, taking into account applicable international agreements,
use of signals, Maintenance of Communication and prevention of collisions.

1
State UNCLOS provisions on pollution prevention?
States must agree to international rules and standards to prevent pollution from
vessels.
Coastal states may also promulgates enforce pollution regulations in their own
EEZS, which may, in some circumstances, includes imposition of routing restriction.
In territorial sea additional navigational restraints (Eg. Traffic separation schemes
and sea laws) may be imposed on vessels with dangerous and hazardous cargos.
Coastal states and Ports may make entry to internal waters and harbors conditional
on meeting additional pollution regulations.

What are the international laws on Registration?

Every ship shall sail under one flag.
Every state has the Right to have ships flying its flag.
Flag states must ensure, that ships flying their flags are under their effective
jurisdiction and control.

FOC – Flag of Convenience.

Are deemed, by the International Transport workers federation (ITF) to exist, where
beneficial ownership and control of the vessel is found to lie elsewhere, than in the
country of the flag, that the vessel is flying.
Are designated by the ITF fair practices committee, which decides which flags are
FOCs and which are not. The committee maintains a list of the countries offering
FOC facilities and from time to time, adds countries to ro deletes them from the list.
The ciriteria generally include
Whether the country allows non-citizens to own and control vessels.
Whether access to and transfer from the register is easy.
Whether taxes on shipping income are low or non-existent.
Whether the country of registration does not need the shipping tonnage for its own
purposes, but is keen to earn the tonnage fees.
Whether manning by non nationals is freely permitted.
Whether the country lacks the power to impose National or International regulations,
on the ship owners using the flag.
In defining an FOC register, ITF takes as the most important factor, whether the
nationality of the ship owner is the same, as the nationality of the flag.

Structure of IMO? Who elects the secretary general?

General Secretary – Assembly – Council – 5 Main Commities & 7 Sub –Commities
Observers- INGO, NGO, IACS, ICS, Environment activists etc
Candidate nominated by 2 members, Voting by Council members only
Official languages of IMO? Its working language?

how many member countries in IMO till date

IMO currently has 171 Member States and three Associate Members.

Under Which Category India Member of Council

Category B --10 Other States With The Largest Interest In International Seaborne
Trade.
OPRC convention India agreement with which all countries
Ans; srilanka, pakistan, Maldives,
OPRC – OPR plan integrated with national oil pollution response plan(NOS DCP)
2
Differentiate Between Convention And Protocol, Eg Protocol
Ans; Conventions Generally used for formal multilateral treaties with a broad
number of parties. Conventions are normally open for participation by the
international community as a whole, or by a large number of states. Usually the
instruments negotiated under the auspices of an international organization are
entitled conventions

Protocols
A Protocol of Signature is an instrument subsidiary to a treaty, and drawn up by the
same parties. Ratification of the treaty will normally ipso facto (as the result of a
particular fact )involve ratification of such a Protocol.
A Protocol based on a Framework Treaty is an instrument with specific substantive
obligations that implements the general objectives of a previous framework. Such
protocols ensure a more simplified and accelerated treaty-making process.
A Protocol as a supplementary treaty is an instrument which contains supplementary
provisions to a previous treaty.
A Protocol to amend is an instrument that contains provisions to amend former
treaties portions prohibited by treaty to amend by normal amendment procedure.
Protocols are made when major amendments are required to be made to a
convention which, although already adopted but not entered in to force.
An Optional Protocol to a Treaty is an instrument that establishes additional rights
and obligations to a treaty. It is usually adopted on the same day, but is of
independent character and subject to independent
EXAMPLE of protocol- MARPOL73/78

What is the purpose of ILO?

ILO’s main purpose is to raise world labour standards, by building up a code of
international law and practices. It forms policies and holds programmes to improve
working and living conditions enhance employment opportunities and promote basic
human rights.

What is FAL convention?

IMO’s convention on facilitation of Maritime Traffic, 1965 aimed to simplify Port
procedures, including those involving the certificate of registry, but makes no
requirements of ships to be registered.
IMO has developed standardized forms for seven of these documents. They are the:
IMO General Declaration
Cargo Declaration
Ship's Stores Declaration
Crew's Effects Declaration
Crew List· Passenger List
Dangerous Goods
Two other documents are required under the Universal Postal Convention and the
International Health Regulations.

What is ITU?
The international Telecommunication Union is a specialized agency of the UN,
based in Geneva, Switzerland. It promotes international co-operation and sets
standards for telecommunications operation of all kinds.

3
Why amendments SAR required to be made.
All the countries are not fully developed so a regional cooperation was sought with
assistance from developed countries, and also few of the developed countries were
not party to the convention
Cooperation between imo and icao, led to replacement of iamsar ( international
aeronautical and maritime search and rescue )manual with mersar ( merchant ship
search and rescue) and imosar ( imo search and rescue),
Experience of states which had implemented the convnetion

Explain OPRC & HNS Conventions

Ans; OPRC is the international convention on oil pollution preparedness response
and cooperation. EIF:- 13 may 95, India has ratified, providing a global framework for
international co-operation in combating major incidents or threats of marine pollution.
Parties to the OPRC convention are required to establish measures for dealing with
pollution incidents, either nationally or in co-operation with other countries.
Ships are required to carry a “shipboard oil pollution emergency plan”. Operators of
offshore units under the jurisdiction of Parties are also required to have oil pollution
emergency plans or similar arrangements which must be coordinated with national
systems for responding promptly and effectively to oil pollution incidents.
Ships are required to report incidents of pollution to coastal authorities and the
convention details the actions that are then to be taken.
The convention calls for the establishment of stockpiles of oil spill combating
equipment, the holding of oil spill combating exercises and the development of
detailed plans for dealing with pollution incidents.
HNS; Like the OPRC Convention, the HNS Protocol aims to provide a global
framework for international co-operation in combating major incidents or threats of
marine pollution. Parties to the HNS Protocol will be required to establish measures
for dealing with pollution incidents, either nationally or in co-operation with other
countries. Ships will be required to carry a shipboard pollution emergency plan to
deal specifically with incidents involving HNS

Discuss COLREG And Reg 22 And 23

Ans: Part C Lights and Shapes (Rules 20-31)
Rule 20 states rules concerning lights apply from sunset to sunrise. Rule 21 gives
definitions.
Rule 22 covers visibility of lights - indicating that lights should be visible at minimum
ranges (in nautical miles) determined according to the type of vessel.
Rule 23 covers lights to be carried by power-driven vessels underway.
Rule 24 covers lights for vessels towing and pushing.
Rule 25 covers light requirements for sailing vessels underway and vessels under
oars.
Rule 26 covers light requirements for fishing vessels.
Rule 27 covers light requirements for vessels not under command or restricted in
their ability to manoeuvre.
Rule 28 covers light requirements for vessels constrained by their draught.
Rule 29 covers light requirements for pilot vessels.
Rule 30 covers light requirements for vessels anchored and aground.Rule 31 covers
light requirements for seaplanes

4
Part D - Sound and Light Signals (Rules 32-37)
Rule 32 gives definitions of whistle, short blast, and prolonged blast.
Rule 33 says vessels 12 metres or more in length should carry a whistle and a bell
and vessels 100 metres or more in length should carry in addition a gong.
Rule 34 covers manoeuvring and warning signals, using whistle or lights.
Rule 35 covers sound signals to be used in restricted visibility.
Rule 36 covers signals to be used to attract attention.
Rule 37 covers distress signals.

5
Conflict between India and IMO, what will be the effect
mortgage: what, how ,why it is done, its registration process, sequence of its
payment, documents required for it, M.S. act related rules and regulation?
M.s act- who create
How Rule is made to LAW, goes in detail?
act & law difference

Japan built ship mandatory- issue certificate, now to be registered in India.

Provisional registration of a second hand vessel?
Preparation before Registration.
How To Register A Ship In India?
Certificates needed for ship registry in india.( he was referring to some particular
technical certificates needed..)
Documents Required And Submitted. Who Does It. It Happens At Which Ports.
How much is the Indian registered tonnage as compared to world. What govt. of
India is doing to improve Indian tonnage?

If casualty happens, what are the procedure for reporting.. As per ms act
Casuality in kolkata port on board who will look into it
Collision of ship out side india , what surveys are going to be carried out.
what is the provision given in ms act regarding damage and repair survey?

Definition of distressed seaman. Indian outside India? If he is employed in fg vsl n

stuck in India.
As per MS Act, how is a death on board dealt with?
Death on board what as c/e will u do.
What is distress seaman as per MS act?
Cancellation of COC (decision w.r.t MS ACT) - DG order
court case against you can you join ship

psc-defin,administration defin,
Voluntary IMO state audit scheme?

Allow multiple load lines(as per MS ACT) - MS-Notice

MLC amendment act(after passing in RS) - MS-Rule impt certificate when change of
flag?
Junior for training on board – DMET, and workshop, what will be your criterion for
training
STCW section in MS act

6
62.Restrictions on re-registry of abandoned ships.- Where a ship has ceased to
be registered as an Indian ship by reason of having been wrecked or abandoned, or
for any reason other than capture by the enemy, the ship shall not re-registered until
she has at the expense of the applicant for the registry been surveyed by a surveyor
and certified by him to be seaworthy.

Abandon Ship comes under the Wreck and Salvage Part of MS ACT.
Yes "wreck" includes a vessel abandoned without hope or intention of recovery;

If A Ship Is Abandoned Outside Mumbai, How To Recover, who Will Pay?

GOI appointed wreck receiver will handle the abandoned ship & shall be payable to
the salvor (if NAVY involved entitle for claim) by the owner of the vessel, cargo,
equipment or wreck, a reasonable sum for salvage having regard to all the
circumstances .Owner will pay by means of P& I wreck removal Cover. Any arising
dispute will be resolved by admiralty court

7
M.S ACT
Preamble Of MS Act – ( objective , purpose )
An Act to forester the development and ensure the efficient maintenance of an Indian
mercantile marine in a manner best suited to seven the national interests and for that
purpose to established a National Shipping Board and a Shipping Development
Fund, to provide for the registration of Indian ships and generally to amend and
consolidate the law relating to merchant shipping.
what is MS act and its applicability
(1) Unless otherwise expressly provided, the provisions of this Act which apply to
ships which are registered in India or which in terms of this Act are required to be s
registered shall so apply wherever the ships may be.
(2) Unless otherwise expressly provided, the provisions of this Act which apply to
ships other than those referred to in sub-section (1) shall so apply only while any
such ships is within India, including the territorial waters thereof.

What is a national shipping board ? What are the function ?

Members elected by Lok Sabha and Rajya Sabha
Members nominated by the Central Government to represent the Central
Government, Ship Owners, Seamen, and other interests as decided by the Central
Government/
Advise the central government on matters relating to development of Indian
Shipping.
Advise on matters arising out of this Act as to Central government may refer to it.

Difference between ms notice, dg circular and dg order

When any marine law, which has been passed by our parliament or assembly, it has
to be brought into force, that enactment of law by directorate general of shipping is
brought out in the form of "notice".
When any rule or law is to be elaborated for general awareness amongst all the
working members of DG Shipping, the detailed interpretation of the law in simpler
words is brought out in the form of marine circular.
There is usually only one copy of marine notice and it’s posted either on website or
in some newspaper or in some bulletin, On the other hand there can be thousands of
copies for marine circular.
Finally, the marine notice has more legal importance as compared to circulars,
whereas circulars are made to spread general information amongst all.
MS notices need not required to be the outcome of an assembly passed law. Such
assembly passed law will be known as MS-Rule.
Well, otherwise, the only difference I could smell is that the dg circular is not
addressed to any particular person...

What R The Latest Conventions Passed In Parliament.

Ans: MLC & AFS. LLMC amendments,

what is philosophy of registry

1. Every state must fix condition of ships for the grant of nationality of the
registration and for the right to fly its flag.
2. Ship’s have the nationality of the state whose flag they are entitled to fly
3. State must issue to ship’s flying its flag, documents to that effect
4. There should be a genuine link between the state and the ship
8
why a ship required to be registered in which convention does it come
1. State shall effectively exercise its jurisdiction and control in Administrative
technical and social matters over ships flying its.
2. State should maintain a register of ships flying its flag i.e. names and
particulars of ships.
3. State should assure jurisdiction under its laws over ships flying its flag its
master officers and crew in respect of Administrative technical and social
matters concerning the ship.
4. UNCLOS
5. FAL

Types of Registration of ships

1. Open registration / FOC/ Flag of necessity / Free Flag
2. Closed /
a. National- eg India
b. First – UK , Norway
c. Second / Off – Shore / International Ship Register
d. Dual / Parralel/ Bareboat

Why do you require registry of ships

Establishes the ship’s nationality, measurements and tonnage for identification
purpose.
Provides documentary evidence of owner ship.
Allows the ship to operate commercially.
Srap recognition as a vessel of the flat state and employment of the normal
privileges accorded to vessels of the state.
Eg: Consulate assistance in foreign ports.

Disadvantages of ship registration?

india is closed registration type so only Indian can register so it prevents incoming of
Foreign currency
Disadvantage of open registration or flag-of-convenience system ....it allows
shipowners to be legally anonymous and difficult to prosecute in civil and criminal
actions

What Are The Functions Of MMD And Registrar

examination and certification of various grades of competency, inspection and
approval of LSA,FFA, Navigational equipments,
Implementing the rules and regulations under the Act.
Registration of ships
Tonnage measurement of ships
Investigation of casualties
Assessment of stability ships
Exercising Port State Control
Survey of Sailing vessels
Prototype approval of safety equipment and fittings on ships
Survey of ship’s communication equipment

9
Define Sea Worthiness
Under section 334 a ship is said to be unseaworthy "when the materials of which she
is made, her construction, the qualification of master, the number, description and
qualification of the crew including officers, the weight, description and stowage of the
cargo and ballast, the condition of her hull and equipment, boilers and machinery are
not such as to render her in every respect fit for the proposed voyage or service."

UNSAFE SHIP
Under section 336, unsafe ship may be defined an unsafe ship, that is to say, is by
reason of the defective condition of her hull, equipment or machinery, or by reason of
overloading or improper loading, unfit to proceed to sea without serious danger to
human life, having regard to the nature of service for which she is intended

Unseaworthy ship:-
1. A ship is unseaworthy, when the material which she is made and her
construction and design is faulty and not as per laid down regulation.
2. A ship is unseaworthy when its master, officers and crew are not qualified and
are not as per safe manning of the ship.
3. Not having enough certificates according to law make the ship unseaworthy.
4. A ship is said to be unseaworthy when the machinery or equipment is missing
which should have been installed as per any regulation.
5. An unseaworthy ship poses serious threat to human life.
6. A ship is said to be unseaworthy when its machinery or equipment is not able
to perform its duties for the intended voyage.
7. Wrong weight, description and stowage of cargo and ballast make the ship
unseaworthy for the voyage.

Unsafe ship:-
1. A ship is said to be unsafe, when the hull and equipment is temporarily
defective and the ship is unsafe for that proposed voyage.
2. A ship is said to be unsafe when its master, officers and crew are qualified but
do not follow the safe working practices.
3. Not maintaining the required provisions laid down in certificates can make the
ship unsafe during the voyage.
4. A ship is said to be unsafe if the machinery or equipment is placed on board
but found not working or the maintenance plan is not being followed.
5. An unsafe ship does not pose serious threat to human life.
6. A ship is said to be unsafe when its machinery or equipment is operated
wrongly at any instance by the ship's crew in the voyage.
7. Wrong procedure of ballasting, deballasting or negligence of crew towards
stowage of cargo makes the ship unsafe at any instance during
voyage.
Difference of unseaworthy ship and unsafe ship in details
In broad perspective or loosely we can say that unseaworthiness depends on
design factors and physical factors. Also unseaworthy is a condition.
But ship becomes unsafe due to human factors. It is an act.

10
In case u have 3 generator and the condition is such, u can sail with 1 gen
which can take full load +manuv takes 2 gen ,can u sail out with it?
No absence of required equipment without any alternate arrangement & approval
makes the ship Unseaworthy.

What provisions are given in M.S.Act for actions taken when a ship is declared
"unsafe"? In india port,what action port state take on finding unsafe ship
A ship declared Unsafe shall be provisionally detained by FSI / PSC. The Central
Government / PSC shall order the ship to be released as soon as it is satisfied that
the ship is fit to proceed to sea without danger to human life. Sec 336. Right of
appeal , Court action ,cost incurred etc

As per M.S.Act your ship has been deemed as UNSAFE ship. What actions will
you take as a chief engineer as per provisions given in m.s.act.
Even unsafe ship is not posses serious threat it will be detained by authorities. The
reason for the detention shall be dealt appropriately to release the ship from
detention. Root cause analysis to be carried to arrive Necessary corrective &
preventive actions.

If The Vessel Is In Absolute Top Class Condition But The Statutory Certificates
Are Expired, Is The Vessel Still Seaworthy?
No. ship is Unseaworthy & not to sent to sea

Obligation of owner to crew with respect to seaworthiness. Sec 335

In every contract of service, express or implied between the owner of an Indian
ship and the master or any seaman thereof, and
in every contract of apprenticeship whereby any person is bound to serve as an
apprentice on board any such ship, there shall be implied, notwithstanding any
agreement to the contrary,
an obligation on the owner that such owner and the master, and every agent
charged with the loading of such ship or the preparing thereof for sea, or the
sending thereof to sea, shall use all reasonable means to ensure the
seaworthiness of such ship for the voyage at the time when such voyage
commences, and to keep her in a seaworthy state during the voyage.

For the purpose of seeing that the provisions of this section have been complied
with, the Central Government may, either at the request of the owner or
otherwise, arrange for a survey of the hull, equipment or machinery of any sea-going
ship by a surveyor.

MASTER" includes any person (except a pilot or Harbour master) having command
or charge of a ship;

SEAMAN" means every person (except a master, pilot or apprentice) employed or

engaged as a member of the crew of a ship under this Act, but in relation to sections
178 to 183 (inclusive) includes a master;

DISTRESSED SEAMAN" means a seaman engaged under this Act who, by reason
of having been discharged or left behind from, or shipwrecked, in any ship at a place
outside India, is in distress at that place;
11
Sea keeping
Sea keeping ability is a measure of how well-suited a vessel is to conditions when
underway. A ship or boat which has good sea keeping ability is said to be very
seaworthy and is able to operate effectively even in high sea states.

UK COC want to sail in Indian ship – which section of MS act allows

Sec 86.Recognition of certificates of competency or service granted in other
countries.- (1) If provision is made by the law in force in any country other than India
for the grant of certificates of competency or service similar to those referred to in
this Act, and the Central Government is satisfied-
(a) that the conditions under which any such certificates are granted in that country
require standards of competency or service not lower than those required for the
grant under this Act of corresponding certificates; and
(b) that certificates granted under this Act are accepted in that country in lieu of the
corresponding certificates granted under the laws of that country;
the Central Government may, by notification in the Official Gazette, declare that any
certificate of competency or service granted under the laws in force in that country
and specified in that notification shall for the purposes of this Act be recognised as
equivalent to the corresponding certificate of competency or service granted under
this Act and specified in the notification.
(2) Whenever the provisions of this Act require that a person employed in any
capacity on board any ship shall be the holder of a specified certificate of
competency or service granted under this Act, any person employed in that capacity
shall, if he is the holder of a certificate recognised under sub-section (1) as
equivalent to the first-mentioned certificate or to a certificate of higher grade granted
under this Act, and still in force, be deemed to be duly certificate under this Act.

Oil spill punishment in MS act

Ans; oil spill 5 lakhs rupees fine to master or the person concerned
IOPP equipment not fitted – 10000 rupees fine
Not maintaining oil record book – 5000 rupees., imprisonment of six months or fine
or both if willfully make an false entry or destroys entries
If master refuses to certify the entries in the oil record book then 100rupees fine.

What penalties are given to oil record book offenses?

If a ship fails to carry such an oil record book as it is required to carry under rules the
owner or Master shall be liable on summary conviction to a fine.
If a person fails to comply with any requirement imposed on him, he shall be liable
on summary conviction to a fine.
If any person makes an entry in any oil record book carried which to his knowledge
false or misleading in any materials in particular, he shall be liable:-
On summary conviction, to a fine not exceeding to statutory maximum, or
imprisonment for a term not exceeding 6 months, or both.
On conviction indictment, to a fine or imprisonment for a team not exceeding 2 years
or both.

MS amendments/ chapters
Ans: The Merchant Shipping Act, 1958 has been amended on thirteen occasions
since 1958 and the major amendments were made as indicated below :-
12
(a) In 1966, the provisions of the International Convention for the Safety of Life at
Sea, 1960 were inserted in the Act;
(i) The Special Trade Passenger Ship Agreement, 1971 and
(ii) The Protocol on space Requirements for Special Trade Passenger Ships, 1973.
The amended provisions of Law aim at upgrading safety requirements applicable to
special Trade Passenger Ships (Formerly known as unberthed Passenger Ships)
(e) In 1979, provision for placing an obligations on the persons obtaining certificates
of competency under the Act to serve Government or Indian Ships for a specified
period was incorporated in the Act;
(f) In 1981, provisions to enable the Co-operative Societies to own and register ships
was incorporated in the Act;
(g) In 1983, the provisions of the International Convention on Control and Prevention
of Pollution of Sea by ships in accordance with the amendments to the 1954 Oil
Pollution Convention; giving provisions for civil liability for Oil Pollution damage, was
incorporated in Part X B of the Act. The 1983 amendment act also provided to insert
new provisions for registration of fishing boats, their inspection etc, in Part XVA of
the Act,
(h) In 1984 provisions in relation to Welfare of Seamen and insurance of crew of
sailing vessels, etc. was incorporated in the Act;
(i) In 1986, Section 80 of the Act regarding grant of certificate of service to naval
officers was deleted from the Act, as the International Convention on Standards of
training, Certification and Watch-keeping 1978 (to which India is a party) does not
permit grant of certificates of service without examination.
(j) In 1986, an Act called the Shipping Development Fund Committee (Abolition)
Act,1986 was passed to abolish the SDFC constituted under the M.S. Act, 1958. The
Central Government delegated the Shipping credit and Investment Company of India
Limited, a Company registered under the Companies Act, 1956 ( 1 of 1956) with all
its functions in 1987.
(k) In 1987 provision with regard to manning of ships by certificated officers in
accordance with the Standards of Training, Certification and Watchkeeping
Convention of 1978 was inserted in the Act;
(l) In 1988, provisions of the International Convention on Civil Liability for Oil
Pollution Damage, 1969 and its 1976 Protocol was inserted in Part XB of the Act;
(m) In 1993, on the recommendation of the M.S.Act Review Committee, the Sections
21,42,45,51, 412 and 414 of the M.S. Act, 1958 were amended. The Govt. of India in
1991, set up a Review Committee under the Chairmanship of Director General of
Shipping to review the Merchant Shipping Act 1958 in its entirety taking into
consideration the international conventions which India has ratified but not enacted
statutorily. The Committee has gone into depth of the provisions of M.S. Act 1958
and has suggested wide ranging amendments of various sections including the
preamble. The intent and purpose of the Act is better explained in the suggested
preamble by the Review Committee which now includes to provide for registration of
Indian ships, safety of ships, welfare of seafarers etc.
These suggestions/recommendations of the Review Committee are under
consideration of the Government to amend the M.S. Act 1958 for incorporating the
same. The policy of liberalization adopted by the Government since 1991 has also
been taken care of for inclusion in the Merchant Shipping Act.

amendments 2002

13
seamen’s employment office role has been re defined to control and regulate the
manning agent, and recruitment and placement service, instead of controlling and
regulating the employment of seaman.
Central govt has been empowered to prescribe different manning scales for different
types of ships
Act was amended to improve CLC 92 protocol and fund convention 92 amendment
Solas 74 as amended in 1988 to implement the provisions of Loadlines conventions
1966 as amended in 1988,
To harmonize the survey and certification (HSSC) procedures with those of solas
convention 1974 as amended in 1988, to enable the central govt to implement the
provisions of LLMC 76

Amendment 2003
substitution for a new section added 356 Provisions of port state inspections on
Indian ports, issue of certificates under MARPOL for annex I, II, IV. To any non
Indian ship in India and to Indian ship abroad on the request of the flag state.
Regulation for the noxious liquid substances and its associated equipment’s added
to the act,

seaman welfare fund

grant of monthly exgratia monetary assistance of rs 200 to medically unfit seaman/
widows
Adhoc ex gratia on death of seaman – 5000 rs for foreign going and 3000 for home
trade
Educational scholarship to children of seaman
Grants to various seafarers clubs hostels homes for recreation and other welfare
facilities
Financial assistance to distress seaman effected by natural calamities- cyclone
floods riots
Advance of wages to seaman to the vessels of ex shipping company who could not
meet their liabilities- goes into liquidation
Death compensation to the widows- 40000 rs

Contribution to the fund

From foreign shipowners, by way of wage differential between international and
Indian wage- initial corpus
By way of transfer of fines imposed on seaman. And voluntary donations
Fees from govt, -aid
Unemployment relief contribution received from shipowners,
Interests earning of thereof.

Construction of welfare fund 16 members

Chairman- DG
Vice chairman- Dy DG
Two Indian Shipowners reps
2 govt nominee
2 foreign shipowners reps
one person representing Indian public sector shipping company
4 – seaman
merchant navy officer
14
1 secretary
treasurer

Responsibilities Of Seaman As Per MS Act. 190.

Misconduct endangering life or ship.- No master, seaman or apprentice belonging to
an Indian ship, wherever it may be, or to any other ship, while in India, shall
knowingly-
(a) do anything tending to the immediate loss or destruction of, or serious damage
to, the ship, or tending immediately to endanger the life of, or to cause injury to any
person belonging to or on board the ship; or
(b) refuse or omit to do any lawful act proper and requisite to be done by him for
preserving the ship from immediate loss destruction or serious damage, or for
preserving any person belonging to or on board the ship from danger to life or from
injury.
191.Desertion and absence without leave.-
194.General offences against discipline
1. if he is guilty of willful disobedience to any lawful command or neglect of duty;
2. if he assaults the master or any other officer of the ship;
3. if he combines with any of the crew to disobey lawful commands or to neglect
duty or to impede the navigation of the ship or retard the progress of the
voyage;
4. if he willfully damages his ship or commits criminal misappropriation or breach
of trust in respect of, or willfully damages any of, her store or cargo.

195.Smuggling of goods by seamen or apprentices.-

If a seaman lawfully engaged is convicted of an offence of smuggling opium, hemp
or any other narcotic drug or narcotic,
196.Entry of offences of official logs.-
202.Payment of fines imposed under agreement to shipping master.-
208.On change of master, documents to be handed over to successor.-

Enumerate The Benefits Of Seaman

1. Issuance of Continuous discharge certificate
2. Issuance of certificate of competency provisions
3. Repatriation of seaman
4. Medical examination and treatment of sick seaman
5. Maritime lien over the ship
6. Distress seaman benefits
7. Welfare benefits
8. Provisions health and accommodations- working condition benefits
9. Allowances for short and bad provisions
10. Enquiry(inspection) upon complaint by a seaman
11. Special provision for the protection of seaman in respect of litigation
12. Property of deceased seaman
13. Payment of wages
14. Advance and allotment of wages
15. Settlement of wages
16. Working hours of seaman
17. Wages on termination of service by wrecks illness etc

15
Suppose You Are 2/E On A Foreign Ship, And You Are Injured Or Dead What
Are The Provision In MS Act
Ans; 174.Expenses of medical attendance in case of illness.- (1) If the master of an
Indian ship, or a seaman or apprentice, receives any hurt or injury or suffers from
any illness (not being a hurt, injury or illness due to his own wilful act or default or to
his own misbehaviour), resulting in his being discharged or left behind at a place
other than his proper return port, the expenses of providing the necessary surgical
and medical advice, attendance and treatment and medicine, and also the expenses
of the maintenance of the master, seaman or apprentice until he is cured, or dies, or
is brought back to the port from which he was shipped or other port agreed upon
after receiving the necessary medical treatment, and of his conveyance to that port,
and in case of death, the expenses, if any, of his burial r cremation shall be defrayed
by the owner of the ship without any deduction on that account from his wages.
(2) If the master, seaman or apprentice is on account of any illness or injury
temporarily removed from his ship, at a port other than his proper return port, for the
purpose f preventing infection, or otherwise for the convenience of the ship, and
subsequently returns to his duty, the expenses of removal and of providing the
necessary surgical and medical advice, attendance and treatment and medicine and
of his maintenance while away from the ship, shall be defrayed in like manner.
(3) The expenses of all medicines, and surgical and medical advice, attendance and
treatment, given to a master, seaman or apprentice while on board his ship, shall be
defrayed in like manner.
(4) In all other cases any reasonable expenses duly incurred by the owner for any
master, seaman or apprentice in respect of illness, shall, if proved to the satisfaction
of the Indian consular officer or a shipping master, be deducted from, the wages of
the master, seaman or apprentice.
(5) Where any expenses referred to in this section have been paid by the master,
seaman or apprentice himself, the same may be recovered as if they were wages
duly earned, and, if any such expenses are paid by the Government, the amount
shall be a charge upon the ship and may be recovered with full costs of suit by the
Central Government.

what are the provisions for property of the deceased seaman

152.Master to take charge of the effects of deceased seamen.
The master shall thereupon enter in the official log book the following particulars,
namely:-
(a) a statement of the amount of money and a detailed description of the other
effects;
(b) a statement of the sum due to the deceased for wages and of the amount of
deduction, if any, to be made from the wages.
If the ship touches a foreign port for forty-eight hours elsewhere, the master shall
report the case to the Indian consular officer at such port
if consular thinks necessary then he will take charge of the property of deceased
seaman and shall give a receipt to the master The receipt shall be produced by the
master to the shipping master within forty-eight hours after his arrival at his port of
destination in India.
If ship is coming to India then the master shall, within forty-eight hours after his
arrival at his port of destination in India, pay and deliver and property to the shipping
master at that port.

16
if the deceased seaman dies at any place outside India leaving any money or effects
not on board the ship, the Indian consular officer at or near the place shall claim and
take charge of such money and other effects
An Indian consular officer to whom any property of a deceased seaman or
apprentice is delivered, may think of selling such property with permission of the
dependent of the deceased seaman or shall remit the property to the shipping
master at the port of engagement of the deceased seaman.
Disposal of unclaimed property of deceased seamen, such property shall be with
shipping master for 1yr then he will sell it and put the money in public account of
India

what is a marine casualty?

A marine casualty means an event, or a sequence of events, that has resulted in any
of the following which has occurred directly in connection with the operations of a
ship:
.1. the death of, or serious injury to, a person;
.2. the loss of a person from a ship;
.3. the loss, presumed loss or abandonment of a ship;
.4. material damage to a ship;
.5. the stranding or disabling of a ship, or the involvement of a ship in a collision;
.6. material damage to marine infrastructure external to a ship, that could seriously
endanger the safety of the ship, another ship or an individual; or
.7. severe damage to the environment, or the potential for severe damage to the
environment, brought about by the damage of a ship or ships.

A marine incident means an event, or sequence of events, other than a marine

casualty, which has occurred directly in connection with the operations of a ship that
endangered, or, if not corrected, would endanger the safety of the ship, its occupants
or any other person or the environment.
. However, a marine casualty and a marine incident does not include a deliberate act
or omission, with the intention to cause harm to the safety of a ship, an individual or
the environment

what is tonnage tax and How will u calculate tonnage tax technically?
Ans; Govt. of India has introduced tonnage tax in the Finance Bill, 2004 it is a tax payable by
the shipping companies to the income tax department, in consultation with the DG shipping.
According to the guidelines, each qualifying ship will have to provide training to one trainee
officer for a complement of 10, based on Safe Manning Document
This amount so collected from trainee officers is payable back to such trainees by MTT, in
case they work for such tonnage tax companies for a period of 3 years. This provision has
been contemplated to mitigate the problem of shortage of officers availability to Indian flag
vessels
In case of ship owned or chartered-in by the tonnage tax company, (other than space or slot
charters), the number of man-days shall be equivalent to the number of days for which such
ships are operated by the tonnage tax company during the financial year multiplied by the
number of trainee-officers required on such ships based on one (1) trainee officer for every
ten (10) complement as per the Minimum Safe Manning Document or pro rata thereof.
In case of space charters or slot charters, the number of man-days to be calculated by
dividing the Net Tonnage of slot / space charters of the tonnage tax company by the Net
Tonnage Factor and multiplying the result by number of days for which such ships are

17
operated by the tonnage tax company during the financial year and shall include any
shortfall of the immediately preceding financial year brought forward in accordance
The Net tonnage factor for the financial year 2006-07 (AY 2007-08) has been worked out as
11401. This may be used in conjunction with net tonnage of slot/space charters calculated
under the notification issued in the official gazette to work out the minimum training
requirement for such arrangements for the FY 2006-07.
Explanation � For the purpose of these Guidelines, any shortfall in meeting the minimum
training requirements brought forward from any preceding financial years shall not be
considered for calculating twenty five percent of the minimum training requirement.
16) In the event that the tonnage tax company is not in a position to meet any training
requirement by virtue of the type of vessels it owns or its trading pattern, such tonnage tax
company shall pay ten (10) times such training fees that the Trust would have received from
trainee officers, if they had been accepted for training, in addition to the administrative cost
to the Trust in lieu of their obligation hereunder. The Directorate General of Shipping shall on
the merit of each case grant exemption to the Tonnage Tax Company on not being able to
meet the minimum training requirement and opt to pay fees as provided hereunder, in lieu of
training.

How many IMO and ILO conventions India has ratified

Ans. IMO conventions
SOLAS 74
Protocol SOLAS 78
PROTOCOL SOLAS 88
Protocol MARPOL 73
COLREG 72
FAL
LOAD LINE 66
PROTOCOL LAOD LINE 88
TONNAGE 69
CLC 69
PROTOCOL CLC 76
FUND
PROTOCOL FUND 76
PROTOCOL FUND 92
CSC 72
INMARSAT
STCW 78
STCW95
SALVAGE
SAR 79
STP71
STP PROTOCOL 73
SUA
ILO conventions
MINIMUM AGE CONVENTIONS ( 15)
MEDICAL EXAMINATIONS OF YOUNG PERSONS( 16)
SEAMANS ARTICLES OF AGREEMENT( 22)
SEAFARERS IDENTITY DOCUMENTS (108)
MINIMUM STANDARD CONVENTION ( 147)

18
What are the functions of classification societies
Set the technical standards for ships.
Provide inspection & assistance, to enable the shipping industry to meet the required
standards.
Regularly publish the survey stapes of classed ships, and other vital information, in
the registration books
Provide other services to industry such as ship or system designing, burke fuel and
Lub oil analysis and quality system accreditation.

What are the functions of IACS

The purpose is to provide consultation and co-operation with relevant National and
International Maritime Organisation. To co-operate closely and actively with marine
industries. To get united standards of its members society and verify periodically that
classification societies are maintaining these standards.

What are the Aims of IACS?

To help IMO to ensure that international safety and Anti pollution rule are technically
adequate for the requirement of shipping are based on the most advanced
knowledge an experience in current use.
To provide united standards on fundamental matters (Such as longitudinal and
transport not to leave the initiative with rules in the field which would tenet to inhibit
technical problem.

Discuss about the Accomodation space with respect to the tanker?

Accomodation Space shall be positioned aft of all cargo tanks, slop tanks. A single
failure of a deck or bulk head should not permit the entry of gas or fumes from the
cargo tank into the accommodation.
Accomodation and deck house vents are to be arranged so as to complement the
cargo tank venting system. These vents should be situated as far as aft as
practicable.

ICS – international chamber of shipping

Is an international association of National trade associations representing ship
owners and operators.
Has been established in 1921.
Shoves Secretariat with ISF.
Encouraging high standards of operation and efficient shipping services.
Strives for regulatory environment to support shipping operating protection of
environment and adherence of standards.
Has a membership of 30 countries ship owners association representing more than
50% of the world tonnage.
Presses for recognition of commercial facts of quality.

ISF – International shipping Federation?

Is an international employers organization for ship owners.
Is concerned with labour affairs and train issues at international level.
Is a sister organization of ICS.
Has a membership of 30 countries representation 50% of world tonnage.
Is the oldest international federation for ship owners.
19
 Has 3 Main Aims:
To act as a clearing house on developments relating to Maritime Employment.
To propose and co-ordinate the position of information to ship owners on those
developments.
To represent its member’s interest with unions particularly with bodies concerned in
this matter.

SIGTTO
Society of International Gas Tanker and Terminal Operators.
Non profit making Organisation representing gas tanker and terminal owners and
operators.
Main aim is to provide/promote high operational standards and safe pracitises on
gas tanker and terminals.
Provides technical advice and support for its members.
Permits members to benefit by:
Reporting casuality statistics.
Providing a technical library.
Giving project proposals and advice.
Updating publications as required free of cost.
Maintaining a relation with other bodies including IMO.

OCIMF:
Oil Companies International Maritime Forum
Is a voluntary association of oil companies having an interest in shipment and
terminals of crude oil and oil products, formed in London.
Identify critical safety and pollution issues and develop and polish.
Help IMO and regulatory bodies to develop new conventions and regulations to
enhance the construction and operation of ships and terminals.
Increase public awareness on oil pollution.
Currently has 40 members.
Also has two consultative status with UNESCO and ISO.
Presets views of members to individual Governments.
Undertake research projects, prior issuing guidelines

20
Surveys On A Passenger Vessel. Whats Diff Compared To Cargo Vessel.
What R Anti rolling Arrangements In New Passenger Ships.
Reserve Dynamic Buoyancy Of A Rolling Ship

How may type of ship as per solas -Passenger ship and cargo ship & Definition
cargo ship : Ship other than passenger ship
passenger ship” means a ship carrying more than twelve passengers;

Definition As Per M.S. Act

Passenger Ship :- Ships to carry Persons 12 & above .

Special trade means Conveyance of Large no. of Passengers by sea within prescribed areas.

Special trade passenger ship is a mechanically propelled ship to carry more than 30 Special
trade Passengers in spaces of weather / Upper deck or between decks which accommodate
more than 8 Passenger includes pilgrim persons.. A special trade Passenger ship safety & A
Space certificates to be carried

Definition of Passenger
passenger” means any person carried on board a ship except—
a person employed or engaged in any capacity on board the ship on the business of the ship;
(b) a person on board the ship either in pursuance of the obligations laid upon the master to
carry shipwrecked, distressed or other persons or by reason of any circumstances which neither
the master nor the charterer, if any, could have prevented or forestalled;
(c) a child under one year of age;

What is special Personnel

“Special personnel” means all persons who are not passengers or members of the crew
(or children of under one year of age) and who are carried on board in connection with
the special purpose of that ship or because of special work being carried out aboard
that ship

Which certificate mentions the max number of people u can carry?

Safe Manning Certificate
Cargo Ship Safety Equipment Certificate Supplementary Form E,
International Sewage Pollution Prevention Certificate
Accommodation Certificate as per ILO

Stability of cargo and passenger ship.(with diagram)Is it Stability criteria of cargo

and pax ship?
It is general intact stability criteria for all ships. Only additional for passenger ship is
AOH not more than 10 degrees when all passengers come to one side of the ship and
AOH not more than 10 degree when the ship is turning. Diagram is the stability curve
that is gz curve. Righting lever against angle of heel ...
Different between product and crude in tanker
If the vessel continues to operate with CBT, she should be designated as a product carrier.
If the vessel is provided with cow only she should be designated as a crude carrier.
If the vessel is provided with SBT, she should be designated as a crude / product carrier.
If the vessel is provided with CBT + Cow, she should be designated as a crude / product carrier
and not carry any cargo in the CBT.
For crude, she may load CBT having cow machine in CBT
For product carriers, she cannot load in CBT.
A Tanker that carries oil in its crude form, as obtained from the Earth, is called a “Crude oil
Tanker”.
A wide range of products are carried by Tankers, including:
Hydrocarbon products such as oil, LPG, and LNG
Chemicals, such as ammonia, chlorine, and styrene monomer
Fresh water
Wine
These ships are called “Product Carriers”
A chemical tanker is a type of tanker designed to transport chemicals in bulk.
Ocean-going chemical tankers generally range from 5,000 metric tons of deadweight (DWT) to
40,000 DWT in size, which is considerably smaller than the average size of other tanker types
due to the specialised nature of their cargoes and the size restrictions of the port terminals
where they call to load and discharge.
Chemical tankers normally have a series of separate cargo tanks which are either coated with
specialised coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The
coating or cargo tank material determines what types of cargo a particular tank can carry:
stainless steel tanks are required for aggressive acid cargoes such as sulfuric and phosphoric
acid, while 'easier' cargoes - e.g. vegetable oil - can be carried in epoxy coated tanks.
Chemical tankers often have a system for tank heating in order to maintain the viscosity of
certain cargoes - typically this system consists of a boiler which pumps pressurized steam
through so-called 'heating coils' - stainless steel pipes - in the cargo tanks, thus transferring heat
into the cargo which circulates in the tank by convection. Many modern chemical tankers feature
double hull construction and have one tank for each pump with separate piping, which means
that each tank can load a separate cargo without any mixing. Tank cleaning after discharging
cargo is a very important aspect of chemical tanker operations, because tanks which are not
properly cleaned of all cargo residue can adversely affect the purity of the next cargo loaded.
Before tanks are cleaned, it is very important that they are properly ventilated and checked to be
free of potentially explosive gases.
Differentiate between a product and crude oil tanker
Product tanker: Oil tanker engaged in carrying oil other than crude oil is termed
product tanker
Chemical tanker: A ship constructed for the carriage in bulk of any liquid product listed
in chapter 17 of IBC code (international bulk chemical code)
Crude oil tanker: Any tanker used in carriage of crude oil in bulk
Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether or
not treated to render it suitable for transportation
How Does Your Company Decide Whether Your Ship Capable Of Being Charterd .Who
Will Decide
OCIMF VIP VPQ
Can we say that Oil tanker is more dangerous for cargo carriage whereas the
product tanker is more dangerous when different products are loaded and
unloaded.? Or any other views?
I guess in my opinion product is dangerous, because when there is a change in the
product and if the tank has some amount of cargo left and the new product is loaded it
could react and have an adverse effect, certain products like "Naphtha" are highly
volatile and inflammable, so it poses a risk when loading and discharging cargo. Correct
me if i'm wrong guys.
Going by the basics, I feel crude is more dangerous, due to the low flash point and high
H2S content it may contain.
Well commercially looking at it, I think handling i.e., loading/unloading of products is
more critical esp. If loading multiple cargo. As the cost of refined products is much
higher and any mixing of cargo is sinister. Whereas, looking at safety aspects, C.O.
Tankers are more dangerous for transportation for the same reasons mentioned earlier.
So, for a product tanker that carries same cargo throughout the life has no very less
danger due to its cargo compared to Crude tanker, right? How about "Load on top" in
product tankers?

What Is Vetting Inspection And What All Preparation As A C/E.

Explained This With VIQ, SIRE
And In Depth Preparation Of E/R For Vetting.
Emphasised On Good House Keeping As A Direct Indicator Of E/R In Good Condition.
Types Of Certificates P&A Manual , SOPEP
1. International tonnage certificate
2. International load line certificate
3. International loadline exemption certificate
4. Certificates for masters, officers and rating
5. International oil pollution prevention certificate
6. International air pollution prevention certificate, ( eiapp for new ships )
7. Copy of doc, and smc
8. Cargo ship safety certificate
9. Cargo ship safety equipment
10. Cargo ship safety construction certificate
11. Cargo ship safety radio certificate
12. Clc certificate
13. International sewage pollution prevention certificate
14. Certificate of compliance for vdr
15. International ships security certificate

Documents
1. Intact Stability
2. Damaged Control Plan
3. Minumum Safe Manning Document
4. Fire Safety Training Manual
5. Fire Control Plan Booklet
6. On Board Training And Drills Record (Official Log Book)
7. Oil Record Book
8. Garbage Management Plan And Record Book
9. Cargo Securing Manual( Container Ship)
10. Nox Technical File
11. Ship Board Oil Pollution Emergency Plan
12. Ships Security Plan
13. Sms Manual
14. Continuous Synopsis Record

Oil tanker Certificates & Documents;

1. statement of compliance if vessel is older than 15 yrs

Documents
1. record of ODMCS for last ballast voyage
2. ODMC operational manual
3. crude oil washing manual
4. DCBT operation manual

What are regulatory Surveys?

Regulatory Surveys are those which are required by class, various conventions etc, and
are necessary to be complied and full filled with.

What Are Statutory Surveys?

PSSC, SAFCON , SEQ, SRT,LL, IOPP, COF –IBC, COF-IGC, ISPPC, IAPP, IEEC
What Is HSSC
Ans; Protocol of 1988 relating to the International Convention for the Safety of Life at Sea 1974,
which harmonies the periods of validity and intervals between surveys for the nine main
convention certificates. In so doing it aims to simplify the survey and certification process, HSSC
will bring benefits to the industry in terms of flexibility of survey schedule, reduced numbers of
surveyors, survey time and paperwork, all therefore reducing costs.

Under HSSC, What are the certificates are issued?

The Certificates issued under ‘HSSC’ are-
1. International Load Line Certificate - 5 years
2. IOPP Certificates - 5 years
3. Passenger Ship Safety Certificate - 1 year
4. SAFCON Certificate - 5 years
5. Safety equipment Certificate - 5 years
6. Ship Radio Telegraphy - 5 years
7. EAIPP & IAPP Certificate - 5 years
8. ISSC - 5 years
9. International pollution certificate for
Noxious liquid substances in bulk - 5 years
10. Certificate of fitness for carriage of
dangerous chemicals is bulk - 5 years.

Under the HSSC, there are seven types of survey:

a) Initial Survey: it is a complete inspection before the ship is put into service of all the items
relating to the particular certificate to ensure that relevant requirements are complied with
b) Renewal Survey: it is the same as periodical survey but also leads to issue of new
certificate.
c) Periodical Survey: is an inspection of all the items relating to the particular certificate to
ensure that they are in a satisfactory condition.
d) Intermediate Survey: is an inspection of specified items relevant to a particular certificate
to ensure that they are in satisfactory condition
e) Annual Survey: is a general inspection of the items relating to the particular certificate to
ensure that they have been maintained and remain satisfactory for service.
f) Inspection of the Outside of the Ships Bottom: is an inspection of ships underwater part
and related items to ensure that they are satisfactory in condition.
g) Additional Survey: it is an inspection either general or in partial according to the
circumstances made after repairs resulting from accidents, investigations or renewal

Any one can say how to find out anniversary date in any certificate? Is that
mention in certificate or not ?
It is mentioned in certificate, you can check sample certificate from marpol.
Expiry date will be mentioned on the certificate. The date and month of the expiry date
will be the anniversary date of every year to the certificate that requires annual
endorsement.

What are permanent certificates onboard a ship?

1. Certificate of registry 2. Tonnage with Panama & Suez
What are the type of passenger ship which does not require passenger ship
safety certificate and exemption certificate.- Special Trade Passenger ship

Suspension of class what you will do? Re activation survey( Laid up/
Disclassed’ means class has been suspended or withdrawn..
PR1C - Procedure for Suspension and Reinstatement or Withdrawal of Class in
Case of Surveys, Conditions of Class or Recommendations Going
Classification will be reinstated upon satisfactory completion of the surveys due. The
surveys to be carried out are to be based upon the survey requirements at the original
date due and not on the age of the vessel when the survey is carried out. Such surveys
are to be credited from the date originally due. However, the vessel is disclassed from
the date of suspension until the date class is reinstated.

All statutory certificates are valid and in inspection ship is found to be

unseaworthy, who is to be blamed and why.
If the reason for the unseaworthiness occurred after issuing certificate ship owner is to
be blamed. If it is otherway Shipowner & R.O Surveyor to be blamed. It is duty of owner
to maintain ship seaworthy before voyage commence & at all time of such.

A dubai flag ship is in india and an indian inspector comes onboard ( is it flag
state inspect ion or port state inspection) –
if he is a member of IACS then he is representing flagstate & if indian administration is
coming on board then it is port state inspection.

A dubai flag ships is in dubai and an indian inspector comes onboard(is it a flag
state or a port state inspection)—
if he is a member of IACS then he might be representing from a flag state

Diff b/w safety construction and construction cert?

I told as per ms act but he said that is national reg what is international reg. I said its
same if ship is above 500gt and doing intl voyage etc etc thn he asked where you will
find it in international reg. I said solas .. He gave me solas copy and told me to show.

Safcon survey ur duty as ceng?

Told him everything what all things covered quarterly listing previous survey reports items
covered and on n on but was stopped in between and asked where are the guidelines for this
written from where you will follow i said procedures laid down by class but guess it was wrong i
shud have said ism.

NAME SAFETY CERTIFICATES –

1. SAFCON
2. SEQ with Supplementary and - Type approval, Installation, Periodical Test
3. SRT with Supplementary and - Type approval, Installation, Periodical Test
4. FFA , LSA ,CARGO & Lifting gear – Type approval, Installation, Periodical Test
5. DOC,
6. SMC,
7. ISSC
A new Cargo Ship Safety Certificate (CSSC), which includes provision for recording all the
surveys required for the Cargo Ship Safety Equipment Certificate, the Cargo Ship Safety
Radio Certificate and the Cargo Ship Safety Construction Certificate, may be issued as an
alternative to the existing cargo ship safety certificates.

Before safety construction survey, followings to be checked:

Structural strength of the vessel is good. No part of deck or hull is not badly corroded.
Water tight doors are in good condition. Remote and local controls working properly.
Bilge pumping and drainage arrangements are in good condition.
Electrical equipment and installation
Emergency sources of electrical power
Electric and electro hydraulic steering gears
Precaution against shock, fire and other hazards of electrical origin
Fire protection arrangements, fixed and portable firefighting equipment are well maintained and
in good operational condition.
Boilers and machinery
Means of going astern
Shaft
Boiler feed system in good condition.
Steam pipe systems in good condition.
Air pressure systems are in good condition.
Cooling water systems are in good condition.
Fuel, lubricating and other oil systems are in good condition.
Means of communications are in good condition.
Steering gear
Anchor chain and cables
Means of escapes are well maintained and in good condition.
Means of stopping machinery
Shutting off fuel suction pipes
Closing of openings
For specialized tankers and UMS ships, additional items.

Discuss Any Major Survey On Board

Boiler survey preparation and when does it takes place
Ans: BOILER SURVEY
preparations-ample amount of time and assistance is available for survey, ensure the availability
of spare tubes and changing material on board, manhole gaskets, gland packing and
mountings isolate the boiler, follow the shutting down procedure and put placards,
when boiler pressure becomes one bar open the vent valve, and blow down the boiler, let the
boiler shell be cooled down , give sufficient time- one day,
fill up the required documentations under ISM such as steam and pressurized vessel checklists,
drain the boiler and ensure that blow down valves on ship side are closed.
Open the bottom manhole door and mud hole doors, slacken the nuts and break the gasket seal
prior removing,
open the top manhole door, slacken the door, tie it up and keep clear , hammer the door from
top so that it hangs inside,
tag and dismantle all the mountings, overhaul the dismantled mountings and keep them nicely
on floor for inspection by the surveyor, carry out the recommendation as suggested by the
surveyor,
measure the safety valve clearances and document the same,
fill up the enclosed space checklist before entering the enclosed spaces such as smoke box and
furnace, clean the boiler furnace and smoke side for the inspections,
after survey box up all the mountings with new packing, prepare the boiler for cold firing, raise
the steam pressure below the rated boiler working pressure and test all the boiler safeties, such
as HWL, LWL,LLWL, oil temp high, low oil pressure, flame failure, ID fan failure, cut outs and
alarms upon satisfactory operation of all above ,test for any leaks from any of the mountings
call the surveyor for completion of the survey for checking the safety valve setting, gag one
safety valve and fire the boiler in front of the surveyor, raise the pressure in steps till the safety
valve lifts at the desired pressure, repeat the gag test with the other safety valve, once the
surveyor is satisfied, the survey is finished and boiler can be put into use.

Condition assessment scheme

After disaster of prestige , IMO adopted the amendments to the regulation 13G or 20 in 2006
edition of MARPOL 73/78 annex 1, for further acceleration of the phase out timetable for single
hull oil tankers and consequentially adopted the amendments to Condition Assessment Scheme
(CAS). The amendments to these regulations has entered into force on 5APRIL 2005.
CAS application
Category 1 tankers: oil tanker of 20,000 tons dead weight and above, carrying crude oil , fuel oil,
heavy diesel oil, or lubricating oil as cargo, : 30,000 deadweight and above carrying oil other
than above, which does not comply with the requirements of the definition of a new tanker.
Category 2 tankers: oil tanker of 20,000 deadweight and above carrying crude oil, fuel oil, heavy
diesel oil, or lubricating oil as cargo and 30,000 deadweight and above carrying oil other than
above. Which complies with the requirement of the definition of a new tanker.
Category 3 tankers: oil tanker of deadweight 5,000 and above but less than as specified in
category 1&2 tankers.
Delivered on 5April 1982 or earlier shall be phased out on 5 april 2005 and are not applicable
for compliance with CAS.

The full timetable for the phasing out of single-hull tankers is as follows:

Category of oil
Date or year
tanker
Category 1 5 April 2005 for ships delivered on 5 April 1982 or earlier
2005 for ships delivered after 5 April 1982
Category 2 and 5 April 2005 for ships delivered on 5 April 1977 or earlier
Category 3 2005 for ships delivered after 5 April 1977 but before 1 January 1978
2006 for ships delivered in 1978 and 1979
2007 for ships delivered in 1980 and 1981
2008 for ships delivered in 1982
2009 for ships delivered in 1983
2010 for ships delivered in 1984 or later

Implementation
The first CAS survey will be carried out concurrent with the first intermediate or renewal survey
after 5 April 2005 or after the date when ship reaches 15 yrs of age which ever occurs later.
CAS is intended to improve the requirements of the Enhanced Survey Programme (ESP) during
survey of oil tankers, therefore CAS shall apply to survey of hull structure in the way of cargo
tanks , pump room, cofferdam, pipe tunnel, void spaces with in the cargo area and all ballast
tanks.
CAS shall not apply to survey of machinery, equipment, fire extinction and fitting close up
survey; the requirements of ESP at special survey no. 3 has been revised and is same as of
CAS
Close up survey requirement
All web frame rings in ballast tanks and cargo wing tanks
A minimum of 30% of all web frame rings in each remaining cargo wing tank
All transverse bulkheads in cargo and ballast tanks
A minimum of 30% of deck and bottom transverses including adjacent structural
members as considered necessary by the attending surveyor

thickness measurements; the extent of thickness measurement in CAS is enhanced than those
of special survey.
1. Each deck plate within cargo area.
2. 3 transverse sections( 2 transverse section for SS 3)
3. each bottom plate
4. Measurement of structural members subject to close up survey, for general assessment
and corrosion recording pattern.
5. suspected areas
6. selected ind and water strakes outside the cargo area
7. internal structures in the fore and aft peak tanks
8. all exposed main deck plate outside the cargo area and all exposed first tier
superstructures deck plates.

What are the checks carried out during CAS?

Condition Assessment Scheme:
A verification check of the hull structure to allow for extended life time oil tankers.
Strengthening the effective application of the existing enhanced survey programme according to
IMO resolution.
Statement of compliance valid for maximum 39 months is issued.
Normally be carried out in concurrence with the renewal of intermediate surveys required under
ESP.
What is the involvement of flag state in CAS?
Flag state shall be informed, by the owner, of intention to carry out CAS survey.
The owner shall submit to agree survey plan ( Planning document) to the flag state.
The flag state shall review and verify the CAS final report.
The flag state shall issue the statement of compliance.

What are documents would be examined & reviewed for CAS and plan of survey?
Basic ship information and survey status.
Main structural plans of cargo and ballast tanks including information regarding use of high
tensile steels.
Condition Evaluation report, according to Annexure 9 of Annex B of resolution A. 744 (18) as
amended, and where relevant, any previous CAS final report.
Thickness measurement reports.
Relevant previous survey and inspection reports from both the RO and the company.
Relevant previous survey and inspection reports from both the RO and the company.
Cargo and ballast history for the last 3 years including carriage of cargo under heated
conditions.
Details of the inert-gas plant and tank cleaning procedure, as indicated in the survey planning
Questionere.
 Information and other relevant date regarding conversion or modification of the ship’s cargo and
ballast tanks, since the time of construction.
Description and history of the coating and corrosion protection system.

CAS survey record and documentation

Upon completion of survey, (the survey shall not be considered complete until all the
recommendations / COC of hull structures are have been rectified to the satisfaction of the
surveyor.), surveyor will send a report to the head office of class and will issue an interim
statement of compliance for a period not exceeding 5 months.

The class HO then will draft a final report and submit this report to the administration not later
than 3 months of completion of survey.
The administration upon verifying and reviewing CAS final report shall issue a statement of
compliance and will forward the results of the CAS final report to the IMO. The validity of the
statement of compliance shall not be more than 5yrs and 6 months from the date of completion
of survey.
In case the SOC issued upon the first CAS survey is valid beyond 2010 than ship may be
considered under compliance, under reg13G(7). But under reg 13G(8) administrations party to
convention may deny the entry of such ships beyond 2010.
After 15 years if a ship is not carrying SOC it shall be out of service.

CAN SHIP SAIL WITH OUT CLASS CERTIFICATE ANS- YES

Differentiate Between CAS And CAP

Ans: Condition Assessment Program(CAP) is a specialized survey program which offers owners
a detailed assessment of a ship's actual condition, based on strength evaluation, and fatigue
strength analysis as well as a detailed on site systematic inspection of the hull, machinery and
cargo systems.
The CAP applies, in principle, to oil tankers and chemical carriers, though other types of ships
may be covered, provided that the CAP is properly modified.

CAP consists of two major parts

1. CAP-HULL (Condition Assessment for Hull Structures)
2. CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
The results of condition assessment are clearly identified using a rating system.
After the completion of the CAP, the certificate of CAP indicating the ship's comprehensive
rating Detailed assessment results and the relevant records shown below are attached to the
certificate of CAP. It is carried out by the classification society on the request of shipowner.

Enhanced programme survey.

introduced in 1993 as a voluntary measure through IMO res. A744(18).
ESP became mandatory which entered into force on 1 july 1999 and for bulk carriers and
tanker under SOLAS Ch XI-1 reg 2 (special measures to enhance maritime safety).
As per MARPOL annex I reg 13G all crude oil carriers of 20,000 dwt and above and all product
carriers of 30,000 Dwt and above will be subjected to ESP
What are common chapters in ISM and ISO?
1. specify a systematic approach to management by those responsible for management
of ships
2. to have developed a set of company objectives and policies
3. mandatory requirements, laws and regulations are to be followed and implemented
accordingly
4. defined levels of authority, responsibility and lines of communication.
5. person ashore to be assigned with specific duties and responsibilities relevant to the
implementation of their requirements. QMR- Quality Management Representative
6. need to have well developed plans for operations (Bridge /Engine room/ Cargo ect)
7. One requirement that is not contained in the ISO 9001 but is mentioned within the
ISM code is Emergency Preparedness .
8. Also ISO is Voluntory & not Mandatory, Whereas ISM is Mandatory.

ISM code amendments , how many , critically examine word by word,

Changes in the ISM code 2010.
1. Major NC – instead of "and Includes" the word ‘OR” used
2. Objective “establish safeguards against all identifiable risks” was changed to
“assess all identified risks to its ships, personnel and the environment and establish
appropriate safeguards”.
3. Master’s Review :- in reviewing the term Periodically is inserted.
4. Shipboard Operations :- It should also be noted that the phrase “safety of the
personnel” has been added, and that the “prevention of pollution” has be replaced with
the “protection of the environment”.
5. Emergency Preparedness:-sentence has been reworded to read “The Company
should identify potential emergency shipboard situations, and establish procedures to
respond to them”.
6. The requirement for corrective action to include “measures to prevent recurrence” is
new
7. Element 10 :- Reworded
8. Element 12 :- Internal audit interval 12months added
9. Element 13 :- Renewal of a SMC which has expired. Endr of an existing SMC after
renewal verification if a new SMC cannot be provided
10. Element 14 :-Clarification regarding internal audit conditions for issuing an Interim
SMC.
11. Changes in the certificate Format

Difference between Non-confirmity and deficiency?

Deficiency means defect in or failure in operation of ship's structure, machinery ,fitting or
failure in documentation , whereas NC is a deviation from documented SMS of
company. hence all deficiencies are NC /MNC where as all NCs are need not to be
deficiency. Non Conformity is find & reported by Auditor, where as deficiency is noticed
& reported by Surveyor to the R.O issued DOC/SMC, when he feels the deficiency
affects SMS as per PR 17 of IACS. Types of Deficiencies 1.Technical 2.
Documentional 3. Operational 4. Other
Emergency Preparedness For which there is no documented procedure with Eg
Fire in Bridge

What are measurable and nonconformity?

It's apparent that organizations will have to implement and use measurements to
achieve conformity and for improvement activities. ISO 9001:2000 makes it clear that
customer satisfaction or dissatisfaction is one usable performance measure. Sources
for measurement are Reviews, Audits, PSC reports,any feedbacks to find key measures
& analyse the results

Who can raise a major Non –conformity (as per barik a chief engineer can raise a
major non conformity ,as per my knowledge i think chief engineer can report a non-
conformity to office for which there is a procedure .but bairk was adamant that chief
engineer can report a major NC for which there is a procedure.

If anything is written in SMS and it is contradicting with the rules and regulations
what you will follow. SMS or the regulations
Regulations always stands up more than company sms.. More than flag state
regulations, the local regulations take the lead when the ship is in internal waters of the
state..
Always current regulations. The sms are regularly updated with amendments and
revisions. Hence companies first circulate soft copies of the relevant rules and
regulations and then sends hard copy thru company mails.
We also have Master's review of SMS as per ISM...
We have to follow the sms as it is responsibility of company to update, we can suggest
the company to implement it by master review. Although, we will not be in trouble but
company has to pay the fine if the psc finds the fault.
Some port state authorities even made some of the items in fire control plan to be
deficient although the flag state has approved the same. If UI are not there, the port
state's interpretation prevails more than SMS or even flag state's regulations..
Before we enter any port, we have psc guide on board so we have to follow psc reg, but
sms will never contradict psc rule
We can take the example marpol annex 5, if sms is not update regarding garbage mang
plan, than ship is not at fault. Its responsibility of company to amend the plan and
implement it
SMS is the one which u have to follow. Any amendments or updates of local port/state/
area/ country regulation when updated/changed/scrapped is sent by the concerned
department.

Why DOC need annual verification not intermediate like SMC.....

Company has to carry out internal audit of ashore in every 12 months to verify the
implementation of code. So company is doing frequent inspection...
Company has to carry out internal safety audit of ashore as well as onboard at every 12
months interval. Implementation of SMS . More responsibility lies on
company(commitment from the top) hence more frequent verification
What is the amendment in ISM regarding TRAINING.
In ISM, 6.5 is the only place I have ever read about training. I haven’t come across any
amendment to Element 6 neither any other place regarding training. Does someone
aware of any such thing?
The latest amendment in ism is in msc 353(92), but it does not tell anything about
training.

If found a Major non conformity how to handle during an internal audit?

The same question is repeated in kochi orals in 3 diff ways - as an external auditor
major NC, as an internal auditor major NC and as a CE major NC?
When a Major NC is found in an external audit, immediate action is to at least
downgrade the major NC to NC by taking suitable corrective action and further
corrective action & time frame for the same is agreed. What is the action in case when
the audit is carried out by CE or Master or in an internal audit by company auditor itself

Internal deck Audit by CE.

Can he test any instrument physically? My understanding is that auditors cannot do any
testing or ask to start any m/c?
Its auditors right to confirm whatever written in books is true or false. So CE has every
right to physically check machineries on deck
If the Chief Engineer is to undertake an audit of deck then he should be qualified as an
auditor by undergoing auditor's training and he should have a certificate to that effect.

As a chief engineer u have interim SMC on ur vessel what all checks will u carry
for ur vessel to get SMC.
Ans – As Per Ism chapters I gave around 40 things that I will check – some of which are
(Copy of DOC Certificate, SMS Manuals, procedures ,emergency
procedures,checklist,Manuals,drawings,resthours,IOPPCertificate,IAPP,EIAPP,Internati
onal sewage pollution prevention certificate,CO2 cylinders pressure test certificates.
ORB, SOPEP Plan, E/r crane wire load test certificate ,OWS Alarm calibration test
certificate, permits, risk assessment ,company safety and environmental protection
policy, DPA contact numbers ,safety posters ,E/r bilges clean, any non conformities
have been dealt with, crew familiar with SMS Manuals, Code of safe working practices
in crew smoke room, Lifeboat wire load test certificate, LSA/FFA Manuals, overtime
sheets ,incinerator IMO approval certificate etccc.

Explain Ship Shore Drill And Its Frequency.

I told i don't remember frequency but explained the drill with ship and office starting with
fax followed by telephone call by master to companies emergency response center.
Explained this with hull/structural failure scenario.

E/R Room flooding what is ur action

Ans – Direct bilge suction of fire pump or Emergency bilge suction if not able to cope up
stop engine close the sea chest valves and rectify the leak .Maintain trim and stability of
vessel
1. With respect to the emergency preparedness, discuss about both steering gear failures?
while navigating in congested waters, the first step is to assess, whether circumstances demand
the stopping of the main engine, reversing or in extreme cases, use anchors in order to give
way for other ships.
In areas where heavy traffic is encountered, the other vessels in the vicinity need to be warned.
The vessel is not under your control and this is established by the use of appropriate signals
(Use of flags/lights)NUC
At the same time, it is required to check on the steering console, to determine the cause of the
failures.
The master needs to contact the Superintendent, who must take a decision as to whether to
have the vessel towed by the tugs, the nearest port of refuge, where permanent repairs carried.

2. What is the role of Designated person(s)?

To ensure the safe operation of each ship and to provide a link between the company and those
on Board, every company, as appropriate. Should designate a person a share having direct
access to the highest level of Management. The responsibility and authority of the designated
person or persons should include monitoring the Safety and pollution – prevention aspects of
the operation of each ship and ensuring that adequate resources and shore based support are
applied, as required.

3. What are the contents of SMS (or) what documents it should cover?
a. Detailed information about company’s operation, structure and Management practices.
b. Detailed information about the roles and responsibilities of individuals within the company.
c. Detailed reports of all accidents, hazardous occurrences, near-misses and other non-
conformities sent to the DP.
d. Results of internal and external audits.
e. Minutes of ship safety meetings, Management review meetings.
f. Details of feed back from the designated person to the vessels regarding corrective action.
g. Confirmation reports that the corrective action had worked.

4. Before issuing an interim SMC, what are the documents the Administration should
verify?
a. The DOC, or the interim DOC is relevant to that ship.
b. SMS provided by the company for the ship includes key elements of the ISM code and has
been assessed during the audit for issuance of the DOC or demonstrated for issuance of the
interim DOC.
c. The master and the relevant senior officers are familiar with the SMS and the planned
arrangements for its implementation.
d. Instructions which have been identified as essential to be provided prior to sailing have been
given.
e. Plans for company audit of the ship within three months exist and
f. The relevant information on the SMS is given in a working language or languages
understood by the ships personnel.
5. When will the administration suspend or cancel the DOC & SMC?
a. Intentionally alter a document of compliance or safety management certificate.
b. In connection with any audit conducted pursuant to these regulations, knowingly or recklessly
furnish false information.
c. With intent to deceive, use, lend or allow to be used by another, a document of compliance or
safety Management certificate.
d. Fail to surrender DOC or SMC required to be surrendered.
e. Forge any document of compliance or SMC.

6. With reference to DOC & SMC, what powers Port State Control can exercise?
Port State control can make a report and recommendations to the relevant administration.

7. DOC is issued to whom?

Ans: Document of Compliance is issued to the shipping company upon when the shipping
company demonstrates the plan to implement safety management system, meting the full
requirement of this code with the period of validity of interim DOC

8. With reference to ISM, what do you mean by short term certificate?

A short term DOC and SMC may be issued at the closing of an ISM Code Audit to cover the
period until a full term certificate is issued.
The validity of these certificates is not to exceed 5 months from the date of the ISM Code.Audit

Discuss Any Contingency And Action Taken

1. Ans; FLOODING, ACTION TAKEN- sound emergency alarm, reduce speed or stop if at
sea, access nature of failure and risk to environment, start all available bilge pumps,,, close
water tight doors, locate and isolate damage if the flooding due to engine room pipe lines,
consider internal transfer to minimize the damage, analyze fire and explosion risks, ensure
stability of vessel, refer to damaged control plan, consider jettison of cargo to keep vessel
under stable conditions, incase of major flooding close dead lights and ports on all lower decks
(if applicable), close the vent heads in the cargo tanks ,consider the vessels manoeuvre ability
and if any towing or external help is required, prepare for LSA equipments or lifeboat if
necessary, ACTION PLAN- inform ships in vicinity, inform nearest coastal authorities, inform
company.
2. FIRE;, ACTION TAKEN- raise emergency alarm, inform bridge, muster and take head
count, carry out duties as per muster list such as stopping of ventilation, shutting down vent
flaps, evacuation and first aid to casualty if any, operation of emergency and remote stops &
shut downs, boundary cooling, closure of fire and watertight doors, fight the fire if possible, if
major fire refer to contingency plan , for engine room and cargo hold release CO2 where
applicable, access the damage to hull , machinery if any and analyze the assistance required
from shore- with regards to fire fighting or other technical guidance, also access the possibility
of pollution prevention. Maintain vessel under stable conditions at all times. If the situation
becomes worse prepare for the abandoning
3. ACTION PLAN; inform ships in vicinity inform nearest coastal authority, inform office.
M/E breakdown in rough weather
1. Ans possibility of cutting out
2. cut out the unit as per makers instructions
3. cut out the fuel pump and exhaust valve using cutting out arrangements- levers for
SULZER
4. exhaust valve must be closed
5. possibility of repairing or renewal of major spare parts
6. plan the job check availability of the spares
7. prepare to stop, engine let it cool down nad start maintenance job
8. take full assistance from engine and deck crew
9. lash the heavy parts properly
10. tell all crew to keep clear and themselves in safe working locations
11. all must wear full protective gear should work carefully
12. leader to communicate with all
13. delegate nature duties and explain them in a meeting prior to starting the work

Grounding – holed ship is sitting hard what will you do. how you will retrieve from the
situation manage to re-float the vessel
follow the contingency plan , damaged stability plan- for grounding and flooding
calculate all stress and stability before attempting any transfer of oil and bunkers
Consider transfer of oil in case it is in the way of bunker or cargo tanks, to prevent pollution
Inform the company, DPA, communicate with office alert team
Analyze the possibility of assistance required from the shore- nearest coastal state and
classification societies
Refer to the tidal charts of the concerned area
Maintain stability of the vessel
Sound the adjacent tanks
Consider the possibility of the patching up of the hole or any repairs if possible by the shore and
ship staff
Do not use engines to take the vessel out of the aground condition
Warn vessel in vicinity
Close all tank valves and pipe lines master valves where appropriate

In case of engine room fire how will as a leader of the team fight the fire
refer to the contingency plan and take suitable action
muster, headcount, evacuate any casualty if any
assess the situation , gravity of the fire if any witness is present,
stop M/E after informing bridge if required

shut down ventilation and operate remote shut down devices

motivate crew to effectively prepare the fire fighting outfit and fight the fire
start emergency fire pump and isolate concerned valvescarry out boundary cooling where
possible
emphasise the crew entering the fire space to follow safety procedure and effectively
communicate the situation thereof
as a leader of the team chief engineer will access the situation and consult with the master the
possibility of releasing fixed fire fighting installation
ensure that engine room is evacuated prior releasing CO2, after releasing CO2 do not enter the
engine room and give sufficient time for fire to extinguish and cool- say 6-8 hrs.
after lapse of such time again make entry into engine room and re assess the situation and
damage caused.
after fighting the fire consider the damage and the maneuverability
consider shore assistance required in there after
make initial report and final reports

What is collision what action will you take as chief engineer

raise alarm
stand by in engine room for engine movements as per bridge order, stop engines
muster, head count
shut down all non essentials
sound all the tanks
isolate penetrated tanks
consider the possibility of oil transfer
make initial assessment of type , location and extent of damage
is damage above or below water line
buoyancy and stability affected
is vessel manoeuvrable
is there any risk of any pollution to the enviornment
prepare for firefighting if required,
inform the nearest coastal state

As you have come out of your cabin have noticed smoke in the alleyway what action will
you take.
raise alarm , find the source of fire or smoke, and inform bridge to raise emergency alarm
signal, inform them details of fire
try to extinguish or restrict fire,
muster and fight the fire as per fire contingency plan.
Make a report and inform authorities- port state, flag state, company and P&I

Risk assessment and management of change

Hazard identification and risk assessment methodologies vary greatly across maritime
industries, ranging from simple assessments to complex quantitative analyses with extensive
documentation. Individual hazards can require that different methods be used, e.g. an
assessment of long term exposure to asbestos can need a different method than that taken for
equipment safety or for assessing an office workstation.
Each organization should choose approaches that are appropriate to its scope, nature and size,
and which meet its needs in terms of detail, complexity, time, cost and availability of reliable
data. In combination, the chosen approaches should result in an inclusive methodology for the
ongoing evaluation of all the company’s risks.
The management of change needs to be considered for changes in assessed risks,
determination of controls, or the implementation of controls. Management review should be
used to determine whether changes to the methodology are needed overall.
To be effective, the organization’s procedures for hazard identification and risk assessment
should take account of the following:
- hazards,
- risks,
- controls,
- management of change,
- documentation,
- ongoing review
 PSC
In A Port State Inspection What Are "Clear Grounds". Give Examples
1. the absence of principal equipment or arrangements required by the applicable
conventions;
.2. evidence from a review of the ship’s certificates that a certificate or certificates
are clearly invalid;
.3. evidence that documentation required by the applicable conventions and listed in
appendix 12 is not on board, incomplete, not maintained or falsely maintained;
.4. evidence from the PSCO’s general impressions and observations that serious
hull or structural deterioration or deficiencies exist that may place at risk the
structural, watertight or weathertight integrity of the ship;
.5. evidence from the PSCO’s general impressions or observations that serious
deficiencies exist in the safety, pollution prevention or navigational equipment;
.6. information or evidence that the master or crew is not familiar with essential
shipboard operations relating to the safety of ships or the prevention of pollution, or
that such operations have not been carried out;
.7. indications that key crew members may not be able to communicate with each
other or with other persons on board;
.8. the emission of false distress alerts not followed by proper cancellation
procedures; and
.9. receipt of a report or complaint containing information that a ship appears to be
substandard.

Detainable deficiencies?
The absence of, or serious deficiencies in principal safety, pollution prevention or
security equipment or arrangements required by conventions.

Regional Co Operation Of Psc- Why Required?

To reduce the burden on psc inspectors to check all visiting ships without any database
/ history about the ship. By MOU s there is a mutual agreed procedure followed to
ensure the inspection program performed effectively.

Regional co-operation agreement/ MOU. How MOU came into force?

By signing the MOU by admin authorized persons. Have MOU committee 2/3 majority
Time to adopt, time to enter in to force etc all stipulated in MOU.

PSC inspection. Form A & B. What do these forms contain?

If no deficiencies have been found, 'Report Form A' should be used. Where
deficiencies exist, these should be recorded on 'Report Form B' and both forms issued
to the ship.
When deficiencies are found, this fact is noted on 'Report Form A' and the nature of
the deficiency and the corresponding action to be taken by the ship is recorded on the
'Report Form B'. To assist the function of reporting and analysing deficiencies, port
State regions typically use codes to group together deficiencies of a common type. The
number and nature of the deficiencies found by the PSCO would determine the
corrective action that the ship would need to take, and whether or not the ship was to be
detained. When a ship is detained, this fact should be noted on both forms. The
reporting of maritime security-related inspections is likely to follow a similar pattern,
albeit forms of a slightly different format might be used.
All reports should be retained on board for at least two years so that they can be
examined at subsequent inspections. The results of inspections will be entered in the
central database of the port State region and, as mentioned in Chapter 1, sonic regions
submit details of recorded deficiencies and detentions to Equasis. Ship detentions are
also often reported in the shipping press

ME damaged and u enter port then after PSC comes and detains ship what will be
your actions as CE? if u r in a port of refuge , then what is the duties of chief
engineer ?
Inform company, class, P&I, H&M , Manufacturers along with detailed statement of fact
& photographs.
Document proof for proper maintenance as per SMS & E/R log book entry.
Necessary drawings, manuals, list of spares stores , tools , tackles , Consumables
available / required , need of additional hands/ experts etc prepared to expedite the
repair work. With

If a foreign ship comes to cochin port with all statutory certificates expired, what
will be the action of PSC. What will be ur reaction as a chief engineer to avoid
detention
generally absence of valid certificate (i.e expired certificate) PSC may detain ship based
on his professional judgment. However expiry of all certificates may be due to a serious
condition of the ship, PSC will not show any favorable treatment and directly detain the
vessel or direct it to the dock for survey by informing the vessels flag. To avoid
detention, CE must prompt the company for dry-dock at the earliest.

U joined at a foreign port, next day psc inspection, what u will u check?
Two categories of certificates are there, one i replied statutory ,other one i could
not(probably class).diff. Convention which gave authority for PSC inspections.

What is better a detained ship or a substandard ship.

as with a detained ship u will have to rectify the defect before leaving port but with a
substandard ship there will be risk to life as well as environment)
A ship has grounded by head what will u check in engine room (All bellows of main
engine and generator as they may rupture due to vibration)

Name a detainable deficiency wrt SOLAS, LOADLINE, MARPOL, STCW, ILO

Areas under the SOLAS Convention
Insufficient cleanliness of engine room, excess amount of oily water mixtures in bilges,
insulation of piping including exhaust pipes in engine room contaminated by oil, improper
operation of bilge pumping arrangements
Failure of the proper operation of propulsion and other essential machinery, as well as electrical
installations
Failure of the proper operation of emergency generator, lighting, batteries and switches
Failure of the proper operation of the main and auxiliary steering gear Absence, insufficient
capacity or serious deterioration of personal life saving appliances, survival craft and launching
arrangements
Absence, non compliance or substantial deterioration of fire detection system, fire alarms,
firefighting equipment, fixed fire extinguishing installation, ventilation valves, fire dampers, quick
closing devices to the extent that they cannot comply with their intended use
Absence, non-compliance or serious deterioration of lights, shapes or sound signals
Absence or failure of the proper operation of the radio equipment for distress and safety
communication

Areas under the Load Lines Convention

Significant areas of damage or corrosion, or pitting of plating and associated stiffening in decks
and hull affecting seaworthiness or strength to take local loads, unless proper temporary repairs
for a voyage to a port for permanent repairs have been carried out
insufficient stability
The absence of sufficient and reliable information, in an approved form, which by rapid and
simple means, enables the master to arrange for the loading and ballasting of his ship in such a
way that a safe margin of stability is maintained at all stages and at varying conditions of the
voyage, and that the creation of any unacceptable stresses in the ship’s structure are avoided.
Absence, substantial deterioration or defective closing devices, hatch closing arrangements and
watertight doors
Absence of draft mark or draft mark impossible to read.
Overloading

Areas under the MARPOL Convention, Annex I

Absence, serious deterioration or failure of proper operation of oily water filtering equipment, the
oil discharge monitoring and control system or the 15 ppm alarm arrangement
Remaining capacity of slop and/or sludge tank insufficient for the intended voyage
Unauthorized discharge bypass fitted
Oil Record Book not available
Survey report file missing or not in conformity

Areas under the MARPOL Convention, Annex II

Absence of the P&A Manual
Cargo is not categorized
No cargo record book available
Unauthorized discharge bypass fitted.

Areas under the STCW

Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid
dispensation or to provide documentary proof that an application for an endorsement has been
submitted to the flag State administration.
Failure to provide proof of professional proficiency for the duties assigned to seafarers for the
safety of the ship and the prevention of pollution.

Areas under the ILO Conventions

Insufficient food for voyage to next port (Convention 68 Article 5(2)(a)).
Insufficient potable water for voyage to next port (Convention 68 Article 5(2)(a)).
OWS cannot be calibrated on board by ship board personnel’s, it can be only calibrated by the
with the aid of the calibrating equipments, through a technician qualified by the maker.
It can only be checked on board by the a sampling kit which can only indicate that the IOPP
equipment is required to be calibrated. If PSCO detains without any valid reason,
Then as a chief engineer make a report of it and inform the flag state with all the facts and
figures, inform company. And classification society.
A chief engineer can also appeal to the port state for another survey by another surveyor, he
must report the grounds of detention with full facts and figures, if port state thinks it valid then
they may appoint another surveyor, and results of both surveyors can be considered as the
case of detention.
you have exhausted your co2 system for extinguishing fire. You are in a port where the
spares cannot be connected for what ever reasons. how will you sail out to the next
port.
1. Ascertain the condition of damage due to fire that extinguished, rectify it to the
satisfaction of admin/ RO & PSC.
2. Request for dispensation of Fixed fire fighting system to admin thru RO
3. With all kind of precaution reach nearest port with the service facility to fill &
survey
CO2 release procedure.CO2 has been released, what action you will take, answer only
in one sentence.
Ans wait for at least 6- 8hrs before making entry to the engine room.
What all certificates to carry regarding CO2 system
1. Pressure test certificates of bottles, lines, installation cert.
2. Hose test certificate by manufacturer
3. Bi annual Co2 content test certificate by approved service
4. Hydro pressure test certificate of bottles
Emerg fir pump on your ship not working , next voyage is one day will you
proceed ..what are your actions as c/e
ans .. before depart .. i will repair the pump by spares .. he said no spares onboard
,then is said it is mnc i will inform company flag state and class as per ism ..
send a reqn. for spares immediately .. and then request the port authorities to let the vsl
drop down anchor within port limits and wait for spares.. he said port not allowing to
leave berth .. then i will ask company to speed up the delivery of spares as vsl is stuck
in port ..meantime i will take all the proactive measures for fire fighting , man the E/R ,
fire patrol rounds ....blah blah ...i will ask local workshop to fabricate the spare and use it
to repair the pump then again ask port to allow for anchorage and wait for original
spares as now mnc is dnc now ... since it is solas item original spares are reqd ... i will
wait for spares at anchor .. and then proceed for the voyage .... he said ok .. you are
pass...

Fire Fighting Equipments including portable fire extinguishers that exists while the ship
is being registered under Indian flag are required to have documentary evidence of
having approval of Administration or classification society, who is a member of the IACS
and the fire fighting equipment is approved in accordance with the relevant provision of
the SOLAS 74 as amended and relevant provision of the FSS Code and applicable IMO
Assembly Resolution
All fire extinguishers are required to have 100 % spare charges, Shipping companies
are required to ensure that the refill of the same make are available on board ship

shipping companies are not able to comply with the requirement of getting one third of
the fire extinguishers pressure tested every year. In order to facilitate shipping
companies, it has been decided that fire extinguishers may be hydraulically pressure
tested during the dry dock once in three years.
However, shipping companies are required to ensure that the ships fire extinguishers
are properly maintained and kept in satisfactory operating condition at all times
Weekly testing and inspections
all public address systems and general alarm systems are functioning properly; and
breathing apparatus cylinders do not present leakages.

Monthly testing and inspections

all fireman?s outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly
arranged, and are in proper condition;
all fixed fire-fighting system stop valves are in the proper open or closed position, dry pipe
sprinkler systems have appropriate pressures as indicated by gauges;
sprinkler system pressure tanks have correct levels of water as indicated by glass gauges;
all sprinkler system pumps automatically operate on reduction of pressure in the systems;
all fire pumps are operated; and
all fixed fire-extinguishing installation using extinguishing gas are free from leakage.

Quarterly testing and inspections

all automatic alarms for the sprinkler system are tested using the test valves for each section;
the international shore connection is in proper condition;
lockers providing storage for fire-fighting equipment contain proper inventory and equipment
is in-proper condition;
all fire doors and fire dampers are tested for local operation; and
all CO2 bottle connections for cable operating system clips should be checked for tightness on
fixed fire-extinguishing installations.

Annual testing and inspections

all fire extinguishers are checked for proper location, charging pressure and condition;
fire detection systems are tested for proper operation, as appropriate;
all fire doors and dampers are tested for remote operation;
all foam-water and water-spray fixed fire-fighting systems are tested for operation;
all foam-water and water-spray fixed fire-fighting systems are tested for operation;
all accessible components of fixed fire-fighting system are visually inspected for proper
condition;
all fire pumps, including sprinkler system pumps, are flow tested for proper pressures and
flows;
all hydrants are tested for operation;
all antifreeze systems are tested for proper solution;
sprinkler system connections from the ship?s fire main are tested for operation.
all fire hoses are hydrostatically tested;
breathing apparatus air recharging systems checked for air quality;
control valves of fixed fir-fighting system should be inspected; and
air should be blown through the piping of extinguishing gas systems.

Five-year service
hydrostatic testing for all SCBA?s cylinders; and
control valves of fixed fire- fighting systems should be internally inspected.
LSA
Weekly and monthly inspection, and routine maintenance as defined by the
manufacturer, should be conducted under the supervision of a senior ship’s officer .
All other inspections, servicing and repair should be conducted by the manufacturer’s
representative or a person appropriately trained and certified by the manufacturer for
the work to be done.
When repairs, thorough servicing and annual servicing are completed, a statement
confirming that the lifeboat arrangements remain fit for purpose should be issued by the
manufacturer’s representative
Manufacturer without attendance of authorized surveyor
Service personnel trained by some other reputed and approved manufacturer in the
presence of authorized surveyor.
Workshop carrying out the test / servicing in India to be registered with the Directorate.

If the LSA is of Indian make, the "type approval" shall be granted in accordance with
M.S. (LSA) Rules. Application shall be forwarded and thereafter tests will be carried out
by the nearest MMD surveyors. Based on satisfactory compliance with the applicable
IMO standards an approval for a period of 5 years shall be granted

If the LSA is of foreign make, the applicant will be required to submit necessary authenticated
document to the Nautical Adviser for scrutiny and consideration for issue of �Letter of
Acceptance� for that appliance No replacement or substitution shall be permitted.
The life rafts of foreign make to which acceptance letter has been issued shall be put up for
inspection by the MMD for functional test and necessary certificate shall be issued by the MMD
on direction of DGS before the same is placed on board Indian ships.
Letter of Acceptance as mentioned shall be issued for a limited period, maximum of 5 years
subject to intermediate verification of 2 1/2 year + 3 months.
The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only
one representative in India who shall be responsible for such equipments.

Life Raft Maintenance

LSA service stations where inflatable LSA are periodically serviced must have approval
from the Directorate General of Shipping. For self certification, the servicing of Life raft
shall be carried out at Service Station approved by D.G. Shipping. Such approved
Service Station should also have necessary approval from the manufacturer. In all
other cases the servicing may be carried out in the presence of a surveyor from the
Mercantile Marine Department. Other inflatable LSA of foreign-make will be serviced in
the presence of a surveyor from the Mercantile Marine Department.
The life raft of the Indian manufacture shall not be serviced by any other service station
unless until such service station has an authorization from manufacturer. In such cases,
the servicing of the life raft shall be done under the supervision of MMD surveyor.
In the cases where the Indian manufacturer has not authorised any service station for
servicing of his life raft in any Indian port, the servicing in such port can be undertaken
by any service station as per the customers wish under the supervision of MMD
surveyor.
Certificates & Documents issued under annex 6
1. EIAPP
2. IAPP
3. IEEC
4. ODS Record book
5. Nox technical file
6. Engine Record book / Abatement
7. LS Fuel change over Procedure/ Record book / Abatement
8. VOC –VEC Approved Plan & Drawings
9. Incinerator – Type approval, Procedure, Training record
10. Bunker – BDN, Pressure test Bunker Line
11. EEOI – SEEMP
12. EEDI – Technical File

What all machineries u will check before annex VI survey.

1. Refrigiration, A/C etc
2. ME, AE
3. Any Abatement Equipment
4. Incinerator
5. Any Eco arrangement / machineries

What is meant by w/w and v/v? What is the Unit?

an abbreviation for "by weight," used in chemistry and pharmacology to describe the
concentration of a substance in a mixture or solution. Properly speaking, 2% w/w means
that the mass of the substance is 2% of the total mass of the solution or mixture. The
metric symbol g/g has the same meaning as w/w.

How will you determine the capacity of a OWS pump in a ship.

The volume V of Bilge Holding tank, in [m3] is to be at least:
-4
V = 1 + 5.5P. 10 or V need not be greater than 15 [m3] .
Where P is the power of the propulsion engine plant in kW. In any case volume
In specific cases for instance with regard to the service, range and installed power, will be specially
considered.

Latest Amendment in Marpol Annex I - Ans Ch.9 Reg 43.

Special requirements for the use or carriage of oils in the Antarctic area
crude oils having a density at 15°C higher than 900 kg/m3;
.2. oils, other than crude oils, having a density at 15°C higher than 900 kg/m3 or a kinematic
viscosity at 50°C higher than 180 mm2/s; or .3. bitumen, tar and their emulsions,
. shall be prohibited in the Antarctic area

Documents required for Marpol Annex 1 compliance ----

the trick is that for tankers you need IOPP certificate form B, CLC, sopep, oil record
book par 1 and 2,ESP file, ODME<OWS type approval, Odme last ballast voyage
records. Soc for cas
What is new in MARPOL annex I, and new regulation regarding bunkering ?
1. A new regulation 12 A added to chapter 3 – Requirement for machinery space for
all ships for control and protection of bunker tanks, ie. Ships having a aggregate
bunker capacity of 600 cu m or more and
2. Order placed on or after 01 Aug 07
3. Keel laid 01 Aug 08
4. Delivered on or after 01 Aug 2010
5. It includes the requirements for protective location of fuel tank and performance
standards accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil
tank is included

Latest development other than OWS

I explained IBTS,wants to know more excluding the use of OWS.
IBTS should be quite old one(2008). As per hints,some imo guidelines are there.I tried to reply
with some chemical process but could not go into detail, he told that is close to the answer, but i
could not see it anywhere. Isn't that connected to OWS? But they wanted to know other than
OWS right? Is it related to pure bilge separator developed by Alfa Laval? Pl comment. (Alfa
laval ECOSTREAM system, and Westfalia BILGEMASTER system) ships have been retrofitted
with regenrative bed type OWS and these bring down to 3ppm

State the Mapol’s regulation on carriage of heavy grade oil?

A new Marpol regulation 13H on the prevention of oil pollution from oil tankers, when
carrying heavy grade oil (HGO) bans the carriage of HGO in single Hull tankers of 5000
tons dwt and above, after the date of entry into force of the regulation (5th aP 2005) and
a single hull oil tankers of 600 tons dwt and above, but less than 5000 tons dwt, not
later than the anniversary of the delivery date in 2008.

OWS not working ..

Make an entry under F) condition of filtering equipment
19) time of system failure
21) reasons for failure
And additional entry can also be made under (I) ..additional measure or procedures
taken. make arrangements to discharge bilge water to shore reception as required, N
also port state and company need to be informed about this .... With reasons and ask
the company to take dispensation letter for ows .. And also tell the company to make
arrangements to discharge to shore

What are the changes in ORB entries?

What are the entries required in ORB?
Entries required under Reg. 10(2) are as follows:
Ballasting or cleaning of oil fuel tanks
Discharging ballast or cleaning water from oil fuel tanks
Disposal of lily residues (Sludge)
Discharging over board bilge water which has accumulated in machinery spaces.
What is Certificate of fitness / IBC Code?
IBC code is mandatory under both marpol 73/78 and solas 74. All the chemical
carriers built in accordance with BCH and IBC codes and to be qualified to carry
dangerous chemicals in bulk and must be issued a certificate of fitness. The certificate
is issued after an initial or periodic survey has a validity of five years and should be
available for inspection on board at all times. The documents will certify

The ship conforms substantially with the particulars of the certificate

The ship is fit to proceed to sea without any danger
The structure and equipment, fittings, arrangements and materials are in all respects
satisfaction for the service.
The condition of the ship and its equipment is maintained to conform with the provisions
of the code.
Whenever an accident or defect is discovered, it must be reported to the administration
at the earliest opportunity.
The ship has been provided with a manual in accordance with the Annex II of Marpol
73/78 and the equipment comply with the standards.
This regulation shall only apply to gas carriers when the type of loading and
containment systems allow safe retention of non-methane VOCs on board, or their safe
return ashore.

Why divided into X, Y, Z, what is the scientific aspect and wat is the pollution
aspect
Ans; the marine pollution hazards of thousands of chemicals have been evaluated by
the Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP2
Hazard Profile which indexes the substance according to its bio-accumulation; bio-
degradation; acute toxicity; chronic toxicity; long-term health effects; and effects on
marine wildlife and on benthic habitats.
As a result of the hazard evaluation process and the new categorization system,

Category X ; if discharge into sea or tank cleaning would present a major hazard to
environment and humans, therefore justify the prohibition of the discharge into the sea.
Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity
and qualityof the discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality
and quantity of the discharge.
Other substances; those substances which fall outside the category X, Y , Z because if
discharged or tank washings – they present no harm to the marine resources and
human healthor amenities, when discharged into sea. The discharge of bilge or or
ballast water or other residues or mixtures from such tanks are not subjected to any
requirements of the MARPOL annex II.
Under Revised Annex Can Vegetable Oil Be Carried On Product Tankers
Ans; No it has to be carried on chemical tankers as per GSEAMP( group of experts on
the scientific aspects of marine environmental protection) studies which revised the
annex II categorization depending on bio – accumulation bio degradation
vegetable oils which were previously categorized as being unrestricted will now be
required to be carried in chemical tankers. for the transport of vegetable oils in deep
tanks or in independent tanks specially designed for the carriage of such vegetable oils
on board dry cargo ships allows general dry cargo ships that are currently certified to
carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades.
Latest Developments On Chemical Tankers-
Ans; revised annex II
Before category were A,B,C,D on the basis of
Category A ; if discharged or tank cleaning would present a major hazard to
environment or humans, or causes serious harm to amenities. and therefore requires
stringent anti pollution measures.
Category B if discharged or tank cleaning would present a hazard to environment or
humans , or harm to amenities., requires special anti pollution measures
Category C : minor hazard , or minor harm, requires special operational procedures
Category D; recognizable hazard and minimal harm, requires some attention in
operational procedures

Category X ; if discharge into sea or tank cleaning would present a major hazard to
environment and humans, therefore justify the prohibition of the discharge into the sea.
Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity
and qualityof the discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality
and quantity of the discharge.
Other substances; those substances which fall outside the category X, Y , Z because if
discharged or tank washings – they present no harm to the marine resources and
human healthor amenities, when discharged into sea. The discharge of bilge or or
ballast water or other residues or mixtures from such tanks are not subjected to any
requirements of the MARPOL annex II.

Tank retention has been reduced to 75 ltrs per tank. For each category for ships after 1
jan 2007 as compared with previous 100 to 300 ltrs.
The noxious liquid substances (NLS) are Currently divided into five categories, namely
A, B, C, D and an Appendix III. The IBC Code does not apply to products listed in
Appendix III.
Now under the revised Annex II, the categorisation of substances has been re-arranged
and there will be 4 categories:
(1) Category X will contain products deemed to present a major hazard
(2) Category Y will be for products deemed to present a hazard
(3) Category Z will contain products deemed to present a minor hazard
(4) The fourth category, ?OS? or ?Other Substances? holds only 8 harmless products:
Apple juice, Clay slurry, Coal slurry, Dextrose solution, Glucose solution, Kaoline slurry,
Molasses, Water and will replace the current Appendix III substances.
Vegetable Oils and Animal Fats:
These vegetable oils and animal fats products have been assigned pollution category Y
and Ship Type 2 by virtue of being evaluated as Persistent Floaters (upgraded from
Category D and Appendix III to Category Y and Ship Type 2). However, the text of the
revised Annex amended to allow named unmodified vegetable oils to be carried in Type
3 vessels provided they have double sides meeting the requirements for Type 2 vessels
and double bottoms meeting the requirements of Annex I (i.e. B/15 or 2metres,
whichever is the lesser).

Shall need to have in place and onboard a revised Procedures and Arrangements
manual. This revised Procedures and Arrangements Manual is needed for issuance of a
Certificates of Fitness (CoF) reflecting the new ship type criteria.
product and chemical tanker difference in construction and cargo carriage
chemical tanker 15 yrs old what all checks to be carried out as per marpol

differentiate between product and chemical tankers

Ans; product tanker oil tanker engaged in carrying oil other than crude oil is termed
product tanker
chemical tanker a ship constructed for the carriage in bulk of any liquid product listed in
chapter 17 of IBC code ( international bulk chemical code)
Gases evolving in chemical carrier

What is SMEP
The new provision requires that from 1st January, 2003, a ship certified of a noxious
liquid substance (NLS) in bulk, must carry on board a contingency plan for procedures
to be followed in the event of spill of NLS. This plan is called SMEP.
What min value required before discharge, like as we have 15ppm in ows
E coli- 100counts /100ml, BOD- COD- TSS - FRC-0.5ppm
e coliforms regarding coliform count?? what is it ?

Sewage survey what checks are done?

confirming that no change has been made nor any new equipment installed which
would affect the validity of the certificate (MARPOL Annex IV reg.4.8);
(SR) 3.2.2.2. examining externally the sewage pollution prevention system and
confirming, as far as practicable its satisfactory operation;
(SR) 3.2.2.3. confirming that a procedure for discharge of animal effluent is
implemented on board (MARPOL 73/78/07 Annex IV reg.11.1.1).
the ship is discharging comminuted and disinfected sewage using a system approved
by the Administration in accordance with regulation 9.1.2 of this Annex at a distance of
more than 3 nautical miles from the nearest land, or sewage which is not comminuted or
disinfected at a distance of more than 12 nautical miles from the nearest land, provided
that, in any case, the sewage that has been stored in holding tanks, or sewage
originating from spaces containing living animals, shall not be discharged
instantaneously but at a moderate rate when the ship is en route and proceeding at not
less than 4 knots; the rate of discharge shall be approved by the Administration based
upon standards developed by the Organizatio (SR) 3.2.3. For sewage pollution
prevention the completion of the renewal survey should consist of:
(SR) 3.2.3.1. after satisfactory survey the International Sewage Prevention Certificate
should be issued.

U have sewage holding tank no stp how u discharge

the ship is discharging comminuted and disinfected sewage using a system approved by the
Administration in accordance with regulation 9.1.2 of this Annex at a distance of more than 3
nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a
distance of more than 12 nautical miles from the nearest land, provided that, in any case, the
sewage that has been stored in holding tanks, or sewage originating from spaces containing
living animals, shall not be discharged instantaneously but at a moderate rate when the ship is
en route and proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the IMO in special area no (Baltic seas)

Annex VI Volatile organic compound,

Ans; Regulation 15 – Volatile Organic Compounds
IMO shall specify the ports and terminals, size of ships and types of cargo’s which
requires vapor emission control with an approved vapor collection system during
loading of such cargo’s
Vapor emission control systems are provided on terminals
Vapor emission collection systems are required for ships
Existing tankers which are not fitted with vapor collection systems may be accepted for
a period of three years after the terminal was included in the above list.
This regulation shall only apply to gas carriers when the type of loading and
containment systems allow safe retention of non-methane VOCs on board, or their safe
return ashore.
where in atmosphere is ozone layer, what is the size....
The ozone layer is a concentration of ozone molecules in the stratosphere. The layer of the
Earth's atmosphere that surrounds us is called the troposphere. The stratosphere, the next
higher layer, extends about 10-50 kilometers above the Earth's surface. Stratospheric ozone is
a naturally-occurring gas that filters the sun's ultraviolet (UV) radiation. A diminished ozone layer
allows more radiation to reach the Earth's surface. For people, overexposure to UV rays can
lead to skin cancer, cataracts, and weakened immune systems. Increased UV can also lead to
reduced crop yield and disruptions in the marine food chain. UV also has other harmful effects.

which are all the ODS

Bromide, halon , Freon, CFC, HCFC, CTC, AEROSOLS, Insulating Foams etc

How they cause damage to us,

Although CFCs are heavier than air, they are eventually carried into the stratosphere in a
process that can take as long as 2 to 5 years. When CFCs and HCFCs reach the stratosphere,
the ultraviolet radiation from the sun causes them to break apart and release chlorine atoms
which react with ozone, starting chemical cycles of ozone destruction that deplete the ozone
layer. One chlorine atom can break apart more than 100,000 ozone molecules.

Which Ozone Depleting Substances are being phased out?

halon, r11 trichlorofluoromethane are prohibited ,Bromide, halon , Freon, CFC, CTC,

Diff between R 11 n R 22 which is more harmful

r 22 is less harmful as compared to r11 asked why – because of ODP

what is ODP ?why is difference in ODP value of R11 & R22 ,

R11 As Reference Coz Odp 1 And 3 Chlorine Atoms
Odp Of Bromide ..1,5 Odp Of R22. 0.055 HFC 134..0
R11 For CFC, R 22 For HCFC And HFC 134 For HFC And Their ODP

ODP Gases Categories And Replacment Example Of Each

what is the regulation about ODP ?

what is recorded in ODP record book?

Deliberate / accidental discharge What is delibrate emission of ods
Shore collection / discharge
Weekly leak test
On board rob
List of ODS equipments

what is chemical formula of R11 & R22?

R11 trichlorofluoromethane , R22 Chlorodifluoromethane (R-22)

VIENA Convention & Montreal Protocol,

The convention by which the emission of ODS are banned.
What Are The Alternative Fuels Which Are In News Now?
Liquid – bio diesel, methanol, ethanol
Gas – LNG (methane), LPG, CNG,
Explain About Renewable Resources.
Vegetable oils and fats can be converted into fuel suitable for use in diesel engines and have the
benefit of being sulphur free. Fatty Acid Methyl Ester- FAME. Draw backs- supply, storage for
long time stability, easily de gradable.

What is the disadvantage of lng bunkering n

No.of locations , availability, capital investment, due to additional safety etc.
advantage of lng & bio fuel as alternative fuel ?

Why is NOx a pollutant?

Combines with VOC of atmosphere & in presence of sunlight – summer temperature Ozone
produced. This ground level ozone is hazardous reason for smog, Acid rain

Nox - and how to control it

Technology
(NOx減量技術種類)
Pre-treatment Substitute fuel (Methanol)甲醇
(前處理) (替代燃料)
LNG(液化天然氣)
Emulsified fuel
(乳化燃料)
Fuel injection timing
(燃油噴射延遲)
Lean combustion
(貧油燃燒)
Rich combustion
(富油燃燒)
Pre-chamber type
Primary treatment Combustion combustion
(初級處理) (燃燒)
(預燃室燃燒)
Fuel valve nozzle
modification
(燃油閥噴嘴變更設計)
High press. fuel injection
(高壓燃油噴射)
Scavenging Scavenging air cooling
(掃氣) (掃氣冷卻)
Independence valve
Water injection (獨立噴水)
into cylinder
(氣缸噴水) Mixed valve
(混合噴水)
Water addition Water mixture into
(加水) suction air(進氣加水)
Cycle Exhaust gas recirculation
modification (排氣再循環)
(調整循環)
Selective catalytic
reduction(SCR)
(選擇性觸媒轉換)
Post-treatment Emission de-NOx Catalytic decomposition
(後處理) (排氣NOx減量) (觸媒分解)
Nonselective catalytic
reduction(NSCR)
(非選擇性觸媒轉換)

What is the limit of exhaust gas temp in SCR N+ O2=NO2 how much heat release
Range – 300 to 380/ lower temp causes formation of deposit & choking the catalyst.
High temp causes NH3 to burn without any reactions.
How The temp of 800-900 C is Achieved in SNCR?
By using Combustion chambers

What is NOx technical file

1. File maintained on board to verify the various components installed on the engine
which affect the engine performance wrt NOx emission.
2. All components replaced and maintenance carried out on these components are
to be recorded in this file. There is one file for each engine with EIAPP certificate
issues.
3. When replacing these components it is to be checked that the component
replaced have the same IMO number as specified in the technical file

What is the difference between IAPP and EIAPP

1. Imo code components surveyed by surveyor Prepare Nox technical File
2. Record book of Engine Parameters by manufacturer & Inspection by Surveyor
3. Establish onboard measuring method & test report
4. Statement of compliance by Class (approval of Technical file)
5. EIAPP by authority RO/ Admin ( change of flag Effects Certificate)
6. International Air pollution prevention issued by the RO/ Admin w.r.t reg
12,13,14,15, 16, 17, & 18

How will u know that u r complying with nox regulation onboard ..that emissions
are within limit
told him nox measuring instruments onboard ..and new electronic engines have
emission control operation mode , and in exhaust uptake nox, exhaust gas measuring
instrument is fitted for nox sox and co2

As C/E what will you do with respect to annex VI – Nox technical file if original
spare is not there what will you do.
The engine’s Technical File identifies the components, settings and operating values that
influences the exhaust emissions and these must be checked to ensure compliance during
surveys and inspections.
Nox influencing components- fuel injector nozzle, fuel pump, fuel injection pressure, liner,
piston , valve cams, valve timings, fuel timings, con rod piston rod shims, cylinder heads and
gasket.
Changing spares must be entered in the NOX tech file,
If the original spares as per the Nox tech file code are not on board then, make a requisition on
urgent basis, inform the company about the same, if possible try to overhaul the same
component, such as fuel injectors, don’t change any parts with those which are not in
compliance with the Nox tech file.
In case it is very much urgent to renew such a part then keep a close monitoring of the engine
parameters and compare them with the previous record, Engine parameter record book., while
entering port limits reduce the load on the engine so that the exhaust temperature are reduced
and hence NOX.

New Amendments In Annex Vi

New ECA Tier 3 New Requirements
Change over in eca area and documentation to be maintained.
change over procedure , Record book or Log book entry, BDN

What all arrangements on board for changeover?

1. Separate LSMGO Bunker Tk, settling & Service tank
2.
Technical difficulties in Engines using Low Sulphur fuel
1. Converting existing tank for storage & piping with class approval.
2. Pressure testing of new line
3. Present 0.1% by LSMGO – difficult in availability in all places
4. ME return line from aerator vent – slightest contamination crosses limit
5. Additional coolers required to improve viscosity
6. Sufficient time, reduce load & gradual temp reduction while change over.
7. Purifier to be modified / programmed as per fuel
8. Reduced lubricity – WORN out pump/ moving parts. – use fuel additives
9. Starting problem due to worn out parts
10. Leaks – Thermal Shock/ low viscous all joints to be checked to avoid fire risks
11. Gas leak in exh & suc valves where residual fuel soot acts as sealer
12. Not sufficient power production
13. Cylinder oil TBN selection, feed rate adjustment, additional Storage
14. Problems with purifiers
15. Back Fire, flame eye , Air fuel Ratio boiler nozzle – needs renewal suitably

There should be a fuel consumption benefit of about 5% in specific fuel consumption (measured
in g/kWh) over the whole load range when operating on low sulphur distillate relative to residual
fuel. The fuel consumption benefit is due to the higher net specific energy value on a mass basis
of distillate relative to residual fuel. The physical reason for the benefit is that distillate has
higher hydrogen to carbon ratio than residual fuel, and as hydrogen has a much higher net
specific energy value than carbon on a mass basis, the resulting overall net specific energy value
is higher.

Expected TBN Value for Fuel oil having sulphur content 0.1% less than 40 for less than
0.3%, around 30- Unit for TBN – mgKOH/g
contents of bdn- why declaration of sulphur content required as per 14 n 14.4-if already
sulphur content is mentioned in bdn..??
How will u calculate how much SOx is being produce by your engine.

What Do You Understand By SECA

the global sulphur cap would be reduced to 3.50% (35,000 ppm), from the current
4.50% (45,000 ppm), effective from 1 January 2012; the global sulphur cap would be
reduced to 0.50% (5,000 ppm) effective from 1 January 2020, subject to a feasibility
review to be completed no later than 2018. Should the 2018 review reach a negative
conclusion, the effective date would default to 1 January 2025”
“ The sulphur limit applicable in Emission Control Areas beginning on 1 Jan 2015 would
be 0.1% (1000 ppm), reduced from the current 1.00% (10,000 ppm);
sulphur oxide(Sox) emission control area, areas ; Baltic sea19 may 2006 north sea,
and English channel by 19 nov 2007. North America, Canada & carrebian seas
In such areas
1. either an exhaust gas cleaning system approved by the administration so that
emission of Sox including both aux and main propulsion engine should not
exceed 6 g /KWhr. Effluents from such washing is to meet the criterion of the port
state, otherwise retained on board, or
2. the sulphur content in the fuel should not exceed 0.1% m/m
when approaching a SECA the fuel must be changed over to the 0.1% sulphur content
fuel and completed before entering the SECA. That is all the fuel lines to the engine
must have this fuel only.
Changeover procedure LSDO to HFO
There are two approaches to this
1. Flushing - low sulphur fuel is used to flush out the higher sulphur fuels from the
settling/service tank
2. Duplication of tanks- separate Settling/service tanks are installed for the two
types of fuels. This has the potential to simplify the changeover procedure and
reduce risk of fuel incompatibilities.
The time, ships positions at the start and completion of changeover to and from 0.1%
fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the
tanks involved and fuel used. It can be anticipated that the same will be applicable with
respect to the EU proposal upon entry into force.

As C/E what will you do when going to SECA area, what will you do with cyl oil
Ans: in SECA area’s to meet the SOX emission requirement of 6 g / kw hr under annex
VI, provision is made to burn fuel having low sulphur content of 0.1%. since the sulphur
is reduced therefore the TBN should also be reduced to counter less generated acidic
effect, therefore cylinder oil of low TBN should be used in the main propulsion engines.
This can be also be achieved by intelligent cylinder lubrication.

What is sulphur CAP?

A global sulfur cap slated for 2020 is estimated to add an additional $50-100 billion to the shipping
industry's annual fuel bills

Ship bunkered after entering ECA u come to know the fuel is not as per
requirements wt to do.

Sulphur has a relatively short atmospheric lifetime, 1 to 2.5 days for SO2 and 4 to 6 days for
sulphate. This implies that the highest concentrations and heaviest depositions of sulphur are
found close to the sources. Sulphur emissions from ships have an impact both in remote oceanic
areas and near the coastline where there is a high density of ship lanes. Emissions of SOx (the
bulk of which is SO2 but SO3 and other species also occur) are a major contributor to acid
deposition which has demonstrated harmful effects to the natural environment as well as building
structures.
Explain About Renewable Resources.
Vegetable oils and fats can be converted into fuel suitable for use in diesel engines and have the
benefit of being sulphur free. Fatty Acid Methyl Ester- FAME. Draw backs- supply, storage for
long time stability, easily de gradable.

What is cappuccino effect? What is solution?

receiving fuel oil containing air by various means by supplier is called Cappuccino effect.
The bunkering operation should be stopped immediately.
identify and eliminate the source of the air and a letter of protest should be presented to the
Barge Master. Similarly, a letter of protest should be issued if evidence of the “cappuccino
effect” is found on completion of bunkering.
Owners and (where applicable) charterers should be informed without delay. The local P&I
correspondent should also be contacted for advice who may appoint an independent bunker
surveyor to assist the vessel.
If a significant discrepancy is found between the quantity the barge claims to have delivered and
the vessel’s own figures, another set of tank soundings should be taken and the calculations
repeated with all parties in attendance. If this again results in a shortfall:
• Do not sign the bunker receipt as presented.
• Amend the quantity shown on the bunker receipt to reflect the vessel’s own figure
• If the bunker receipt was signed before the discrepancy was recognised, inform the supplier and
all interested parties immediately as some bunker contracts provide for shortages to be notified
within 24 or 48 hours
Design criteria for calculating vol of settling tank,
(as per DNV for LSMGO)Each service tank must have a capacity for at least 8 hours operation.
Provided that the marine distillate fuel from storage tanks are arranged for separation prior to
transfer to service tanks, settling tanks for marine distillate fuels are not required. Service and
settling tanks for marine distillate fuel shall not be located adjacent to heated tanks.

how u calculate the bunker for a proposed voyage. ISO 8217 requirement
1. No of Days by using Ships Design speed / Charter’s requirement
2. ME consumption – Ballast / Maneuvering/ Loaded Consumption
3. Auxiliaries & Boiler – at sea / at anchorage / at port
4. Any accommodation heating for cold climate / Cargo Heating
5. Reserve fuel as per ISM
6. Any SECA / EU port operation LSMGO requirements
7. MDO For additional safety for any maintenance work.
8. Bunker tank 90% capacity > Bunker required – (ROB + Unpumpable)
9. Cylinder oil requirements
10. Lub oil requirements

What are the contents of BDN? you will check?

Name of the ship, IMO Number, Density, Sulphur content, tanks and loading
programme, total bunkers to be tank, receiver’s signature, address, suppliers address,
signature etc.

Who is registered bunker supplier

MSN 3 Of 2014 – Registration as bunker supplier
What documents does the bunker barge fellow will bring prior commencement of
bunkering.
Asked me about msd sheet. If bunker barge fellow is refusing to give msds for the
bunker what is ur action. bdn note contain ( he ask more rather than sulphur content,
qty,place,time of commencement, supplier address,ph no, receiving vessel imo no and
name,density,viscosity,water content,receipt no,supplier declaration)
If water content is more. If catfines is more.

How will you assure ISO 8217, (responsibilities ) obligations of fuel supplier
How u know fuel is compliant given by supplier.
1. BDN information
2. Declaration Given By Him. As Per Annex 6 Reg 14.1,14.4 And 18.3
3. Onboard analysis kit
4. Report from an accredited laboratory test report

What if you have already used the bunker and main engine develops problem?
What if result says” all in limits” but still you have problem?
Bunker supplier confirms by declaring the compliance of Reg 18 of Annex VI, by which
Not to fit for Purpose & Claim

Significance of TSP in Fuel Oil.

The total sediment potential of a fuel oil is a measurement of its cleanliness and
stability. The maximum total sediment potential allowed for in ISO 8217:2010 is 0.1%.
Fuel oils with a total sediment laboratory analysis result of greater than 0.1% are very
frequent blocking of fine filters and overloading of purifiers with sludge.
Total sediment potential:
Inorganic material naturally occurring in crude oil is removed in the refineries prior to the
atmospheric distillation. Some minor contamination (for example, iron oxides) of a
finished heavy fuel cannot be excluded.
The biggest risk for sediment formation in heavy fuel is due to potential coagulation of
organic material inherent to the fuel itself. Visbroken asphaltenes, if insufficiently stable,
can form sediment (coagulation is influenced by time and temperature). A decrease in
aromaticity of the fuel matrix by blending with paraffinic cutter stocks
can also deteriorate the stability of the asphaltenes.
In cases of heavy fuel instability, only a relative small fraction of the asphaltenes forms
sediment, but this organic sediment includes in its mass some of the fuel itself, and
water (on board purifying problems), and the amount of generated sludge can become
quite high. The total potential sediment is the total amount of sediment that can be
formed under normal storage conditions, excluding external influences. If the total
potential sediment of the heavy fuel oil markedly exceeds the specification value (0.10%
m/m max) for all grades of IFOs and HFOs), problems with the fuel cleaning system can
occur, fuel filters can get plugged and combustion can become erratic.

What are the new bunker standards? – ISO 8217 (2012)

what properties u have to be very careful?
Properties ISO If high If low remedy
8217(12)
Density @ 150 C 991 kg/m3 Separation difficulty It is good
Heating for transfer
Commonly bad fuel
Viscosity @ 500 C 380cst Heating for Injection Better
Cracking/ vapour lock
Load on gear trains-
wear
Poor Injection,
penetration, after comb
CCAI 870 max Ignition delay
Knocking ,Noise
Vibration &Damage
After combustion
Poor fuel economy
Sulphur 3.5% LT corrosion . Marpol Lubricity
Water, 0.5% m/m Loss of money
Source of dissolved
salts, Bio- degradation
Corrosion
Reduced calorific
value
MCR / CCR 18 Abrasion wear
Injector deposit
Poor combustion
Poor fuel economy
Ash Content 0.1 % Abrasion wear
Deposits & Localized
heating
Total Sediment 0.1% Affects fuel stability
potential filter plugging, high
Sludge, purification
Erratic Combustion
Total Acid No. 2.5mgKOH/g
Asphaltenes Compatibility ,filter
plugging, Sludge
Catfines Al & Si 60 ppm / Erosion, Abrasion
15ppm Manuf Hard Si Scale
Sodium 100 ppm Deposits, local
corrosion
Vanadium 350 ppm HT corrosion
Flash Point 600 C& more Must comply as per
solas.
Pour Point 300 C & less Difficulty in pumping

What does CSt signify, its unit, at what temp and how much is the value?
Cst- kinematic Viscosity @ 50deg C for HO & 40 Deg C for DO.
Unit – mm2/ sec.
HFO- 380cst / inj – 15 to 20 cSt @ 135deg C.
MDO – 3 to 5 cSt @ 40Deg C
Electrical Safety during Bunkering
Radar To be switched off. AIS to be switched to Low Power Mode. Only Intrinsically
Safe Lights to be used. Bonding Wire Between the Pipelines.
Intrinsic safe lights to avoid sparks and electric bonding between pipes to bring em all to
same potential is understandable, though radars n Ais points come up in checklist, im
not able to get what safety hazard could they bring during bunkers?! Any history or
theory that they might create fire or explosion like how mobile phones create by
sparking?

Bunker oil spilled overboard during bunkering , Action as ce & documents

required
1. Stop bunkering by activating remote emergency stop
2. VHF / PA using bunker manifold phone/ raise emergency alarm
3. Contain the fuel spill overboard by suitable means.
4. Communicate Master & Use Sopep gears for cleaning & collecting.
5. Take necessary fire precautions
6. Never allow to use OSD for sea water without coastal permission
7. Inform – office, agent, P&I, Coastal authorities, Shore assistance if any
8. Make statement of fact chronologically with amount of oil spilled
9. Make entry in E/R log book & Oil record book
10. Find the root cause, Suitable corrective action & implementation.
Documents :- 1. Bunker Check list , safety meeting , agreed procedure of supplier,
statement of fact, photographs, oil record book, E/R log book, tank soundings

As a C/E, what steps you ought to take before & after bunkering in order to receive
maximum compensation from P&I Club in case an oil spill occurs during bunkering?
what is global warming,
Global Warming is the increase of Earth's average surface temperature due to effect of
greenhouse gases, such as carbon dioxide emissions from burning fossil fuels or from
deforestation, which trap heat that would otherwise escape from Earth. This is a type
of greenhouse effect.

How can heat rays pass down but cannot go back

The main constituents of the atmosphere neither oxygen or nitrogen are greenhouse gases
because their molecular forms are O2 and N2, respectively), and so they lack the internal
vibrational modes that molecules with more than two atoms have. Both water and CO2, have
these "internal vibrational modes", and these vibrational modes can absorb and reradiate
infrared radiation, which causes the greenhouse effect.

Why co2 gas emission regarded as bad for environment?

CO2 tends to remain in the atmosphere for a very long time (time scales in the hundreds of
years). Water vapor, on the other hand, can easily condense or evaporate, depending on local
conditions.
Global Warming Potential
life of CO2 in the atmosphere for 100years wrt to CO2. GWP of CO2 -1.

Which gas contributes to greenhouse emission?

Natural :- Water vapour , CH4 , N2O (by biological process) , Ozone
Emission :- 1. In Direct – Nox , Sox (negative GHG), PM, Soot etc
2. Direct - CO2 & Non – CO2 gases

What are all non Co2 GHG emission? ( GWP)

1. ODS – halon, Freon, Bromine, CTC, CFC, HCFC, HFC,( 100 – 8000)
2. PFC- 6000 to 9000
3. SF6 - 24000
4. N2O- 300
5. CH4 - 20
How does nox contribute for the global warming? Does sox really contribute for it
They are indirect contributors of GHG by reacting at troposphere & create ozone

UNFCC Convention @ RIO 92 - CO2 & Kyoto Protocol- GHG,

Coppenhegen summit , Doha Meet
3 levels develoed, developing and funded,as per durban conf
indias stand is no as india is a developing country.

What is carbon footprint?

the total set of greenhouse gas (GHG) emissions caused by an organization, event,
product or person
Commercial instruments for emissions. – Global Emission Trading System
Global warming. how shipping is contributing in it.- 3% of emission from ships

what are MBM,what are carbon credits, what measures taken to reduce co2.
Market based management - share business of carbon credit
Green house gas emission convention in IMO.(GHG)
Marpol Annex 6, Chapter 4 by 1997 protocol

What Is Chapter 4 Of Annex Vi Marpol Regarding?

Introduction of Technical measures & Operational measures to reduce GHG emmisions

What Is EEDI? Reg 19 (application) In Detail

From 1/1/ 2013 chapter 4 EIF.

What Is The Waiver Clause. He Asked Why That Waiver Of 4 & 6 Years Is There.
The Waiver Clause of this regulation shall not apply to ships of 400 gross tonnage and
above:
for which the building contract is placed / major conversion on or after 1 January 2017;
the keel of which is laid on or after 1 July 2017; or
the delivery of which is on or after 1 July 2019; DGS CIR 9 of 2012

Major conversion of ship as per Chaper 4

1. which substantially alters the dimensions, carrying capacity or engine power of the ship; or
.2. which changes the type of the ship; or
.3. the intent of which in the opinion of the Administration is substantially to prolong the life of
the ship; or
.4. which otherwise so alters the ship that, if it were a new ship, it would become subject to
relevant provisions of the present Convention not applicable to it as an existing ship; or
.5. which substantially alters the energy efficiency of the ship and includes any modifications
that could cause the ship to exceed the applicable required EEDI as set out in regulation 21.

What Is Technology Transfer In Annexe 6

The Administration of a Party shall co-operate actively with other Parties, subject to its
national laws, regulations and policies, to promote the development and transfer of
technology and exchange of information to States which request technical assistance,
particularly developing States, in respect of the implementation of measures to fulfil the
requirements of chapter 4 of this annex, in particular regulations 19.4 to 19.6.

What Are The Present Measures To Control –

Operational Measures , EEOI, SEEMP & IEEC

If the attained EEDI after sea trial is more than required, what can be done to meet
the Requirement? How Can You Increase EEDI?
By Increasing Deadweight And Reducing Speed

Landed on a ship with no IEEC certificate , what actions as a C/E?

Look for the date of IAPP intermediate or renewal survey whichever comes first. While
you prepare for the survey, Keep the SEEMP ready. After successful completion of the
survey, IEEC will be issued.
What is cold ironing.
Cold ironing : in olden days engines were coal power driven ,and when they used to
come alongside , firing of engines were stopped and the shore supply is taken, during
the shore supply period the engines used to cool down , this is called cold ironing and in
present days the it is co related to ships which are alongside taking power from shore.
Cold ironing or alternative maritime power (AMP), or shore power is the process of
providing shore side electrical power to a ship at berth while its main and auxiliary
engines are turned off. Cold ironing permits emergency equipment, refrigeration,
cooling, heating, lighting and other equipment to receive continuous electrical power
while the ship loads or unloads its cargo.
Cold ironing is being done in US ports like California, where a Separate transformer is
used for receiving shore power.

As C/E what will you do in annex VI?

1. Keep a accurate record of Ozone depleting substances and if any maintenance
work need to be done on A/C or REF plants methods for extracting Freon from
the system to be available.
2. During bunkering a representative sample is obtained with Bunker delivery note
with appropriate information to be available. Sample (MARPOL) to be signed
and kept on board for 12 months with record.
3. Fuel change over procedure to be available and are followed when required.
Records of change over to LSFO consumption and back is recorded with
location.
4. Nox technical file for each engine is available and maintained.

What is Anti fouling convention and developments?

(Adoption: 5 October 2001; Entry into force: The convention will enter into force 12
months after 25 States representing 25% of the world's merchant shipping tonnage
have ratified it.)
Anti fouling systems will prohibit the use of the harmful organotins in antifouling paints
used on the ships and will establish a mechanism to prevent the potential use of other
harmful substances in the antifouling systems.
Shall be applicable to the ships 400GT and above engaged in international voyages will
undergo an initial survey and shall be issued a international anti- fouling systems
certificate for the first time and a survey when the antifouling systems are changed or
replaced.
Ships of 24m length but less than 400GT shall be required to carry a declaration on anti
fouling systems signed by the owner accompanied by the paint receipt.
BWM requirement
told about the methods water exchange n performance standards (AOT n venturi
oxygen stripping). also told regarding MEPC 64 as 5 equipments are approved by Imo...

Ballast water management why and how

Ans; International Convention for the Control and Management of Ships' Ballast Water
and Sediments
Adoption: 13 February 2004
Entry into force: 12 months after ratification by 30 States, representing 35 per cent of
world merchant shipping tonnage.,
Under article 2 ;to prevent, minimize and ultimately eliminate the transfer of harmful
aquatic organisms and pathogens through the control and management of ships' ballast
water and sediments.
Reception facilities
Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports
and terminals where cleaning or repair of ballast tanks occurs,
Survey, certification and inspection
Ships are required to be surveyed and certified (Article 7 Survey and certification) and
may be inspected by port State control officers (Article 9 Inspection of Ships) who can
verify that the ship has a valid certificate; inspect the Ballast Water Record Book; and/or
sample the ballast water. If there are concerns, then a detailed inspection may be
carried out and "the Party carrying out the inspection shall take such steps as will
ensure that the ship shall not discharge Ballast Water until it can do so without
presenting a threat of harm to the environment, human health, property or resources."
Annex - Section B Management and Control Requirements for Ships
Ships are required to have on board and implement a Ballast Water Management Plan
approved by the Administration (Regulation B-1)
Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast
water is taken on board; circulated or treated for Ballast Water Management purposes;
and discharged into the sea. It should also record when Ballast Water is discharged to a
reception facility and accidental or other exceptional discharges of Ballast Water
Annex - Section D Standards for Ballast Water Management
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water
exchange shall do so with an efficiency of 95 per cent volumetric exchange of Ballast
Water. For ships exchanging ballast water by the pumping-through method, pumping
through three times the volume of each ballast water tank shall be considered to meet
the standard described. Pumping through less than three times the volume may be
accepted provided the ship can demonstrate that at least 95 percent volumetric
exchange is met
The sequential flow-through and dilution methods of ballast water exchange will be
accepted. When flow-through or dilution is used, at least three times the tanks volume
should be pumped. Ballast water exchange should be carried out with an efficiency of
at least 95% volumetric exchange.
D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three
time the volume of each tank.
D2 = Ballast Water Treatment systems approved by the Administration which treat
ballast water to an efficacy of:
3
• not more than 10 viable organisms per m >50 micrometers in minimum dimension,
and
• not more than 10 viable organisms per millilitre < 50 micrometers in minimum
dimension and >10 micrometers in minimum dimension.

Indicator Microbe concentrations shall not exceed: a) toxicogenic vibrio cholerae: 1

colony forming unit (cfu) per 100 millilitre or 1 cfu per gram of zooplankton samples; b)
Escherichia coli: 250 cfu per 100 millilitre c) Intestinal Enterococci: 100 cfu per 100
millilitre
Construction Date (CD) = keel laying date; 50 tons or 1% of structural material –
whichever is less; or major conversion.
Major Conversion = change of ballast capacity of 15%; change of ship type; projected
life is extended by 10 years; or ballast system modification except for replacement-in-
kind or modifications needed to meet ballast water exchange
Ballast Water Exchange is to take place as follows: regulation B4
1) at least 200 nm from the nearest land and in 200 m water depth;
2) at least 50 nm from the nearest land and in 200 m water depth; or
3) in the event throughout the intended route the sea area does not afford the above
characteristics, in a sea area designated by the port State.
All ships > 400gt are to be surveyed (initial, annual intermediate, and renewal) and
certificated (not exceeding 5 years).

2. In Ballast Water Management, what do you mean by the term “Management”?

We have ‘Natural systems’ and we have ‘Artificial systems’. Ocean currents, Ocean
tides, weather changes are all natural systems. A man made system is an artificial
system.
An Organization is when two or more people get together and create an artificial
system(s) in order to achieve a desired objective(s)
An artificial system is a series of events that are followed to achieve a desired goal.
When a system is measured, monitored, and has a feed back arrangement so
corrections can be applied, we say the system is Under Control. If not, the system is
said to be “out of Control”
The running of systems effectively (to achieve desired objectives) and efficiently (
with minimum resources) is called Management.

Under LDC what are black and gray material

black materials list, most dangerous and prohibited
organo halogen compounds
mercury and its compounds
cadmium and its compounds
persistent plastics and other persistent synthetic material
crude oil and petroleum products
radioactive waste
chemical and biological weapons
Grey list materials ( can be dumped after permission is sought from the national
authorities)
waste containing significant amounts of Arsenic , Zinc ,Copper , Lead, Organo silicon
compounds, Cyanides Fluorides, pesticides and by products.

what is PSSA( particular sensitive sea area) and what is the difference between
special area
PSSA is an area, which need special protection through action by IMO because of its
significance for recognized ecological, or socio economic or scientific reasons and
which may be vulnerable to damage by international maritime activities. Eg; Great
Barrier Reef.

SPECIAL AREA means a sea area where for recognized technical reasons in relation
to its oceanographically and ecological conditions and to the particular character of its
traffic the adoption of special mandatory methods for the prevention of sea pollution by
oil, NLS, garbage, sewage, air, and hazardous substances in packed form. Baltic sea

The criteria for the identification of particularly sensitive sea areas and the criteria for
the designation of special areas are not mutually exclusive. In many cases a particularly
sensitive sea area may be identified within a special area and vice versa.
PSSA can be protected by ships routing measures such as an area to be avoided, an
area with in defined limits in which either navigation is particularly hazardous or it is
exceptionally important to avoid causality and which should be avoided by all ships or
by certain classes of ships.
Where as in special area no special navigational limitations exists and required
discharge criterions laid down as per MARPOL annexes are to be met while enroute

Name PSSA areas?

The following PSSAs have been designated:
The Great Barrier Reef, Australia (designated a PSSA in 1990)
The Sabana – Camagiiey Archipelago in Cuba (1997)
Malpelco Island, Columbia (2002)
The sea around the Florida keys, United States (2002)
The wadden sea, Denmark, Germany, Netherlands (2002)
The paracas National Resrve, Peru (2003)
Western European Waters (2004)
Extension of the existing Great Barrier Reef
PSSA to include the Torres Strait (Proposed by Australia as and Papua new Guinea)
2005.
Canary Islands, Spain (2005)
The Galapa gas Archipelago, Ecudor (2005)
The Baltic sea area, Denmark, Estancia, Finland, Germany, Lactivia, Lithuania, Poland
and Sweden (2005)
Difference SULZER, RT FLEX and B&W (ME-C)
Technology/ Wartsila SULZER
System
Intelligent RT Flex- A complete
Engine electronically controlled
engine with common rail
system
Fuel Injection Common rail Electronic
System control with Delta
Injection System
Exhaust Valve Electronically controlled
Control variable exhaust valve
timing
Fuel Injectors Conventional fuel
injectors
Fuel Pump Spill, suction valve Jerk type plunger
controlled pump with VIT barrel controlled
pump with Super
VIT
Starting Air Starting air valve opened
system by 30 bar air and a
closing supply for
positive shut along with
spring.
A relief valve in air
manifold to avoid
overpressure during
starting airline explosion.
Piston and Convex shaped piston
Rings with Jet Shaker cooling.
Chromium coated Piston
ring.
Cylinder Liner Fine honed and bore
MAN Diesel Turbo
Who gets the EDGE?
ME Engine- Wartsila- For installing an
Complete Intelligent engine technology in
electronically 2001. Prior to MAN (2003).
controlled engine
integrated with
hydraulic control.
Hydraulic actuated Wartsila- For integrating Delta
Electronic Control control with 3 injectors controlled
Injection system independently for different load.
Camshaft operated MAN- For integrating a smart
Exhaust valve for mechanical exhaust valve
reliable operation operation in Intelligent engine for
reliable operation.
Zero Sac Volume MAN- Slide type fuel injector
type fuel injectors reduces after burning and hence
with slide valve NOx emission
MAN- Super VIT with
independent injection timing
control w.r.t fuel index.
Starting air valve Wartsila- Additional safety
open by 30 bar air provided in positive closing and
and shut by spring. relief valve for reliability during
Bursting disc manoeuvring.
provided to avoid
overpressure
during explosion
OROS type Piston MAN-With OROS piston, the
for better Maximum piston temperature
combustion area reduces by 90°C.
and reduction in With CPR ring, better pressure
piston temperature. distribution on liner and lower
CPR- Controlled ring.
Pressure Relief
type top piston ring.
Bore cooled liner. Wartsila- Better cooling and
Technology/ Wartsila SULZER MAN Diesel Turbo
Who gets the EDGE?
System
cooled Liner with mid insulation increases Cylinder
layer insulation. liner Life
Main Bearing White metal bearing Tri metal bearing MAN-Tri metal bearing with long
lined on thin back. with high load life and better embed ability.
carrying capacity.
Crosshead 12-15 bar pressure from Small size bearing Wartsila-Elevated pressure
separate pump supplied with OIL wedges to ensures better lubrication at high
to bigger size plain retain oil which is load.
bearing. supplied by normal A back up line is provided in
system pressure. case of failure of crosshead
pump.
Cylinder Electronically controlled Alpha Adaptive MAN- ACC with different inputs
Lubrication Pulse Lubrication Cylinder like sulphur content and load
System with metered Lubrication control index provide better neutralizing
quantity injection system allowing features.
blending of cylinder
OIL for different
grade of sulphur in
fuel
Drive Gear driven with timing Chain driven with 2 MAN- Chain drives are cheaper,
gear driving the chains driving a lighter and easier to maintain
camshaft camshaft and duplication provides
backup.
Turbocharging Prefers Axial Variable Turbine MAN-VTA allows engine to run
turbocharger with Angle turbocharger without auxiliary blower at low
constant pulse system. provides better load operation.
operation at all load
range
Exhaust Valve Conventional Valve seat W seat for better MAN- W seat allows cooling of
with Nimonic and Stellite operation and exhaust valve during
coating increased time combustion stroke
between overhaul.
Dura spindle with
better heat
resistant property.
Miscellaneous Tribo pack allows Electronic Wartsila- With Tribo pack which
increased time between monitoring system is a package of design
overhaul of cylinder for safe operation. measures increases the TBO to
component up to 3 3 years.
Technology/ Wartsila SULZER MAN Diesel Turbo
Who gets the EDGE?
System
years.
Electronic monitoring
system for safe
operation

what ME & MC stands for. MAN – Germany – Maschinenfabrik Augsburg Nurnberg

B&W – Denmark – Burmeister &Wain

K – Short stroke (approximately ratio = 2.8)

L – Long stroke (approximately ratio = 3.2)
S – Super long stroke (approximately ratio = 3.8)
G – Ultra long stroke (approximately ratio = 4.7

Latest Development In Engines B&W

What is diff between ultra-long and super long stroke engine?
What are the disadvantage of ultra long stroke?
What is the difference between ME and MC engine.
Latest dev. In ME engines – ME GI , LGI

Latest Developments In SULZER Engines

What are the parts reduced in RT Flex as compared to conventional sulzer engines, so
in absence of removed components parts how the functions of those parts are done.
How the cam less can be reversed and run at a low rpm
Function of rail v/v in ICU, some discussion regarding RT-Flex
What Are The 'Latest Advancements In Combustion Chamber Design?
1. Wave cut deep honing of 0.2mm to retain oil.
2. Mid section insulated liner – controlled temperature
3. Anti polishing ring
4. Multi level lubrication
5. Latest in Liners On The latest engines the liner is only cooled at the very top. To
avoid under cooling of combustion space and dew point of sulphur oxides. Note
that the liner opposite is fitted with a fireband. This is sometimes known as an
antipolishing ring

OROS piston –
the oros shape design accommodate exh v/v & helps in reduced exh v/v spindle stroke
OROS piston, the Maximum piston temperature reduces by 90°C.

What is derated engine?

How is derating an engine different from running the engine on low speed?
What's balancing of engine? How to do in crank angle diagram as per firing order?
In 4 s engine minimum units required for starting, in a 6 cyl engine. Justify your answer
what are its indications from the main engine point of view before the damage takes
place.
Piston seized ur action as chief engineer
Crank web slipped as ce your action
How will u inspect stress in cross head bearing.
main engine x-head bearing repetitive failures provided l.o. condition , bearing
clearences,lubrication,combustion equipments all are in good conditions , give reasons
Thin and thick shell brg.

Bottom End Bearing Survey. What All Checks As A C/E

Consult master, Risk Assessment, Check list , Permits etc
Check Which Bearing Is Due As Per Class Survey Status.
Take Crankshaft Deflection.
Bearing Clearance. Asked Me How Much Value. I Said Around 0.45mm
Bearing Removal Didn't Explain The Whole Process.
Checks For Wiping , Damage , Flow Out , Cracking.
Take Photos Prepare Report As Per Class Format For C/E Survey.
Submit For Confirmatory Survey To The Surveyor.

How many tie rods are the in smc engine 7 cylinder .....-32 nos
what are the design difference with the older engine 8 tie rods intead of 4 per unit .
is it near and is it far.. – it is near to centre line as much as possible to avoid excess
bending moment of bed plate transverse girder. Also it is fitted like stud & shorter in
length.
What the consequence elaborate.....what is the difference and objective we are getting
now with B &W SMC engines....running at this Rpm?
Tie rod breakage on a sister ship. Company has asked you as a C/E check the tie rods
on your vessel. State actions you'll take whilst sailing and when you reach port.

Tie rods procedures to check at sea and port. how to know if seized .
. When checking the tightness of tie bolts, refer to manufacturer’s instructions for
tightening pressures for the jacks and the order in which to carry out the check. The
normal order is to start at the centre and work outwards checking the bolts in pairs. The
MC -C engine with its twin tie bolts is an exception, starting at the fwd end and working
aft. If the engine is fitted with bearing jacking bolts, then these must be slackened
before tightening the tie bolts. Any pinch bolts fitted must also be slackened off. Said
Will Check With Hydraulic Part Orings , Authenticity And Calibrations Of Pressure
Gauges Relief Valves Etc Initially If Everything Ok Then Increase The Pressure And Try
Again Max 10% More Than Design Opening Procedures.

Tie Rod Use??Location Of Pinching Bolts& Use? & nos

Pinching/ clumping / bracing bolts are placed 3 places in B&W to bring the amplitude of
vibration to zero at that place since the rod is long. 2 in sulzer rta and avoiding
resonance vibration of tie rod leads to breakage
Engine Vibrations, different types, causes, counter measures, went into details.

Vibration …1st and 2nd order…. How to counter the vibration

Draw Moment compensators. Resonance and what’s special in sulzer
Smc Engines, Significance Of Compression Ratio/C Types Experienced.

GOVERNING & AUTOMATION

Fail safe in control system
Automation problem in ur engine (ME) which can create problem during maneuvering.
Then went to redundancy of feedback sensor failure & EDS.
What is ECS governor
Automatic Valve in M/E Electronic Governor. explain automatic pilot valve
Engine jcw cascade control in detail. How the temp variation is controlled at different
main engine load condition?

LUBRICATION SYSTEM
What is base of mineral oil, Synthetic mineral oils difference &advantages
synthetic lubricants are engineered products created by chemical reactions through the
precise application of pressure and temperature to a specific recipe of components. All
of the components are high in purity with strong molecular BONDS . As a result, the
end product is a pure compound, less vulnerable to oxidation, highly resistant to
breakdown, and uniform in molecular size. This molecular size uniformity keeps
synthetics from jellifying when it's cold (they do not contain waxes), and its specific
molecular structure keeps it from thinning-out under heat; therefore, the lubricant's
protective characteristics are more predictable. The saturated molecules created from
the synthetic process are also non hydrophilic and won't emulsify or produce
undesirable by-products in high-humidity environments.
Cylinder Liner Lubrication. How Lubrication Takes Place In Cylinder Liner.
For marine diesel engines operating on residual fuels containing sulphur, cylinder
lubrication must generally serve the following purposes:
■ Create and maintain an oil film to prevent metal to metal contact between the cylinder
liner and piston rings. – by Correct Viscosity selection
■ Neutralize sulphuric acid in order to control corrosion. – by Correct TBN
■ Clean the cylinder liner, and particularly the piston ring pack, to prevent damage
caused by combustion and neutralization residues.- by suitable Detergent.
Oil is supplied through drillings in the liner. Zig zag Grooves machined in the liner from
the injection points spread the oil circumferentially around the liner and the piston rings
assist in spreading the oil up and down the length of the liner. The oil is of a high
alkalinity which combats the acid attack from the sulphur in the fuel. The latest engines
time the injection of oil using a computer which has inputs from the crankshaft position,
engine load and engine speed.
the injection of cylinder lubrication oil is independent of the pressure in the cylinder. This
injection time is in the range of 8–10 ms, and thus a timed injection is possible, i.e. it is
possible to inject the cylinder lubricating oil into the piston ring pack when the piston
rings pass the quill level

How to choose feed rate of the lubricator

Under-lubrication If too little cylinder oil is supplied, starvation will occur which might
result in corrosion, accumulated contamination from unburned fuel and combustion
residues, and in the worst case, metal to metal contact, known as “scuffing”.
Over-lubrication If too much cylinder oil is supplied, the loss of fresh, unused oil in the
scavenge ports will be high, and the piston rings might be prevented from moving
(rotating) in their grooves by the so called “hydraulic lock”. Furthermore, the cylinder
liner running surface structure might over time become closed and smooth like a mirror,
and will no longer be able to retain the lubricating oil. This is sometimes called
“chemical bore polish”, and when alkaline deposit build-up on the piston top land from
excessive cylinder oil is in contact with the cylinder liner running surface, it can cause
what is sometimes called “mechanical bore polish”. All of these phenomena might
eventually result in scuffing

Define Sp.cyl oil consumption, what is your engines sp.cyl.oil. consumption?

How to choose lubrication while running on LSFO / LSMGO

how to identify improper setting of a cyl oil lub. Feed wid the particular load setting?
Today some vessels have the means to measure the BN and iron content of the oil in
the piston underside space, and thereby get an indication of the piston running
condition. However, the best – and most recommended – way to keep the piston
running condition under surveillance is to carry out regular piston underside inspections,
where cylinder liners, pistons and piston rings are visually inspected through the
scavenge ports. Wärtsilä offers a piston running surveillance system, known as the
MAPEX. system, which can be installed on all new engines, but also retro-fitted to
engines already in service. This system measures the temperature in two diametrically
opposite positions near the running surface in the upper part of each cylinder liner. It
then filters and interprets the development of the temperatures, and in case the
temperature level escalates, a “high friction alarm” is generated

what type of cyl oil lubricator?

what is the mechanism in operation of mechanical lubricator and alpha lubricator?
how does alpha lubricator adjust the feed rate?
If sulphur is high then what( Not abt hmi) will alpha lubricator will do.
What is Tribopack technology?- friction, lubrication & Surface
1. Deep honing
2. Multi level lubrication
3. Mid section insulation band
4. Anti polishing ring
5. Convex piston rings with cr- ceramic coating & running in Coating RC

Actions U Will Take In Case Of Microbial Degradation Of LO , Any additives

1. Emulsified oil and problems with separation.
2. “Rotten eggs” smell in the engine crankcase.
3. Light brown film developing on the interior of the engine crankcase and journals.
4. Sliminess noted in the oil
5. Corrosion or rust deposits on machined parts, purifier and journals.
6. Black, or brown stains on white metal bearings.
7. Plugging of lube oil filters
8. Physical & chemical prevention
9. Heating
10. Removing water
11. Physical & chemical treatment based on analysis report

crankcase LO analysis on your ship. What will you look for and how will you
rectify any faults?
1) Full spectrographic analysis of wear metals, oil additives, contaminants in ppm
2) Total ferrous debris, including large particles.
3) Viscosity in centistokes at 40 deg.c..- based on report replenish ./ renew
4) Infrared analysis to monitor oil condition and degradation.
5) Water analysis. – find source, eliminate further contamination, run continuous purifier
6) Fuel contamination by closed-cup flash point – chk stuffing box condition
7)Anti-freeze by wet chemical analysis – using oil conditioner / additives
8)Ferrography is carried out when necessary.
9) TAN & TBN. ..- based on report replenish ./ renew or using oil conditioner / additives

FUEL SYSTEM
B&W engines are we fully implementing VIT
FQS And VIT
How does viscosity affect fuel timing?
How FQS and VIT helps in economy of fuel?
Why do we need VIT? Why was VIT developed?
B&W latest developments in fuel p/p to reduce cavitation
the rapid injection rate possible with the 300-bar system caused breakdown of various
components inside the fuel injector such as shim breakage, cavitation of thrust spindle,
spring breakage, thrust piece breakage and wear of the thrust foot. The extent of
cavitation on the thrust piece can be significantly reduced by using a new material &
redesign the shape

Fuel injection rate shaping?

Diesel fuel injection systems play a key role in reducing emissions for meeting future
emission standards, fuel economy and combustion noise. In addition to injection timing
and injection pressure, rate shaping can improve emissions, noise and torque. Multiple
injections, including pilot injections, post-injections and after-injections, are widely used
to control PM and NOx emissions, noise and to manage after treatment.
NOx reduction via injection timing retard can be effective, there can be significant trade-
offs in terms of fuel consumption and PM emissions. to reduce the fuel economy penalty
associated with retarding injection timing was to reduce ignition delay by using a high
compression ratio and higher injection pressures.
engine manufacturers commonly used to offset fuel consumption penalties associated
with retarded fuel injection timing was a dual-mapping strategy in electronically
controlled engines.
The engine has standard injection timing of 30°C BTDC. The injection was first
advanced by 5.5°C given injection timing of 35.5°C BTDC.

How is the flame profile of an ME engine is obtained.

Cam less fuel injection

How zero sac is attained.

Zero sac volume so the entry of fuel into the combustion chamber after injection ceases
is minimized. This leads directly to reduced co and hc emissions as any fuel leaking into
the cylinder after the main combustion process is finished is likely to burn incompletely.
The slide-type valve also leads to reduced nox emissions,

Miller Cycle ( Scavenge Cooling)

on 4-stroke engines, the Miller supercharging concept can be applied to achieve lower
scavenge air temperature. Using a higher than normal pressure turbocharger, the inlet
valve is closed before the piston reaches bottom dead center on the intake stroke. The
charge air then expands inside the engine cylinder as the piston moves towards bottom
dead center resulting in a reduced temperature. Even though the pressure supplied by
the turbocharger is higher than normal, the mass of charge and thus excess air ratio is
similar to normal because the inlet valve closes earlier. In fact, the same charge air
mass can be achieved with a lower charge air pressure at the start of compression,
because of the increased density. This allows more fuel to be burnt without increasing
peak cylinder pressure.
Miller supercharging can reduce NOx by 20% without increasing fuel consumption
latest developments in man fuel p/p (inquiring about ceramics use)

what is fuel limit on main engine governor and other limits associated with it.
Scavenge air pressure
Torque limit
Rough sea
Max load limit

What is the difference between Fuel Index, VIT Index & Pressure Index. Draw a graph
to depict all three.

What is economic order quantity? What is your role as C/E?

What is Energy audit? How do you manage energy efficiently in a boiler and M/E?
How do you calculate SFOC?
SFOC is high, what is your immediate action?
Impact of controlled combustion period on combustion?
Combustion time period? Whats it effect of combustion process?
Relationship between Fuel quality and combustion? What will you do as C/E if the
bunkers in your ship has excessive viscosity, carbon content?
What is fuel pump lead and what is the significance.
sulzer fuel p/p zero setting
what is TDC lift in fuel pump

The fuel pump is completely overhauled and brought back, what checks as a cheif
engineer would you do before placing it back?. Nox Compliance , erosion plug
replacement
What are the features of an HPS pump of ME engine.
One unit p/p got stuck ship is maneuvering what will u do.
Puncture v/v function and opertion.
3) After tighting chain what all checkes to be carried out?

TURBOCHARGER
Latest In Turbochargers , Hybrid Tc
How u will check the performance of T/C.
What is new in pulse t/c? What is VGEM?
IN VGT how nox reduction takes place ?
In Sequential Turbocharging what is 2nd and 3rd Pulse turbocharging?
Latest in turbochargers?On what basis Turbocharger capacity is decided?(pressure or
volume it handles-i said pressure)?
What is multistage turbo charging
IN stage turbocharging exhaust pipe layout ?
Different energy in exhaust gasses, design of turbines , nozzle ring , clearances.
developments in turbocharger nozzle rings flow
How to run the engine on a damaged turbocharger?
BOILER
Improved High Lift Safety V/V And Asked Me What Will Be The Lift. (Actually If U See In
The Diag.It's Written H=D/ 12). He Asked Why Lift Is D/4 Why Not More Than That And
Not D/ 2. If We Operate The Easing Gear Then What Will Be The Lift. With Increase In
Pressure , It Will Decrease Or Increase? Significance Of Lip Clearance
Accumulation Pressure Test In Water Tube Boiler, Setting Of Safety Valves Synthetic
And Air He Drew A Diag. Of Pressure Vessel And Told Me To Show The Manhole Major
Axis.
(Relating To Hoop Stress Pd/ 4t, Pd/ 2t)
How Boiler Takes Expansion While Firing.
Boiler Water Level Controller, How It Works.
Boiler Water Test....P,M,T Alkalinity...

COMPRESSOR ,PURIFIER & MISC

Compressor P- V Diagram. If Bottom Bearing Damaged Then Its Effects On P- V Diag.
Pump fundamentals, characteristics, curve, trouble shooting, every thing about pump
you can read. A pump is running, you throttle suction valve and then open, next you
throttle discharge valve and then open. What I achieve by doing this? Why do you shut
the discharge valve while starting a centrifugal pump? The same principle is not
followed while starting a cop pump. Why?

REFRIGERATION
Started with refrigeration oil-level going down what action to take, causes, which ref u r
using on ur last ship chemical name other details...
Refrigeration system full of oil.how it can happen and what is to be done.
sychometric chart, explain full.
dryness fraction calculation.
dry bulb & wet bulb temp, how it works?
humidity cotrol inside accommodation. how?
reg on refrigerants, tech names of upcoming ones.
ship a/c not working, as a c/e what is yor action? how to manage with ships staff?

MANEUVERING
How to start a ME engines?
Me not starting while moving in territorial waters. Action as ce

Negative cam?
The cam for the air distributor serves its purpose only while starting the engine,
reversing and again starting. Actually if you see there is no other requirement of this
particular cam while the Engine is in continuous operation. Therefore if a cam ( normal
positive ) is used then the wear of this particular cam will be obviated and will be
expensive to repair/replace this cam. So when the engine has started, and the vessel is
en-route a voyage, then this particular cam turns without ant running gear touching it. It
comes into play while starting
Starting air valve – how to carry out leak test? Why gasket is not fitted in the seat of
starting valve or exhaust valve? Metal to metal contact, seat is lapped. But a gasket is
fitted in between cyd head and liner. why? Earlier engines did not have a gasket
between cyl head and liner, but present engines have. Reasons.
There are two engine. One is automatic and bride control, second ship is manual.
explain ur action in both cases if engine is not starting in astern direction from bridge
and ECR respectively.
How will u give crash astern .and what is the sign from bridge(sign- moving the
telegraph very fast is a sign of double ring full astern)
fuel limiter operation and its details, how does it works and which mechanism
prevents the increase of fuel from bridge? On what basis u will fix the fuel limiter
Bridge maneuverability, its details , how it is working? How it is connected with engine
room
In bridge maneuverability what is the function of slide v/v, reducing valve and actuating
valve?
How will you do the emergency maneuvering of the main engine.
In case of emergency maneuvering, which all safeties are bypassed?(l.o low press)
UMS ship how it is different from manned ship. UMS requirements
What all things to check after taking over a ship from other management company.
Taking over as C/E in port? Checks to be carried out?
As CE ur taking over a ship it has machinery type which u have not worked on...

What is your action when OMD alarm activates in your ship

Your office is saying SFOC of your engine has increased in last few months. ur action.
Exh piping temp 450°c, steam piping temp 580°c at 70 bar. You get burnt when you
touch exh piping. Why? Colour of exhaust piping changes like red hot but not steam
piping. Basic?

for latest in propulsion can

introduction of ceramic piston rings, dual layered cylinder liners, a combination of
several technologies by wartsila sulzer called tribopack.
the new development in propulsion in container man b&w k series is the usage of ultra
stroke engines having stroke to bore ratio of 5. this makes engine to run on even lower
rpm. low mean piston speed so wear on piston rings/liner reduces. low rpm increases
propeller efficiency, hence overall reduction of fuel of about 4 % to 7 % . propeller
diameter can be increased as rpm has been lowered hence bigger propeller can be
used.
Propeller latest development for better energy efficiency
Contra propeller
Fin cap
Podded
Costabulb
Mewis duct
azimuth
ELECTRICAL
what is the advantage of high voltage and how it is generated
explain high velocity vent valve(HVVV), refer mc George
before entering dry dock what formalities to be done for the survey
whats Zenor Diode?
What Is The Disadvantage Of Electric Propulsion?
What Is High Voltage For Ship? What Is The Advantages?
What Kind Of Earthing Is There In The Ship?

Diesel engine driven fire pp not starting after all checks by 2E .action as a ce.
Emerg fir pump on your ship not working , next voyage is one day will you proceed
..what are your actions as c/e
Check decompression lever ans .. before depart .. i will repair the pump by spares .. he
said no spares onboard ,then is said it is mnc i will inform company flagstate and class
as per ism ..
send a reqn. for spares immediately .. and then request the port authorities to let the vsl
drop down anchor within port limits and wait for spares.. he said port not allowing to
leave berth .. then i will ask company to speed up the delivery of spares as vsl is stuck
in port ..meantime i will take all the proactive measures for fire fighting , man the E/R ,
fire patrol rounds ....blah blah ...i will ask local workshop to fabriacte the spare and use it
to repair the pump then again ask port to allow for anchorage and wait for original
spares as now mnc is dnc now ... since it is solas item original spares are reqd ... i will
wait for spares at anchor .. and then proceed for the voyage

What is flash point and fire point?

Emergency bilge injection v/v in dry dock how u will tried out? regulation details.
new methods to handle bilge water.
What do you understand by the term “Hull Vibration” and it is reduced?
The entire ship is a flexible structure that is going to vibrate. The Hull girder can
experience horizontal and vertical bending, and torsion, while a tall deckhouse would be
especially susceptible to longitudinal bending vibration. The sources of excitation are
the propeller, main and auxiliary engines and the sea waves.
The (risk) Hull vibration is present because Hulls tend to become lighter in construction
and thus more flexible. To minimize vibration, it is necessary to try to avoid resonance,
while keeping down the influence of various excitation sources.

How the vibration is reduced at the time of construction?

Many ship yards can calculate the natural frequencies of their new building structures,
using finite element analysis, greatly helping to avoid resonance.
Propeller manufacturers, in conjunction with yards, can keep by minimizing excitation
forces from their propellers. Engine builders also have much to contribute.
Excitation from the engine can originate in the free (external) forces and moments
generated by the cydic inertia forces of unbalanced reciprocating and rotating masses
as well as the lateral guide forces and moments. Sometimes, axial and ---------
vibrations of the shafting influence vibration.

What is VIT? What is the meaning of super VIT?

VIT means variable injection timing. It was obtained by means of a special profile on
the fuel pump plunger. Hence, there was fixed relationship between the injection timing
and the fuel index. Thus it was not possible to adjust the fuel index of the individual
pumps, without also altering injection timing. For this reason, super VIT was introduced,
where it is possible to adjust the fuel index and the injection timing independently.

Super VIT is available in both a mechanical and electronic version. In the electronic
version, an I/P converter supplies the pilot air pressure to the individual servo cylinders,
instead of the pilot valve activated by the fuel rack used in the mechanical version. The
I/P converter receives its pilot signals from the governor system.

Latest Development In Turbochargers

Ans; Adjustable nozzle ring
The intake air is compressed by the compressor wheel, which is driven by the turbine.
Both the compressor wheel and the turbine can be adjusted to engine requirements by
choosing from a range of meridians and blading configurations. Diffusers and nozzle
rings which are very finely stepped in their mass-flow areas allow the turbochargers to
be fine-tuned to the engine. For maximum variability an optional nozzle ring capable of
adjustment during operation will be available in the near future.
Oil mist instead of water cooling
None of the TCA turbocharger bearing casings is water-cooled - not even in the largest
frame sizes, the TCA88 and TCA99. The heat brought in by the compressor and the
turbine is dissipated in the lub oil flung off the shaft of the rotating assembly. The oil mist
thus generated can drop down the walls of the very generously-dimensioned interior of
the bearing casing, thereby evenly absorbing the heat which is to be dissipated. The
bearing casing boasts its own air vent, which can likewise be connected to the left or
right. This air vent ensures that the leakage air which the compressor inevitably forces
into the bearing casing through the shaft seal of the rotating assembly does not
increase crankcase pressure in the engine, but instead is dissipated directly.
The result is a turbine with 41 so-called "wide-chord" blades arranged in a fir-tree root in
the turbine disc.
The characteristic feature of wide-chord blades is their very high chord-to-height ratio.
This produces a compact-looking, very stiff and hard-wearing turbine blade. For engine
matching the turbine blades can be of varying angles and lengths. With the aid of
leading-edge design tools it is now possible to dispense with lacing wire to dampen
exhaust-generated vibrations, even in four-stroke engine applications. Apart from
improving the blade profile, this has also been an immense boost to efficiency.
A new design of compressor volute and new designs of nozzle ring ensure optimum
turbocharger matching and contribute to the high efficiency of the TCA turbochargers.

Difference between ME – MC
Ans; The ME series of engines have no camshaft. Instead, to provide power for fuel
injection and exhaust valve lifting, they utilize a hydraulic oil loop with fine filtered oil
from the main engine lubricating system at about 200 bar pressure.

The advantages of the ME series of engines come from the fact that the timing and
intensity of fuel oil injection and exhaust valve opening and closing is optimal at all
steady and transient loads, thus giving lower part load fuel oil consumption, lower
emissions and particularly smoother and better low load operation.

The balance between cylinders will be easier to adjust for smoother operation. All this
will eventually mean longer MTBO (Mean Time Between Overhauls).
The engine can be changed over to different ‘low emission modes’ where its NOx
exhaust emission can be reduced below the IMO limits if desirable due to local emission
regulations The electronic control of the fuel injection system and the exhaust valve
operation, together with the fact that ME engines are normally delivered with on-line
cylinder pressure measurement equipment and the engine diagnosis system CoCoS-
EDS, provides a number of benefits:
• Well-proven conventional fuel injection pattern and technology
• Adjustable injection intensity by electronically variable cam “angle” and cam “length”
• The control system offers more precise timing and thereby better engine balance with
equalized thermal load in and between cylinders
• Uniform combustion and heat load at any load
• Lower rpm possible for manoeuvring
• Sequential cylinder cut-off at low load
• High injection pressure at low load
• Slide type zero-sack-volume fuel valves
• Improved emission characteristics, i.e. lower NOx and less visible smoke at any load
• System comprising performance monitoring for longer time between overhauls.
• Monitoring of the engine (based on CoCoS-EDS) identifies running conditions which
could lead to performance problems
• The Overload Protection System ensures compliance with the load diagram and
ensures that the engine is not overloaded Optimum crash stop and reverse running
performance
• “Engine braking” may be obtained, reducing the stopping distance of the vessel
• Faster acceleration of the engine by opening the exhaust valves earlier during
acceleration
• Significantly improved dead slow running with low minimum rpm and stable operation
together with improved combustion due to the electronic control of fuel injection
The following parts are omitted:
Chain drive
Chain wheel frame
Chain box on frame box
Camshaft with cams
Roller guides for fuel pumps and
exhaust valves
Fuel injection pumps
Exhaust valve actuators
Starting air distributor
Governor
Regulating shaft
Mechanical cylinder lubricator
Local control stand
The above-mentioned parts are replaced by:
Hydraulic Power Supply (HPS)
Hydraulic Cylinder Units (HCU)
Engine Control System (ECS), controlling
the following:
Electronically Profiled Injection (EPIC)
Exhaust valve actuation
Fuel oil pressure boosters
Start and reversing sequences
Governor function
Starting air valves
Auxiliary blowers
Crankshaft position sensing system
Electronically controlled Alpha Lubricator
Local Operating Panel (LOP)
Hydraulic cylinder unit
The hydraulic cylinder unit, of which there is one per cylinder, consists of a hydraulic oil
distributor block with pressure accumulators, an exhaust valve actuator with ELVA
control valve and a fuel oil pressure booster with ELFI control valve. Each individual
HCU is interconnected by double-wall piping, through which the hydraulic oil is led.
ELVA and ELFI valves were substituted by one common FIVA valve controlling both the
exhaust valve actuation and the fuel oil injection.
ELFI valves On the Print Circuit Board (PCB) components have come loose due to
vibrations. Improvements by means of resilient mountings have been introduced on all
vessels in service with ELFI valves, and performance has been Good
ELVA valves Early service experience proved that low ambient temperatures, as often
experienced during shop tests in the winter season, gave rise to sticking high response
valve spools in the ELVA valve, due to low hydraulic oil temperatures.
The diameter of the spool was reduced in order to obtain correct functioning of the high-
response valve Initially, the ME tacho system was designed on the basis of trigger
segments with a sine-curved tooth profile mounted on the turning wheel. The total
trigger ring was built from eight equal segments. Two redundant sets of sensors were
applied. This initial tacho system is relatively expensive, and the system The new tacho
system is based on optical angular encoders installed on the free end of the crankshaft.
This system, consisting of two redundant encoders , Alpha Lubrication system The ME
engine has the advantage of an integrated Alpha lubrication system, which utilises the
hydraulic oil as the medium for activation of the main piston in the lubricators. Thus, a
separate pump station and control are not needed compared to the MC counterpart.

What Are The Basic Features Of ME – GI Engines

Ans; the new modified parts of the ME-GI engine pointed out, comprising gas supply
piping, large-volume accumulator on the (slightly modified) cylinder cover with gas
injection valves, and HCU with ELGI valve for control of the injected gas amount.
High-pressure gas compressor supply system, including a cooler, to raise the pressure
to 250-300 bar, which is the pressure required at the engine inlet.
• Pulsation/buffer tank including a condensate separator.
• Compressor control system.
• Safety systems, which ex. includes a hydrocarbon analyzer for checking
the hydro-carbon content of the air in the compressor room and in the double-wall gas
pipes.
Sealing oil system, delivering sealing oil to the gas valves separating the control oil and
the gas.
• Inert gas system, which enables purging of the gas system on the engine with inert
gas. the gas supply system is a common rail system, the gas injection valve must be
controlled by another system, i.e. the control oil system. This, in principle, consists of
the ME hydraulic control (servo) oil system and an ELGI valve, supplying high-pressure
control oil to the gas injection valve, thereby control-ling the timing and opening of the
gas valve. the normal fuel oil pressure booster, which supplies pilot oil in the dual fuel
operation mode, is connected to the ELGI valve by a pressure gauge and an on/ off
valve incorporated in the ELGI valve.
By the control system, the engine can be operated in the various relevant modes:
normal “dual-fuel mode” with minimum pilot oil amount, “specified gas mode” with
injection of a fixed gas amount, and the “fuel-oil-only mode”. The principle of the gas
mode control system is that it is controlled by the error between the wanted discharge
pressure and the actual measured discharge pressure from the compressor system.
Depending on the size of this error the amount of fuel-gas (or of pilot oil) is either
increased or decreased.
If there is any variation over time in the calorific value of the fuel-gas it can be measured
on the rpm of the crankshaft. Depending on the value measured, the amount of fuel-gas
is either increased or decreased.

Comparison Between ME- MC Engine

Power, speed and nominal Specific Fuel Oil Consumption (SFOC) are the same for the
ME series as for their MC counterparts.
The SFOC has been reduced significantly at part load as the maximum pressure can be
maintained down to 65-70 percent of the engine load.
SFOC is the same as for the mechanically controlled engines at nominal output At lower
load, the SFOC is lower for the electronically controlled engines Easy to change
between various running modes.

What is intelligent cylinder lubrication

Alpha Lubricator system - ensures considerable cylinder oil savings
controllable wear rates, scuffing control and longer intervals between engine overhauls.
However, over lubrication is not only expensive - it may even be counter productive in
promoting scuffing through excessive carbon deposits and/or "bore-polished" running
surfaces.
The properties of cylinder oil scraped from the cylinder liner wall reflect the chemical
environment in the cylinder as well as the physical condition of rings and liner; and there
is a direct relationship between some of the key parameters in the scrape-down oil and
the actual cylinder condition. A lubrication algorithm - based on scrape-down oil analysis
data, cylinder oil dosage, engine load and cylinder wear rate can thus be created.

Alpha adaptive lubrication

The main element of cylinder liner wear is of a corrosive nature, and the amount of
neutralizing alkaline components needed in the cylinder will therefore be proportional to
the amount of sulphur (which generates sulphurous acids) entering the cylinders. A
minimum cylinder oil dosage is set
in order to satisfy other requirements of a lubricant, such as providing an adequate oil
film and detergency properties
The cylinder oil must be injected into the cylinder at the exact position and time where
the effect is optimal, which is not always possible with the conventional lubricators of
today.
The following two criteria determine the control:
• The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel
• The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of fuel
entering the cylinders). a standard TBN 70-80 cylinder oil. For operation in long periods
with fuels with a
sulphur content below 1%, we recommend changing to a cylinder oil with a lower TBN
(i.e. TBN 40-50 cylinder oils). the control of the cylinder oil dosage proportional to the
engine load, together with rpm-proportional and mep-proportional lubrication. At part
load, load-proportional cylinder oil dosage will provide large cost savings and also
reduce the environmental impact from excessive lubrication. Below 25% load, the load-
proportional lubrication is stopped, and rpm-proportional lubrication takes over,
.
In the present version of the Alpha Lubricator System the ship staff inputs the so-
called ‘HMI( human machine interface-setting’ based on the sulphur percentage of the
fuel used and a conversion table. An input is made at the appropriate system panel
each time the fuel specification is changed. This is done by one input on the
HMI-panel of the Alpha Lubricator System each time the fuel specification is changed.
Typical feed rate (mechanical lubricator), 1.2 g/bhph, rpm proportional control
Basic feed rate (mechanical lubricator), 0.9 g/bhph, rpm proportional control
Basic feed rate (Alpha Lubricator System), 0.8 g/bhph, MEP proportional control
Alpha ACC, 0.25 g/bhph/S%
Significant savings in daily cylinder oil consumption through Alpha ACC of this
12K90MC engine – monitored over a five-month period since system implementation –
equate to annual savings of 340 000 USD on cylinder oil.

What Is Alpha – Pulse Cylinder Lubrication System

The new lubricating system is based on the principle of injecting a specific volume of oil
into the cylinder, via a number of injectors, for every four (or every five, six, etc.)
revolutions. Furthermore, the precise timing ensures that all cylinder oil is delivered
directly onto the piston ring pack where it is needed.
a small piston for each lubricator quill in the cylinder liner, and the power for injecting
the oil comes from the system pressure, supplied by a pump station. A common rail
system is used on the driving side, but the injection side has a high-pressure positive
displacement system, thus giving equal amounts to each quill and providing the best
possible safety margin against clogging of single lubricator quills.
The pump station includes two pumps (one operating, the other on stand-by with
automatic start up). The computer unit comprises a main computer, controlling the
normal operation,
a switch-over unit and a (simple) back-up unit. The injection function is controlled by the
computer sending an on/off signal to a solenoid valve.
A shaft encoder (which can be shared with the PMI system, or timing system on the
Intelligent Engine) supplies the necessary timing signal.
The amount of oil injected can be adjusted automatically or manually as required, e.g. at
load changes, start/stop, at reduced engine load (different modes are available), sulphur
% in the fuel, temperature level on liner surface, variation in cylinder oil BN, etc. Pre-
lubrication before start can be made manually or be a sequence in the bridge
manoeuvring system.
The pump station supplies the Alpha Lubricators with 40-50 bar oil pressure.

Action in case of spark coming from main engine exhaust ?

1.as a deck officer inform duty engineer.
2.monitor the sparks.
3.send personnel for frequent fire round.
4.in case dangerous cargo on deck, inform master.
Testing Procedure for Hydraulic locking alarm in S/G ??
Give a helm order to port side from bridge(in nfu mode). Same time give a stbd
movement from local ctrl(In steering room,by pressing emgcy solenoid valve. ) . Rudder
will not move and after a delay of 20 sec ,hydraulic lock alarm will sound.
Related to this question, we had this issue of getting hydraulic locking alarm only during
bridge changeover from no.1 St. Gear motor to no.2 St. Gear motor /vice-versa
everyday. What could be the problem? Any1 can say abt it?
We had an issue of hydraulic lock alarm and it was found that connection in bride
control card (Sperre Marine Controls) on bridge was wrong from shipyard. Card was
replaced and connection secured correctly has resolved this problem now...ship name
Freja Andromeda (Wallem Ship Management)
It was in a ship called DHT Sophie,and i Signed off befr the problem got rectified, just
wanted to know if some1 had this problem and what did they do fr it
I have experienced this problem. When contacted with the maker he told to renew the
brass bushes as they worn out over a period of time. I did renew for both the port and
stbd steering motors and the problem never occurred. The job takes only 30 min..like
blanking the line from the overhead tank as there is no valve provided in the line..u just
need to be careful with the setting and prior markings had to be made. If not tightened
according to the marking again they might be an error in the degree of movement with
the local and bridge..as far as i remember we have 4 in no. Brass bushes, 2 on each
side of the same steering motor. The nuts on both sides ( one by one ) had to be
loosened and the piston to be removed, just insert the bushes and tighten both the nuts
and remove the blank, same procedure to be applied for renewing the other steering
gear bushes. In case of any further doubt, pls revert back..
Test procedure for St. Gear hydraulic lock...first of all in the stg gear room remove the
local steering connection (small lever beside telemotor) of any one steering motor, then
he started both steering motor and gave port 30 movement. After 5 sec(time delay)
there was hydraulic lock alarm and no further movement of rudder will occur.
Same procedure was repeated by removing other steering motor local steering
connection...and in this case of hyd lock alarm none of the motor will stop. To restore
back to normal operation, stop both the motors and put back the local stg control
lever..nd test normal operation....also have attached a photo...hope it helps...

Ceramic Use in Main Engine

i said ceramic is used in Piston Rings and expanded the Answser
Alfa Lubricator system.
Exactly between which piston rings is the CLO injected.....is it 3 & 4......i read the post
but cudnt find the answer to this.....
I think the injection would start just before the 1st piston ring is to pass the quill and
would continue till the 4th ring has passed the quill.
The cylinder oil that is injected before the 1st piston ring and after the cylinder pack is
not contributing much to the cylinder lubrication. " the injection would start just before
the 1st PR" is considering the hydraulic delay which is calculated wrt the length of the
pipe from the lubricator to the quill which is around 1ms for each meter of length.
My logic says that any oil before No.1 Piston ring will just burn off and anything after
no.4 will be scraped down. So it has to be between the rings but then not 100% sure.
This what I too remember ( between 1st and 2nd PR) , but i cannot see that anywhere
to confirm..
The cyl LO also provides the neutralization of acidic components formed due to sulfur
etc. In fuel oil, so the oil injected before the 1st ring may be intended for the same.... But
imagine the temp and the pressure which will blow away any oil if injected prior No.1.
Nonetheless some oil always evaporates which may do what you are saying....
You are right. Sulfur do form during fuel combustion. But it become corrosive when it
gets converted to sulfuric acid or Sulfurous acid. This happens when it come in contact
with water vapour.that will happen only below the dew point. So now combustion has
taken place and piston is moving down. The exhaust gas formed will come in contact
with the liner .the cylinder lube oil which is injected in between the rings are ready there
to neutralize the acid which has formed. Now the question may arise don’t the piston
rings will scrape all the cylinder oil further down. This is the significance of the horning
marks. The cylinder oil cling to the liner because of these horning marks. The cylinder
lubrication in these modern lubricators can precisely control the time and amount of
injection. Most of the lubrication occurs when the rings are passing the quills in order to
prevent the effects as described the earlier.

If the main engine cylinder head gasket is of lesser thickness then how u will use it for
doing decarb. Old gasket is damaged.
We can use old gasket also by polishing it with zero paper i have done it and moreover
the gasket is soft steel the purpose of it i presume is to seal i.e. to adhere and fill up any
surface irregularities thus preventing leakage of gases. Plus the head is hydraulic
tightened to 1500 bar +_ depending on engine type. So, i wonder how does it really
matter if at all with the clearance volume or compression ratio that too on long and
super long stroke engines. Tried to do the math ,didn’t make any sense.
Our main concern would be after putting less thickness gasket...it should not leak...if
that is not the case then I would run the engine at low rpm and monitor the unit
parameters...and compare with other units...if everything is normal then I will gradually
increase the rpm and keep monitoring until we can come to a conclusion....
The thickness of gasket between cylinder head and liner is nox dependent in case of
generator. Not sure about main engine. . May b surveyor want an answer relating to nox
technical file entry.
As per the NOX technical file, e.g. the shim thickness value is stated as 6mm under
settings (performance setup), but it also states that this thickness can be
adjusted/changed in order to keep maximum combustion pressure with maximum
allowable P max and of course should be recorded on record book. So, in this case if
we put a shim of lesser thickness, it would effectively increase the peak pressure by
albeit by a negligible amount.so we should be ok if it is within +_ 3% of Pmax (as per
NOX technical file again)
Sir the shims mentioned over here are for a/e fuel system where one can adjust timings
by adding or removing shims like in man b&w generators adding or removing 1 mm
makes a change of + _ 3 bar in pmax correct me if i am wrong
I was mentioning the details directly from our M/E NOX Tech file. With my own
interpretation.
If u have to use gasket of lesser thickness, then u have to adjust the timing to tackle the
peak pressure
Does the M/E cylinder head gasket is listed in the components list in Nox file. I haven’t
seen any IMO number stamped on these gaskets. Pls check the Nox file and correct
me. Gasket is not listed
Slowly increase rpm, keeping an eye on parameters, take performance to check the
power balance. If all is fine, go to full rpm....check performance again. The diff. In
engine parameters due to the thinner gasket would be very small....my opinion.
I have done two ships where two set of gaskets of difference thickness were used. One
set is original and the other is w/s made. My practical experience: during unit decarb
found two gaskets in place after lifting cylinder head. May be by mistake or otherwise.
No record was in history book. But performance was satisfactory.

Which pipeline should be used for high viscous liquids? And Why?
High viscous fluid pipes should have a very high Yield point...(higher elastic limit)...High
viscous fluids have higher drag resistance, hence more pressure will be exerted on the
pipes...this is the reason hydraulic high pr hoses are designed using rubber....( I have
seen in one Sulzer RTA engine, after the fuel pr damper, there was a section of high
pressure flexible hose to neutralize the shock / vibration from the pipeline...
He would have discussed stress - strain curve, elastic / plastic limits...
Similar arrangement in MAN ME engines too in which rubber hoses are used in the
hydraulic lines. But rubber hoses can be used only when the temperature is less. I am
not sure if we could use it for high temperature fuel oil.. Probably latest designs.. Heard
that was a question originated on the basis of ordering pipelines and the candidate kept
the plank under his own butt saying that he would select the pipes based on the
viscosity of the fluid to be used..
Pipes on ships are classed into 3 types, depending on the type of liquids their pressure
and temperature. Class 1 being the most rugged type fuel oil /lo pressures of 16 bar and
200 deg c, etc. Class 1 pipes are carbon manganese steel pipes, class 2 pi...

Engine room overhead crane test before liner removal ?

check certificate is valid, limit switches are tested, visual condition of the wire and
sheave, oil in gearboxes and ensure gap between clutch is upto 2mm. adjust if reqd.
conduct load test if in doubt and check condition of beams, sheaves, whether any
deformation
Engine room sea chest main line crack action as chief engineer ?
stop vessel. close sea chest. stop pump/s after line is partially drained, as per location
either blank and use other sea chest. various engg techniques can be utilised for repair
of the crack depending on the extent and location of the crack.

Going in SECA action as C/E Problems faced during change over ?

1.due 2 change of grade possibility of problem with auto f.o. filter, as i experienced
once, frequent increase in differential & draining.
2.due to decrease in sulphur content, decreased lubrication to plunger-barrel, increased
chances of seizure of plunger-barrel, so lubricating additives are added to f.o. tank
having low sulphur.
3.since booster & supply pump on old ship are not designed for presently used low
sulphur, so different set of screws are provided to be changed prior change over to low
sulphur.
DRY DOCK

What things to check in dry-dock

Ans;Items to be checked before dry-docking
1. check the documentations;
Plans- General arrangement, Docking plan, Shell expansion plan
Surveys and certifications due/ renewal
Maintenance schedules, spares and stores R.O. B and requirement
Measuring instruments,
Consumption of stern tube lube oil , send samples for analyses
M/E crankshaft deflection and record
Sound all the engine room DB tanks
Items to be checked during docking
shore connection terminal box, phase sequence indicator, voltage and frequency of
shore supply, KW hr meter on the shore side if any.
maintain vessels trim as required by the dry dock authorities
ensure the FFA equipment such as fire plan are in order, availability of international
shore connection
check with ,master when to shut down the M/E , A/E’s and Sea water pumps,
boiler dump condenser to be isolated after stopping the boiler
sewage discharge connection to be made ready for discharge ashore or to be collected
in tanks
isolate the tern tube lube oil head tank while the water being pumped out.
ensure that all DB tanks bottom drain pugs are fitted back and cemented
Items to be checked during undocking
leakages from the sea water pipe lines and ship side valves etc.
ensure that oil is there in stern tube head tank and correct tank in use.
Remove the shore connections and check the KW hr meter reading
Check the contents of the DB tanks so that trim is maintained as per dry-dock
authorities requirement.

What are the checks you make before entering dry dock?
Confirmation of ballast and fuel distribution prior, during and on floating in dry dock.
Maximum allowable trim and danger of excessive trim when sitting on and floating in
blocks.
Importance of fire, safety and other precautions to be taken.
Vessels to arrive with all holds/tanks clear.
For tankers, tanks to be gas free. Tankers to empty slop tank for reception facilities.
Keep the following drawings ready (a) Docking plan. (b) Amidships plan. (c) GA plan.
(d) Shell expansion (e) Double bottoms & decks (f) Rudder, propeller & Shafting.

What are the checks you make before shore connection, before entering DD?
Shore connection cables, Junction box, frequency, power and flow meter reading (If
applicable) to be checked.
AC cooling lines, connections to be checked.
Fire lines to be pressed up – so fire lines to be kept ready.
Compressed air lines – to be checked.
Fire patrol, officer in-charge of fire and watch routine and availability of man-power to be
ascertained.
Bilge pumping arrangements to be checked.

Ship out of dry-dock, heavy vibrations what internal checks you will carry out.
check the tightness of the foundation bolts of M/E
check the tightness of the pedestal bearing
take the engine crankshaft deflection
check the tightness of the shafting couplings
take the trust bearing clearance.
M/E top bracing to be checked
Check integrity of vibration dampers and detuners if any.
Tie rod tightness to be checked

Ship out of dry-dock SFOC is increased what all-internal checks to carry out.
Take indicator cards, Check that power developed are comparable
Incorrect or clogged flow meter, clean the filter
Fuel injection valves may be leaking
Check and compare scavenge air pressure with test trials, Air pressure drop at air filters coolers
and assess the need for any cleaning of air side of air cooler
Check the fuel timing
Check the chain tightness-
Check the operation of VIT and confirm that linkages are free.

Propeller Is To Be Changed What Will Be The Role Of Chief Engineer.

Give details of the propeller to the company from the makers instructions
Since it is a dry-dock job and company would arranging for an emergency dry- dock chief must
ensure that if any jobs are to be done.
Keep record of fuel consumption and engine power output for future reference
Keep a record of stern tube oil seal leaks if any
Take crankshaft deflection
Instruct the ships crew to give required assistance to dry – dock authorities
Keep handy poker gauge and witness the propeller drop when measured by the drydock
authorities
Keep the drawings concerned ready
Check the record of the dynamic balancing of the new propeller
Check the manufacturers details of the new propeller and compare it with old propeller
Details such as- diameter, material , pitch,
Ensure that the rope guard is fitted back if removed
Keep no 1 unit on tdc when advised by the dock authorities.
Check the mating surfaces for area of contact- should be more than 90%
Ensure that the tallow grease is adequately filled up in the cover
And cover is cemented smoothly after boxing up

Electrical Requirement During Dry- Dock

Ans: check voltage, phase sequence, and frequency of supply, check KW hour meter
reading if any prior dry-docking, If the frequency offered is lesser than the ships rated,
then the machines are to be run under load condition to prevent over speeding of the
rotors and prevent damage to the bearings. shore connection terminal box, if not
present then connect to most convenient place such as emergency switch board or
main switch board

What information you get from shell expansion plan?

It gives information about Bilge Keel plate. Bilge Keel plate is normally 35% thicker than
the shell plates.
We can get information about sheer strake which is 10% to 70% thicker than the side
shell plating.
It gives details about the frame and thickness from flat bottom to the bull work area.
It gives thickness of the hull plate all around the ship and it gives length and breadth of
the plate.

Instructions to crew in safeties in dry dock.

Look out for any unsafe act
Fire capabilities may be reduced and efficient fire patrol to be done
Dangers of fall, Protect any open removed guard rails.

A Major Maintenance Is Carried Out In Engine Room , After Starting Normally Another
Accident Take Place- Found From The Incident , What Could Be The Reason What Will
You Do Regarding That.
Ans; Generally if a major maintenance is carried out and test run is normal , and after
that if any accident takes place the following could be the reasons
human error, lack of knowledge and experience, senior engineers irresponsible.
material failure, due to poor quality or substandard spare parts
failure of lubrication, again it’s the coz of human error, either insufficient lube oil in the
system or passages are not clear.
Excessive thermal stress or mechanical stress due to over tightening of components,
again it leads to human error, either insufficient cooling – cooling medium valves shut,
or over or under tightening of the component, correct tightening methods and
procedures not followed.

What Instructions You Give To 2/E for Preparations Of Overhaul Of E/ R Crane

Planning - availability of suitable time, preferably at port when it may not be required for
any other maintenance purpose.
Availability of spares- especially wire fall with certificate of appropriate length if renewal
is involved
Follow the makers instructions
Fill up the required checklists – such as working aloft, electrical isolation and carry out a
Risk analysis.
Releasing procedure for brake with out power to be discussed.
Renew lube oil and carry out greasing of all points and wire
Confirm the tightness of the clamp.
Use safety harness and safety gear
Check all limits and cut outs before putting crane back in operation
Use sufficient manpower
BIMCO
is the world’s largest organization of shipping having 2720 members
was founded in 1905, by ship owners trading in the Baltic sea and white sea and was
first known as Baltic and white sea conference
Name changed to BIM
Has members of ship owners, brokers agents and P & I class.
Aims to unite ship owners and others corrected to shipping
Communicate to owners unfair charges levied throughout the world and information
coming their way.
Inter pretty contract terms, advices on disputes, provides cost estimates, maintaining a
database.
Run courses / seminars on ship business

Explain Shipping Market.

Started With Baltic Exchange
BDI, BCI,BPI,BSI And BHI.( Various Index Of BDI As Per Ships Size.
What Is BIMCO. What's Its Purpose.
Tanker Market, Trading World Scale, Tanker Broking

what is AFRA and AFRA max

AFRA- Average Freight Rate Assessment. The London tanker brokers panel
determine market rates under a freight billing system called AFRA.
They are unique in being the only assessment of their kind to be recognized by taxation
authorities, as an acceptable method of charging freights between affiliated company of
multinational groups. AFRA results are used by oil traders and govt agencies, to access
the freight element in various types of oil sale agreement. AFRA results are published
on the first business day of each month and cover five dead weight group.
Medium range- 25000-49999 DWT
Large range 1- 500000-79999 DWT
Large range 2- 80000-159999 DWT
VLCC- 160000- 319999 DWT
ULCC- 3200000-549999 DWT
In each of the five groups tonnage is divided into three categories, long term charter,
short term charter, single voyage charter, each month AFRA subscribers receive the
AFRA expressed in new Worldscale points.
Panamax tankers are vessels in the range 50,000-74,999 dwt.
Aframax tankers are vessels large enough to carry “Aframax”-size cargoes of between
80,000 tonnes and 119,000 tonnes. The average size of Aframax cargoes varies from
one world region to another, resulting in different tanker market practitioners quoting
different sizes for an “Aframax” tanker4 Vessels in this category of less than 100,000
dwt are divided into “dirty” and “clean” groups, “dirty” vessels carrying “black” cargoes
such as crude oil, heavy fuel oils, asphalt, etc. and clean vessels carrying refined
“white” products.
A Suezmax tanker is a vessel of such a size (around 150,000-200,000 dwt, depending
on dimensions and draught) that she can sail through the Suez Canal when fully loaded.
Some brokers categorise “Suezmax” tankers as vessels in the range 120,000-199,999
dwt.

Explain World Scale

Ans: World scale is the code name for New World Wide Tanker Nominal Freight Scale;
This system brings out annually revised scales of freights based on the cost of
operating a standard tanker to and from some known ports.
Worldscale is a schedule of nominal freight rates intended to be used as a standard of
reference to compare rates for all voyages and market levels. The oil maritime
transportation industry uses the WORLDSCALE rates to express the market level in
terms of percentage of the WORLDSCALE nominal freight rate.
The actual rate negotiated between shipper and shipowner will be expressed as a
percentage of the world scale rate, depending on the market conditions. So Worldscale
100 means exact rate, whereas Worldscale 120 expresses a rate equal to 120% of
Worldscale for that particular route, and Worldscale 60 means a rate of 60%
Worldscale.
Worldscale is based on an average vessel with average costs earning an average
rate. It works on the basis that, using the realistic costs of operating an imaginary
standard tanker of “average” size on an “average” 15,000- mile round voyage, the
break-even freight rate for that ship on that route can be calculated. This “Worldscale
Flat” rate is calculated in US dollars per metric ton of cargo carried on a standard
loaded voyage between a loading port and a discharge port with a ballasted return
voyage. The standard vessel is of 75,000 dwt with an average service speed of 14.5
knots and consumption of 55 m.t. of 380 CSt fuel per day while steaming, plus 100m.t.
per round voyage for other purposes and an additional 5 m.t. in each port in the voyage.
Port time allowed is 4 days for the voyage. The fixed hire element (on the assumption
that the ship is time-chartered) is $12,000 per day. Bunker prices are assessed annually
by the Worldscale Associations and are based, as are port charges, on the previous
year’s average. Average exchange rates for the previous September are used. The total
of the voyage costs divided by the cargo tonnage will give the Worldscale Flat rate, or
“W100” for that voyage.
It is customary in the tanker trades to express market freight levels as a percentage of
the published Worldscale rates, a method known as “points of scale”. Thus
“Worldscale 100” or “W100” means 100 points of 100% of the published rate - in other
words, the published rate itself, or “Worldscale flat”. “Worldscale 243” means 243 points
or 243 per cent of the published rate and “Worldscale 31.5” means 31.5 points or
31.5% of the published rate.
Economies of scale dictate that, in order to break even on a voyage, a large tanker
carrying a large quantity of oil will require a lower freight rate per tonne than a smaller
tanker lifting a smaller cargo. A VLCC might therefore be quoted at W41 while a 50,000-
tonner may require well over W100 or even more than W200.

What is affreightment?
A contract of affreightment is essentially a contract to satisfy “a line term need for
transport”. It may be used by an operator who does not own a fleet of ships. He then
charters ships for each voyage.
what is affreightment
Ans; contract of affreightment
is an agreement between a charterer and a shipowner, disponent owner or carrier for
the carriage of a specified (and often large) quantity of specified goods between
specified places, over a specified (and usually long) period of time, by vessels of a type
and size stipulated by the charterer, but which are nominated by the owners. The goods
to be carried and the total period are clearly defined, but the shipment dates may be
approximate, often giving an even spread of shipments over the period (which may, for
example, be 12 months). A stated minimum quantity must usually be loaded each
voyage, with a “more-or-less” margin at the option of either the charterers (MOLCO) or
the owners (MOLOO). the owners agree to transport an agreed volume of cargo over a
specified period;the charterers nominate cargoes and loading dates;the owners
nominate suitable vessels.

What is a charter party?

A charter is a contract between the ship owner and the charterer, for the use of a
ship or her service for a voyage, for a specified period of time.
voyage charters, Time Charters, Special purpose Charter, Bare boat or demise
charter.

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.

What is bare boat charter

Bare boat charter is a type of agreement. Whereby the owner retains the ownership of
the vessel, and the charterer assumes all responsibilities towards its employment,
management, maintenance and operation, including manning of the vessel. The
charterer usually pays the owner a fixed line per month in advance as detailed in the
agreement.
Eg: BP form or shell form.
Bare Boat or Demise charter:
A bare boat charter is often described as a type of ship financing arrangement.
It will generally be on its BARECON 89 charter – party form.
It is used by owners such as banks/Finance organisatons, who may not be prepared to
operate or manage ship themselves.
It is a contract for the lease of a vessel for an agreed period. The legal ownership
continues to vest in the owner but her physical position.
The Barecon A form, designed by BIMCO for short period chartering, is used under
which the owners keep responsibility for insurance premium.
The Barecon B form, is designed for a long period financial type of contract mainly for
new constructions although it can be modified for a second-hand tonnage.
The charterer is responsible for insurance premiums.
Barecon 89 is an amalgamation of Barecon A & B forms. It is designed to indicate the
need of a bareboat charterer registration.
what do you understand by the bareboat charter
Ans; bareboat charter (sometimes called a charter by demise or 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, is used by owners such as banks and finance
houses who are not prepared to operate or manage ships themselves. a purchase
option after expiry of the charter or during the hire period. (Hire payments may include
installments of the purchase price, and transfer of ownership may follow the final
installment., the vessel owners put the vessel (without any crew) at the complete
disposal of the charterers and pay the capital costs, but (usually) no other costs. The
charterers have commercial and technical responsibility for the vessel, and pay all costs
except capital costs.

time charter -
- is a contract for the hire of a named vessel for a specified period of time. The
shipowner is responsible for vessel’s running expenses, i.e. manning, repairs and
maintenance, stores, master’s and crew’s wages, hull and machinery insurance, etc. He
operates the vessel technically, but not commercially. The owners bear no cargo-
handling expenses and do not normally appoint stevedores Stevedoring damage
notification forms, and log extracts (or “abstracts”) will usually be required to be sent to
the charterers.
an extra payment to be made by the charterers each time the ship’s crew sweep and/or
wash down the holds of a dry cargo ship. Time charterers are normally allowed to fly
their own house flag and, at their own expense, paint their own colours on the funnel
and/or sides.
Vessel Off Hire For Six Hours How Will You As Chief Engineer Defend
1. Documentation of the work done, plan, inform and take permission vessels
superintendent where possible
2. Spares consumed
3. Entries in log book as regard to the need of maintenance- indicating abnormal
parameter
4. Mention time of breakdown observed, maintenance started and completed when
the vessel is at sea.

Voyage charter
Ans; voyage charter
is a contract for the carriage by a named vessel of a specified quantity of cargo
between named ports or places. The charterer, who may be the cargo owner or may
be chartering for the account of another party such as the shipper or the receiver,
agrees to provide for loading, within the agreed period of time, the agreed quantity of
the agreed commodity, to pay the agreed amount of freight, and to take delivery of the
cargo at the destination place. In effect the charterers hire the cargo capacity of the
vessel, and not the entire vessel, and to this extent a voyage. The shipowner must
provide the master and crew, act as carrier and pay all running and voyage costs,
unless the charter party specifically provides otherwise.
Freight is in proportion to the volume of the cargo

Voyage Charters - Is a contract for the carriage by a named vessel of a ‘Stated

quantity of Cargo’ between named ports.
It could imply hiring for one journey.
Standard voyage charter-party forms,
Code Name Trade
Gene Con General purpose
Fertivoy Fertilisers
Time charters - Is a contract for the hire of a named vessel for a
‘Specified period of time’ which could vary from trip to as much as few years.
It could be compared as equivalent to the hire of a chauffeur – drives car. The charter –
hire is generally on daily rate and is usually payable in advance even fortnight.

Define Dead fright and Back freight

Dead freight is not a genuine freight but owners compensation, for lost freight
payable by characters on a quality of cargo “Short shipped” (ie) quality which they
agreed, but failed to load.
Back freight: It is the freight paid by the shipper for the return carriage of goods
not delivered to or not accepted by their received.

Voyage charter c/e responsibilities

Voyage charter specially interested for cargo space and vessel seaworthiness so as a
C/E 1.He should take care of cargo handling equipment and tank condition. If any
repairs are necessary, to keep the same in good condition, they should be carried out,
as it is a requirement to prove that the ship is able to carry the cargo safely and the
vessel should be able to reach in agreed time.2. Vessel daily bunker consumption at
sea and port .

Slot Chartering
A voyage charter whereby the shipowner agrees to allot Space / certain number of
container slots (TEU and/or FEU) at the charterer's disposal.

CESSER clause explain

Ans; it is in voyage charter, Where the charterers are not the owners of the goods but is
acting only as an agent or broker for the loading of another party’s goods, he will
probably be anxious to ensure that his liability for the cargo ceases once it is loaded.
This is usually expressed in a Cesser Clause stating that “...charterers’ liability will
cease on shipment of cargo and payment of freight, deadfreight and demurrage”, i.e.
sums incurred at the loading port. The shipowner, however, will not want to find himself
without a remedy for any breach of contract or damage done to his vessel after the
charterer’s liability has ceased, and will want legal recourse against another party, who
will usually be the receiver of the goods. Therefore, if a Cesser Clause is incorporated in
the charter party, a Lien Clause will also be included giving the owners the right to retain
possession of the goods at the discharge port until outstanding debts are paid. The two
clauses are often combined in a Cesser and Lien Clause. The relief given to the
charterers from their obligations only operates to the extent that outstanding sums can
be recovered at the discharge port. The owners must proceed against the receiver first,
but the charterers will remain liable for sums which cannot be recovered from the
receiver.

Explain briefly ‘INCOTERMS’?

It is essential for the seller and buyer, and their bankers, good insurers and carrier to
precisely know when ownership and risk passes from the seller to the buyers, so that
the respective rights and liabilities of each party can be determined and disputes
avoided. The time of transfer of property (fettle) and risk (of loss/damage) depends on
the contract terms.

INCOTERMS are a select international rules for the inter precaution of the chief terms
used in foreign trading contracts.

FOB and CIF are the main INCOTERMS used for sea or inland waterway transport.

FOB stands for free on board (at Port of shipment). It is a contract based on the
‘Loading Point’ so that the buyer is free after loading, to re-sell the goods, even while
they are on the vessel. The invoice price is normally lower than CIF price.

CIF means Cost, Insurance and Freight (Paid to a named place). It is a contract based
on the ‘discharge Port’.

Explain FOB, CIF

Free on board; under free on board contract the seller undertakes to deliver the goods
over the ships rails at which point the risks passes from the seller to the buyer, the
sellers responsibility is to pay all expenses till this point the buyer is responsible for
freight and subsequent charges. The buyer is responsible for the insurance from the
time he assumes the risk that is once the good passes the ships rail. In short till the
goods passes the rail they are at the risk of the seller and there after remains the risk of
the buyer.

Cost , insurance and freight; on CIF sales bases the seller is responsible for
insurance from his own premises to that of the buyer at the destination. The policy is
timely to the warehouse to warehouse. The policy is taken out in sellers name and
buyer will negotiate any claim. Same policy protects the interests of both seller and
buyer. The seller must provide the buyer a clean bill of lading

Discuss about the following freight:

(a) Lumpsum Freight: It is more common in the tanker trades, than in dry
cargo trades. It is a ‘fixed sum payable’, irrespective of the amount of cargo carried.
Owners usually guarantee a certain cargo capacity, for charter’s use.
It is useful in mixed cargo charters, where as cargos are of varying densities.
(b) Bill of Lading freight: It is commonly stipulated in tanker c/ps. It is
freight calculated on shipping or loaded items, as stated in a B/L.
 It is used in trades, where cargo amounts loaded and unloaded may differ.
It may be payable in advance or at destination.
It may be payable by and endorse of a B/L, for outstandings.
(c) Advance or prepaid freight:
It is often seen in tanker C/Ps and may be demanded by carriers of dry cargoes.
It is deemed to be earned as the cargo is loaded.
It may be a total freight or an agreed proportion of if payable in advance at the loading
port. The balance being payable on delivery of the cargo.
It is not refundable if the vessel and cargo is lost.
It is commonly required where cargo is shipped under a transferable B/L, as buyers of
goods covered by a B/S often require a ‘freight paid’ B/L.

Pro-rata Freight:
It is a ship owners compensation for carrying the cargo, at least to part of its destination.
It is payable in common law, when only part of the voyage has been completed.

Ad Valoreon Freight:
It is normally used in ‘Voyage C/Ps, generally being confined to ‘Liner shipment’/ In the
‘Ad Valoreon B/L’, the cargo value is recorded and the owner waives his right to limit his
liability to the goods.
It is freight charged at a rate, stated as a percentage of the value of a shipment, usually
of ‘High value’ goods.
Normally, P&I clubs do not cover owners for liabilities, in connection with high value
cargoes and owners must usually make other insurance arrangements.
HAGUE VISBY rules
The Hague – VIS by rules govern the carriage of goods by sea and identify the
rights and responsibilities of carriers and owners of cargo.
These rules are international convention for the unification of certain rules relating to the
bills of lading, drafted at Hague in 1924
Due to certain court decisions, and due to advent of containerization and multi modal
transportation of goods and due to pound sterling loosing its convertibility to gold The
Hague rules in 1968 were amended and called Hague Visby rules. India has adopted a
number of provisions of the Hague Visby rules by amending “ the carriage of goods by
sea Act 1925

Under The Hague rules shipper bears the cost of loss/damage of the goods if they
cannot prove that the vessel was unseaworthy, improperly manned, or unable to safely
transport and preserve the cargo.
This means that the carrier can avoid the liability for a risk resulting from human errors
provided they exercise due diligence and their vessel is properly manned and
seaworthy.
Hague rules do not apply to charter parties unless incorporated therein by agreement,
Whenever Hague rules are adopted by into the national statutes they apply only to the
outwards cargos and for inward cargo’s they must be incorporated in the bills of lading.
Hague Visby rules falls mainly in two categories.
1. Rules in the first category establish the obligations of the carrier.
2. Rules in the second category define the maximum immunity to which he is
entitled and the extent to which he may limit his liability.

What is hamburg rule,

hague and hague visby rules were too much in favors of carrier hence hamburg rule
were designed
they do not give so many exception from liability as Hague and Hague visby rules
applicable to inward and outward cargo’s, live animals carried as cargo carried on deck
India has not ratified to hamburg rules
Limitation of liability of carriers has increased about 25 %, that is 835 SDR per package

Diffrence between hague, hague visby and hamburg rule.....

HAGUE- 1923 the bill was subject to the Rules of country in which the law was enacted
& Liability £ 100 per package

HAGUE-VISBY -1964 “contracting States” so that no conflict of law situations would

arise. 10,000 francs per package or unit (or ) 30 francs per kilo
- application of rules depend on issue of bill of lading - not applicable to charter parties
- applicable to all goods, except live animals and deck cargo.
- Covers only when the product is in ship. Hook to hook
- More liability on shipper.

HAMBURG – 1992 - application of rules does not depend on issue of bill of lading –
likely to apply for imports as well as exports.
- not applicable to charter parties
- carrier will not be liable for loss of Live animals and deck cargo
- Covers the product from port to port
- cover actual carriers, which include any person entrusted by the carrier
- More liability on the Carrier (ship owner)

as per Hamburg Rules, it is applicable to charter parties if the B/L is issued according to
C/P. Quoting directly from the Hamburg Rules: "The provisions of this Convention are
not applicable to charter-parties. However, where a bill of lading is issued pursuant to a
charter-party, the provisions of the Convention apply to such a bill of lading if it governs
the relation between the carrier and the holder of the bill of lading, not being the
charterer."
HAGUE RULES- international convention for the unification of certain rules of law
relating to bills of lading ,signed at brussels on august 25 ,1924 HAGUE VISBY
RULES= Hague rules as amended by the brussels protocol of 23 feb 1968 and by
protocol signed at brussels on 21 dec 1979 BY a protocol of 1979 (SDR) the H-V rules
were amended so that the calculation of limitation of liability was based on SDR as
defined by the IMF rather than a fixed no. of Poincare francs as contained in the original
protocol => india has only ratified the hague rules .
HAMBURG RULES - United nations Convention on the carriage of goods by sea ,1978
hamburg rule applies to deck cargo as well as live animal
India has already ratified hague-visby rule and amended Indian carriage of goods act in
1992. But india is not interested with hamburg rules but instead wanted to go for
Rotterdam rules of 2009. But will take its own sweet time..

Duties/Role of Chief Engineer under Hamburg rule?????

To Ensure no cargo damage takes place onboard.. Esp with refrigerated one's..
I think responsibility will extend up to handover of the cargo, correct me if i am wrong.
C/E could volunteer for that. But in my point of view, cargo officer(normally the chief
officer) will take care of that part.
Hamburg rule says carrier is liable for loss, damage or delay to the goods so C/E is
responsible for seaworthiness

What Is Bill Of Lading? Who Issues It.? Who sign the bill of ladding?
I said master or agent as per charter party clause.
Master give copies to shipper who forwards the BOL to receiver on receipt of freight.
Vessel to deliver the cargo on production of BOL by receiver.

Explain bill of lading in detail

The bill of lading is the declaration of the master of the vessel by which he
acknowledges that he received the goods on board of his ship and assures that he will
carry the goods to the place of destination for delivery, in the same condition as he
received them, against handing of the original bill of lading.
The bill of lading (B/L) serves as:
A receipt of the goods by the shipowner acknowledging that the goods of the stated
species, quantity and condition, are shipped to a stated destination in a certain ship, or
at least received in custody of the shipowner for the purpose of shipment;
A memorandum of the contract of carriage, by which the master agrees to transport
the goods to their destination; all terms of the contract which was in fact concluded prior
to the signing of the bill of lading are repeated on the back of this document;
A document of title to the goods enabling the consignee to dispose of the goods by
endorsement and delivery of the bill of lading.

MATE”S RECIEPT Chief officer (C/O) compares ship’s tally or intaken cargo tonnage
with details on Shipping Note and issues a Mate’s Receipt (M/R) from ship’s triplicate
book. M/R contains accurate and truthful details of quantity and condition of goods,
including references to any shortage, damage, etc. C/O gives at least one copy to
shipper’s representative but retains one copy in book. Shipper obtains a full set of blank
B/Ls from carrier, types in details of received cargo exactly as stated on M/R given by
ship. Shipper sends full set of original B/Ls to port agent for signing by master or agent
(with written authority of master). Person signing B/Ls carefully checks that typed details
correspond to those in ship’s copy of M/R, and signs all original B/Ls in set. Full set of
signed original B/Ls is handed to shipper. Other signed copies (marked COPY - NON-
NEGOTIABLE) are also issued for office/filing purposes. Ship sails from loading port.
During voyage shipper may sell goods to another party by endorsement and transfer of
the full set of B/Ls. This may happen several times. Ship arrives at discharge port. Last
buyer of goods in chain (who is now consignee) or his receiver proves his identity to
port agent and presents one original B/L, endorsed to him. Pays freight and any
demurrage owing. Agent stamps B/L ‘accomplished’ and issues Delivery Order to
consignee to enable him to collect his goods. Consignee or receiver presents Delivery
Order to ship, bills of lading are made up of four specimens;
one for the shipper,
one for the consignee of the goods,
one for the master,
one for the owner of the vessel.
Only these three or two specimens are marked with the statement "original", and all the
other specimens - the ones for the master, the owner of the vessel, the consignee, and
other specimens for other purposes - are marked with the statement "copy not
negotiable". Sometimes a hundred "copies not negotiable" exist, and none of them
gives the right to receive the goods.
The three or two originals, handed over to the shipper, is called "a full set of bills of
lading". When a person has a full set of bills of lading, it is impossible that another
person would receive the goods. The bill of lading always mentions the number of
originals.
The B/L must indicate that the goods have been loaded on board or shipped on a
named vessel, and it must be signed or authenticated by the carrier or the master, or
the agent on behalf of the carrier or the master. The signature or authentication must be
identified as carrier or master, and in the case of agent signing or authenticating, the
name and capacity of the carrier or the master on whose behalf such agent signs or
authenticates must be indicated.
A set contains at least two originals. In practice, a set of three originals is the most
common. The number of original bills of lading (Bs/L) may be expressed as 3/3 (read as
'three of three') or 2/2 (read as 'two of two'). In the sample L/C, it the L/C stipulates "Full
set 3/3... The purpose of issuing more than one original is to ensure that the port of
destination will receive the original when dispatched separately. The original Bs/L are
proof of ownership of goods, one of which must be surrendered to the carrier at
destination, duly endorsed by the title holder in the goods in exchange for the goods or
the delivery order. When one of the originals is being surrendered to the carrier, the
others become invalid.
The non-negotiable copy of B/L simply means the unsigned copy of the B/L, which is
for information purposes.

A clean bill of lading is a bill of lading bearing no superimposed clauses stating a

defective condition or shortage of the goods. It states that the goods have been
received “in apparent good order and condition...”, without further remarks as to their
condition.
A dirty bill of lading, also known as a “claused” or “foul” bill, is one claused with
remarks such as “torn bags”, “rusty drums”, “three (3) more c/s in dispute - if on board to
be delivered”, etc.
GENERAL AVERAGE
Particular And General Average Examples
To Put Off Fire Some Cargoes Are Damaged Due To Water, Some Are Damaged
Due To Fire. Which One Is Part.Avg? And Which One Gen.Avg. & Why? 5
Conditions Of Gen. Avg.
York Antwerp Rules, Why Numbered Rules Prevail Over Lettered Rules?
Rule Of Interpretation ,
Can Master Discharge The Oil To Save The Ship,
yes master can discharge oil into sea As per MARPOL regulation 4 annex I, to save life
at sea, securing the safety of ship, to minimize the effect of damage

Where is General Average declared

A general average act is defined in Rule A of the York Antwerp Rules 1994 and Marine
Insurance Act as follows:
“There is a general average act when, and only when, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the common safety for
the purpose of preserving from peril the property involved in a common maritime
adventure.”
The five component parts of a general average loss are therefore:
a) an extraordinary sacrifice or expenditure,
b) which is intentionally
c) and reasonably made
d) against a peril,
e) in order to benefit the common venture
Example of GA- damage caused to machinery while re-floating the vessel after
grounding, or jettison of cargo.
General average to be declared with
The sacrifice or Expenditure must be extraordinary
Action taken must be intentional or voluntary and not inimitable. There must be a peril.
The action must be for the common safety of all interests
(i.e.) Ship + Cargo + Freight, at risk

What is York-Antwerp rules, 2000

It states, “GA Applies, if General Average is declared and cargo owners are legally
required to contribute, regardless of whether their cargo is damaged or not”. This
includes the owners of the cargo, which has been totally lost.
What is General Average? (York-Antwerp rules, 1974)
There is a General Average Act when, and only with, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred, for the common safety, for
the purpose of preserving from peril, the property involved in a common maritime
adventure.
Differentiate Between York Antwerp Rules And Hague Visby Rules
Ans; YORK ANTWERP rules
these are set of internationally recognized rules for a uniform method of calculating the
contribution of parties when there is an general average act. The York/Antwerp Rules,
are not the subject of national statutes or international conventions, but are imposed by
special clauses in standard form contracts - principally bills of lading.
York Antwerp rules consists of 7 lettered rules and 22 numbered rules, lettered rules
deals with principles of general average, where as numbered rules deals with the
practices of general average, numbered rues have precedence over the lettered rules
when there is a conflict
Difference Between Wreck And Salvage
Loyds Open Form 2000
How Is Doing Salvage Lof, Scopic, Who Will Pay For The Salvage.
What Is Scopic, How Will You Get It Technically?
Salvage Convention? What Are The Clause?
Special Clause In Salvage Convention
Scopic - Is The Salvor Entitles To Get Compensation Even If He Has Not Been Able To
Prevent Or Minimize Damage To Environment?
Scopic Tariffs- Who Will Pay
What is Salvor’s Mairtime Lien?
Salvor’s right to a ‘reward’ is protected by his lien (ie his claim) on the Maritime
Property. He is paid a security deposit by the beneficiaries pending the actual income
of the salvage award.
If no deposit is forthcoming, salvor can enforce his lien by retaining possession of
the Maritime property solved by applying to the Maritime courts to have the property
attested and sold.

Define ‘Salvage’?
Salvage can be described as a ‘Service rendered to save Maritime property in
danger.
Salvage can be characterized by the following:
Salvage service must be voluntary.
Salvage property must be recognized Maritime property.
Subjects must be in danger.
Salvage must be successful.

What is London Salvage convention (1989)?

Convention does not apply to warships, Government ships on non-commercial
run, mobile oil & Gas rigs unless they are in transit.
Duties of Salvor:
Operation must be carried out with all due care.
Care to prevent/minimize damage to the environment.
If required, they must seek assistance from other salvors to prevent loss.
Accept the intervention from other salvors, under required circumstances, if requested
by the master/owner.
Duties of owner & Master:
Co-operate fully with salvage operation.
Care to prevent/minimize damage to the environment.
Accept re-delivery of vessel, at places of safety after being requested by the salvor.

Salvage Contracts:
There are basically two main types of contracts.
Ordinary Tariffs, lumpsum or daily rate:-
This type is usually cheaper. Normally used when property is not in immediate danger
and the rate can be negotiated. Eg. – Vessel is aground on a muddy bark or a wreck is
to be raised.
Salvage on the basis that renumerations be paid later:-
This type is used where imminent danger exists to the vessel or marine environment.
Contracts can be arranged verbally 9ie) over the phone or VHF. It need not be signed,
if time does not permit, as in the case of emergency, bade weather.
A common agreement used is Lloyd’s open form – LOF 2000.

What is LOF (Lloyd’s open form) 2000?

This is Lloyds Standard Form of Salvage agreement. It is a simple, single page
document, which contains the following:
Vessel’s name
Agreed place of safety
Date of agreement
If scopic clause is incorporated.
Name of Salvors.
Currency of Award
Place of agreement
Signature of both parties.

LOF 2000 also contains 12 important clauses.

Class A – Basic obligation of charter.
Class B – Environmental Protection.
Class C – Scopic Clause.
Class F - Property owners must co-operate fully with contractor with regard to
usage of vessel’s machinery and gear. All informations must be provided.
Class G – Both parties have a right to termination.
Class I - Dispute arbitration.
Class J - English law applies.

SCOPIC (special compensation of P&I club),shipowner has to pay tariff but

choosing SCOPIC is owner option. Surveyor was actually asking the tariff rates " like
for engaging a tug how much?" In simple terms, it is 100% expense + 25% bonus is the
tariff for Scopic. Tariff is not 100%expense +30% bonus ,it is like this given in scopic
clause "Special compensation under Article 14 was only payable where the special
compensation itself exceeded the usual “no cure, no pay” salvage award. In addition to
the salvors’ expenses (excluding any element of profit), there was an uplift available of
up to 30% or 100% for exceptional circumstances."
What is scopic clause?
It is known as special compensation P&T clause.
History: The London salvage convention, 1989, article 14 introduces special
compensation. Special compensation was used if the salvor succeeded in preventing
or minimizing damage to the Marine environment, but was not adequately compensated
by the salvage awards.
This was given as an incentive to prevent pollution, as compensation to salvor to
counter the disadvantage of the “No cure, no pay policy”.
Scopic remuneration is payable by the owner of the vessel and only to the extent by
which the amount exceeds the salvage award. It is calculated on the basis of tariff rates
for tugs, personnel equipment and the salvor’s out of pocket expenses.

Discuss LOF
Ans; The only international standard form of salvage agreement in use is Lloyds
Standard Form of Salvage Agreement or Lloyds Open Form (LOF). A form of contract
which was easily understood and known to be fair to salvors, seafarers owners and
underwriters alike;
a contract which can be agreed without hesitation or negotiation thereby
enabling necessary salvage work to start immediately;
a contract with an administrative system and rules of conduct under which the
assessment of the salvage award and all disputes could safely be left to be
resolved after a successful operation had been completed;

The 1980 version (LOF 80) provided that contractors could limit their liability
in accordance with the 1976 Limitation Convention, notwithstanding that, at
that time, the Convention did not then have the force of law. LOF 80 also broke, for the
first time, the centuries old salvage principal of ‘no cure no pay’ by providing that if the
salvage services involved a laden tanker, the salvor, even if unsuccessful, would at
least recover the very minimum of his expenses plus an uplift of 15%. This was done to
encourage salvors to run to the assistance of seriously damaged tankers which were
threatening damage to the environment.

LOF90 incorporated the Salvage Convention which included the very important new
provision for Special Compensation under Article 14. But difficulties of interpreting the
precise meaning of Article 14 of the Convention was defeating its very purpose, namely
to encourage salvors to proceed to the assistance of seriously damaged ships

To correct the situation, new concept, the SCOPIC Clause (Special Compensation P&I
Clause), which was specifically designed to replace the Article 14 provision of the
Salvage Convention and make the assessment of the amount due to the contractor that
much easier. LOF2000 specifically made provision for the use of the SCOPIC clause

discuss wreck and salvage convention

SALVAGE convention
International convention on salvage 1989 ; it has 34 articles included in five chapters.
Ch 1 deals with general provisions – definitions etc.
Ch 2 deals with the salvage performance such as duties of salvor, owner and the
master,
Ch 3 deals with rights of salvor
Article 13 deals with criterion for fixing the reward
Article 14 deals with the special compensation clause- SCOPIC
Chapter 4 deals with claims and actions
Ch 5 deals with final clauses.
OTHER COMMERCIAL PROCEDURES
Marine law, Maritime law / Admiralty law
Admiralty - Traditionally 'admiralty law' referred only to contractual and tortious disputes
arising from the operations of ships (named after the typical work of the Admiralty Court
in England). It would not, for instance, cover governmental or international shipping
regulations. However, the description has become more loosely used over time and
today it is interchangeable with 'Maritime Law' as a term describing all law related to
ships. Marine Law - This is perhaps the most broad of the terms and encompasses all
law related to the sea or waterways. It would cover international agreements on sea
borders, laws on fishing quotas and the law governing transport of goods or the
operation of ships (i.e. It is a catch-all term for Law of the Sea and Maritime Law).
Maritime Law - Describes all law related to ships and shipping; including the building,
navigation, crewing, operation and other activities and incidents related to ships.
Although now used interchangeably with the term 'Admiralty Law', Maritime Law is
preferable as the more common term.
Maritime law: the branch of international law that deals with territorial and international
waters or with shipping or with ocean fishery etc.
The terms admiralty and maritime law are sometimes used interchangeably, but
admiralty originally referred to a specific court in England and the American colonies
that had jurisdiction over torts and contracts on the high seas, whereas substantive
maritime law developed through the expansion of admiralty court jurisdiction to include
all activities on the high seas and similar activities on Navigable Waters.

What is Mortgage?
A registered ship, or a share therein, may be pledged as a security, for a loan or other
‘Valuable consideration’ and the instrument for creating the security is called a
Mortgage. The Mortgage shall be prepared in a prescribed form.

Maritime lien? Claim period before taking over possession ?

Maritime lien and possessory lien, difference.
what is rem ; in res
Differentiate between maritime liens and mortgage
How do you mortgage a ship?
How do you take a ship out of mortgage?

Discuss Arbitration & types?

"All disputes arising under this charter party shall be settled in India in accordance with
the provisions of the Arbitration & Conciliation Act 1996 (No. 26 of 1996), and under the
Maritime Arbitration Rules of the Indian Council of Arbitration. The Arbitrators to be
appointed from out of the Maritime Panel of Arbitrators of the Indian Council of
Arbitration. The arbitrators shall be commercial men."
Any Dispute or differences whatsoever arising between the parties out of or relating to
the construction, meaning and operation or effect of this contract or the breach thereof
shall be settled by arbitration in accordance with the Rules of Arbitration of the Indian
Council of Arbitration and the Award made in pursuance thereof shall be binding on the
parties."
Arbitration and conciliation. .
Apart from arbitration facilities, the Council provides its good offices for amicable and
quick settlement of international trade complaints and disputes through conciliation and
ADR (Alternative Dispute Resolution). The Council has framed its Rules
of Conciliation based on UNCITRAL Conciliation Rules to provide conciliation
proceedings in an economical and expeditious manner. Conciliation is carried out
mainly through correspondence with a view to bringing the parties around to an
amicable settlement of disputes. Sometimes personal meetings with the concerned
parties are also arranged. As a result of conciliation a number of trade complaints are
settled amicably to the satisfaction of both the parties. However, there is no legal
sanction with the Council to compel the parties to any particular solution of the dispute.

how to choose an arbitrator.. How to make sure he will not be biased...

The sole arbitrator is appointed by consent of the parties and, failing such consent, the
Council appoints the sole arbitrator. Where three arbitrators have to be appointed, each
of the parties appoints one arbitrator and the Council appoints the third arbitrator who
acts as the Presiding Arbitrator of the arbitral tribunal.
Under institutional arbitration in India, the parties are free to choose their arbitrators
from panel of arbitrators established by the institution. The panel of arbitrators
maintained by the ICA includes about one thousand five hundred persons from various
professions and businesses, lawyers, chartered accountants, engineers etc. They are
put on the list by the Arbitration Committee after the latter is satisfied about their
competence, integrity and impartiality to act as arbitrators. The list also includes
foreigners.

What are the advantages and disadvantages of Arbitration?

Advantages:
Fast settlement
Low Cost
Less formality
Disadvantages:
Difficult points of law may need to be referred to court.
No right of appeal to the result.
Foreign courts may not be inclined to enforce the Arbitration award.

Define affidavit
Ans; an affidavit is a formal sworn statement of fact written down signed by the
declarant (who is also known as affiant and witnessed as to the varsity of the affiant
signature) by a taker of oath such as notary public
 INSURANCE
What Is Representation And Disclosure In Insurance?
A statement made in an application for insurance that the prospective insured
represents as being correct to the best of his or her knowledge. If the insurer relies
on a representation in entering into the insurance contract and if it proves to be false
at the time it was made, the insurer may have legal grounds to avoid the contract.

Warranty...
A statement of fact given to an insurer by the insured concerning the insured risk
which, if untrue, will void the policy.

What Are The Worldwide Hull & Machinery Insurance?

It indicates limitation operating regions.

Ship Entering Port, Insurance Obligation?

P&I cover, OPIC, Wreck Cover and any other addional by port authorities

What Are Risks Not Covered By Insurance?

1. Normal wear & tear
2. Will full misconduct
3. Want of due diligence
4. War & nuclear

who- will pay for the ships total loss

Ans – hull and machinery insurer

who will pay for the ships crew

Ans; protection and indemnity clubs
If container is fallen who will pay
Ans cargo insurer will pay

Type of insurance , certificate of financial responsibility, ( CLC and P&I club)

Ans; Marine Insurance can be divided into five sections:
Liability Insurance – OIL, HNS, Bunker, Wreck , Ballast & Passenger
Marine Hull insurance, Marine Hull policies are usually time policies, the maximum
period of insurance usually being 12 months. It covers loss/damage suffered to a
ship and machinery of vessel.
Marine Cargo insurance The insurance of goods in transit from one place to
another by any single mode or combined modes of sea, rail, road, air and inland
waterways. Under marine cargo, export and import shipments, including air and
registered post as well as goods in transit by rail/ road/ air/ post can be insured.
P&I Clubs insurance. Shipowners take P&I insurance cover in respect of third party
liabilities and expenses arising from owning ships or operating ships as principals.
An insurance mutual, a Club, provides collective self insurance to its members.
For trade to the United States, one has to make sure their ship complies with the
special US Coast Guard regulations for US waters and in particular the OPA 90 (Oil
Pollution Act, 1990) and COFR (Certificate of Financial Responsibility) requirements.
Such a certificate is issued under the provision of CLC convention and is issued by
the P&I clubs.
Freight Demurrage & Defense(legal Expenses)
TYPE OF INSURANCES
Builders Risk
Hull and Machinery
Hull and Machinery -War Strike Risk
P&I
Crew Personnel Accident Cover
Freight, Demurrage & Defense
Loss of Hire
Disbursements or Freight Interest Insurance
Vessel Trade Disruption
Port Authority And Terminal Operators
Marina Insurance
Mortgages Interest Insurance
Charterers Piracy Trade Disruption
Charterers Cover For Ga/Salvage Cost
Marine Kidnap And Ransom
Aquaculture Equipment

TYPES OF POLICIES
Time
Voyage
Mixed
Valued
Un valued
Floating
Blanket
Wager
Port risk

Difference Between Blanket And Floating Policy?

Floating policy describes the general terms and leaves the amount of each
shipment and other particulars to be declared later on. The declaration is made in
order of dispatch of shipment.
The policy is taken for a round large sum which is specified at each declaration and
is attached to each shipment. With each declaration the amount will be reduced till it
is exhausted when the insured sum is said to be 'closed' and the policy is 'fully
declared' or, 'run off..

BLANKET policy is taken to cover losses within the particular time and place. The
policy is taken for a certain amount and premium is paid on the whole of it in the
beginning of the policy and is re-adjusted at the end of the policy according to the
actual amount at risk.
If the actual coverage of risk is less than the total amount of insurance, the premium
related to the excess amount is returned to the insured.
On the other hand, if the amounts of shipments are greater than the insured sum,
additional premium is charged over the excess protection.

UN VALUED or OPEN POLICY :- Where the value of the subject matter of

insurance is not declared but left to be ascertained and proved later it is called
unvalued policy.
Difference between car insurance and ship insurance
Ans;Car insurance s transferable where as ship insurance is not transferable,
Car insurance is done on the basis of depreciated value , where as ship insurance is
on the basis of agreed value coverage. Or actual cash value- will get depreciated
amount.
On ships new for old provision is there, the price of new parts is paid,
Negligence of master crew and officer can be insured against- drunken driving is not
insured.

All generators damage, H&M policy, insurance clause,

Ans; new for old clause: either new generator or new spares required for partial
damaged generators shall be compensated for

What do u mean by sue and labor clause in insurance

Ans; provides that the assured has a duty to take all reasonable steps to avert or
minimize any loss for which a claim would be payable under the policy. In return,
most costs incurred in taking such steps are recoverable from the underwriters.
- Was formerly known (in ITC 1/10/83 and older policies) as the Sue and Labour
Clause.
* Sue and labour charges are not to be confused with general average expenditure
They are incurred for the benefit of only a single interest (e.g. the vessel, or the
cargo), whereas general average expenditure is incurred for the common benefit
(e.g. of the ship, cargo and freight, if any at risk).
Examples of sue and labour charges might include costs incurred by a shipowner in
recovering a lost anchor and cable, and costs incurred by a cargo owner of having a
refrigerated cargo stored ashore while a ship’s refrigerating machinery is under
repair.

Deviation in insurance
Ans; Deviation; Where a ship, without lawful excuse, deviates from the voyage
contemplated by the policy, the insured is discharged from liability as from the time
of deviation, and it is immaterial that the ship may have regained her route before
any loss occurs.

Several ports of discharge; Where several ports of discharge are specified by the
policy, the ship may proceed to all or any of them, but, in the absence of any usage
or sufficient cause to the contrary, she must proceed to them, or such of them as she
goes to, in the order designated by the policy. If she does not there is a deviation
Excuse for deviation or delay; (a) where authorized by any special term in the policy;
(b) where caused by circumstances beyond the control of the master and his
employer
(c) where reasonably necessary in order to comply with an express or implied
warranty; or
(d) where reasonably necessary for the safety of the ship or subject-matter insured;
(e) for the purpose of saving human life or aiding a ship in distress where human life
may be in danger; or
(f) where reasonably necessary for the purpose of obtaining medical or surgical aid
for any person on board the ship. When the cause excusing the deviation or delay
ceases to operate, the ship must resume her course, and prosecute her voyage,
Under what conditions insurance will be given
Ans hull and machinery
Management, flag state, charter( bareboat), changes insurance becomes invalid
Vessel should be under classification
ISM certification, DOC SMC
Deductibles
Sue and labour
Running down clause- ¾ th collision liability
Peril clause 1 & 2( Inch mare Clause);
War risk clause- additional premium to be paid
New for old
Bottom treatment- claims for bottom plating damage & cleaning, painting not given
General average and salvage
Wages and maintenances- which form a part of general average
Sister ship clause
Leased equipment
Disbursement- increased value of the vessel can be insured
Tender provisions- leading under writer has write to order to go to port of refuge, has
write to place tender, Notice of claim

what is mean by (Institute Time Clause Hulls)

(A) basic peril and (B) “Inch mare” perils.
(A) The basic peril
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 III objects, objects falling there from, load conveyance,
dock or Harbour equipment or installation
8. Earthquake, volcanic eruption or lighting
The inch mare peril
Accident in loading, discharging or shipping cargo or fuel
Bursting of boilers, breakage of shafts or any latent defect with machinery or hull
Barratry of master, officers or crew
Negligence of master, officers, crew or pilots.
Negligence of repairers or characters provided such repairers are not assured here
under
 P& I
History Of P& I Club?
Greeks used in ancient times itself, spread the burden of loss by the general
Average. In 18th century ship & Cargo owners approached under writers to cover
their risk. But Underwriters were unwilling to take open-ended risks, so ship-owners
responded by forming their own mutual P&I Clubs, acting as a shipowners co-
operative. by eliminating the underwriters' profit margins and making P&I Insurance
significantly cheaper.

What is protection & Indemnity stands for the clubs, their liabilities
Ans; protection relates to the liabilities incurred by the employment of the ship as a
ship, where as Indemnity is concerned with the liabilities incurred by the employment
of ship as a carrier of cargo.
P&I clubs are association of the shipowners to provide covers for the items of
liability, which are not covered under hull and machinery insurance

P&I Club, Role , Functions , Policies?

P&I clubs provide insurance for broader, indeterminate risks that marine insurers
usually do not cover, such as third party risks. These risks include: a carrier’s liability
to a cargo-owner for damage to cargo, a ship-owner’s liability after a collision,
environmental pollution and P&I war risk insurance, or legal liability due to acts of
war affecting the ship.

Difference Between P&I And Marine Insurance

Marine insurers are -profit companies that charge a premium to fully cover ships and
cargo.P&I club is run as a non-profit and the insurance is financed by “calls”.

Procedure To Join In P And I Club For Ship Owner

Each shipowners contribution is decided on the basis of the tonnage, type of ships,
and experience of the claims.Only ship-owners with acceptable reputations are
allowed to join a P&I club and any P&I club member who incurs reckless or
avoidable losses to the club may be asked to leave.

How New Ship And Existing Ship Apply For P& I Membership

Disadvantages of P&I insurance?

P&I will cover only 1/4 collision liabilities not covers fully
It can be said that as claim is shared among all the members equally, thereby if any
one of the member shipping company raises any claim for any purpose, it eventually
increases the annual membership premium for all the members to the particular P&I
club. Which is loss for other companies whose ships r doing well or not involved in
any claims for that year.

Inputs on insurance of MLC liabilities by shipowners??

P&I club will cover MLC liabilities
Discuss the role of P&I club with respect to risk cover?
The P&I club provides the widest third party liability cover available for ship owners
and ship operators. The cover is without financial limit, except for oil pollution, and is
continually developing to meet the changing needs and liabilities confronting the
shipping community.
The risks covered include:
Injury, illness and death of crew, passengers, visitors and stevedores.
Loss of effects in respect of passengers, crew and others.
Repatriation of crew and substitute expenses.
Repatriation of passengers in the event of casualty.
Diversion and other expenses incurred in landing refugees, sick persons
&stowaways.
Collision liabilities, including excess collision liability.
Pollution by oil or other substances.
Property damage/Cargo shortage and damage.
Contractual liabilities, including those of customary to wage.
Fines
Legal and other costs.
Liabilities which P&I clubs covers
1. Crew-liability for injury, illness, death, medical expenses, repatriation under
such circumstances, funeral, and repatriation of substitute crew member
under such circumstances
2. Stevedores- loss of life, injury,
3. Passengers, injury ,loss of life and illness
4. personnel effects
5. diversion expenses: to land sick crew, stowaway
6. life salvage: award to person who has saved life
7. one fourth collision liability: hull policy usually covers 3/4th collision liability
8. oil pollution:
Standard cover: actual or threatened escape or to prevent escape or expenses
borne in all such cases are covered in standard policy

USA cover: under OPA act 1990 a separate cover is required, which requires
additional premiums to be paid. Issuance of COFR( certificate of financial
responsibilities)
Single hull tanker 3000 gt and above or less with double 3000USD / GT
side only or double bottom only
Double hull tanker 3000GT or above or less 1900USD / GT
Any other vessel other than a tanker 950 USD/GT

Wreck Liabilities: removal , destruction, lightening or marking of the wreck

Cargo Liabilities; for loss, shortage, damage or delay
cargo’s proportion of general average
fines
legal costs
besides above P&I clubs also give guaranty to port authorities to prevent detention of
the ships for settlement of full pending cases of liability against the ships.
Omnibus cover
policy is for one year starting noon GMT on 20th FEBRUARY
 LIABILITY INSURANCE
CLC convention :
International convention on Civil Liability for oil pollution damage 1969. It ensures
compensation to persons who suffer oil pollution damage resulting from maritime
causalities in case of oil pollution. Payable by ship owner, who in turn insure
themselves with P & I clubs.max limit million SDR (special Drawing Rights)

FUND convention:
CLC funds were not sufficient in case of large tanker pollution. And a fund was
instituted to relive ship owners and additional compensation to victims. Limit 300
SDR . Fund contribution from all major oil importers above 150 million gallon.
Supplementary FUND over and above FUND convention. It is a third tier protection.
Limit 750 million This convention is optional and India has not ratified this.

Explain FUND convention, CLC conventions

CLC convention
The Civil Liability Convention was adopted to ensure that adequate compensation is
available to persons, who suffer oil pollution damage resulting from maritime casualties
involving oil-carrying ships. The Convention places the liability for such damage on the
owner of the ship from which the polluting oil escaped or was discharged.
The Convention requires ships covered by it to maintain insurance or other financial security
in sums equivalent to the owner's total liability for one incident. The Convention applies to all
seagoing vessels actually carrying oil in bulk as cargo, but only ships carrying more than
2,000 tons of oil are required to maintain insurance in respect of oil pollution damage. . It is
applicable to ships, which actually carry oil in bulk as cargo, i.e. generally laden tankers.
Spills from tankers in ballast or bunker spills from ships other than other than tankers are not
covered, nor is it possible to recover costs when preventive measures are so successful that
no actual spill occurs.
The 1992 protocol also widened the scope of the Convention to cover pollution damage
caused in the exclusive economic zone (EEZ) or equivalent area of a State Party.
The Protocol also extended the Convention to cover spills from sea-going vessels
constructed or adapted to carry oil in bulk as cargo so that it applies apply to both laden and
unladen tankers, including spills of bunker oil from such ships
- For a ship not exceeding 5,000 gross tonnage, liability is limited to 4.51 million SDR
(US$5.78 million) (Under the 1992 Protocol, the limit was 3 million SDR (US$3.8 million)
- For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR (US$5.78
million) plus 631 SDR (US$807) for each additional gross tonne over 5,000. (Under the 1992
Protocol, the limit was 3 million SDR (US$3.8 million) plus 420 SDR (US$537.6) for each
additional gross tonne)
- For a ship over 140,000 gross tonnage: liability is limited to 89.77 million SDR (US$115
million) (Under the 1992 Protocol, the limit was 59.7 million SDR (US$76.5 million)

CLC conventions what are the limits what are the amendments, has this
convention signed by India.
Ans; YES, ratified on 19.6.75 , CLC 69, and CLC protocol 1976
Limits in 1969-133 SDR /ton , with max limit of 14 million SDR
Limits as per 1992 protocol
Less than 5000GT , 3million SDR
5000GT to 140,000 GT , 3 million SDR+ 420 SDR per ton
over 140,000 GT , 59.7 million SDR
limits as per 2000 amendments
less than 5000GT, 4.51 million SDR
5000 to 140,000GT 4.51 million SDR+ 631 SDR per ton
over 140,000 GT 89.77 million SDR

Ans; The purposes of the Fund Convention are:

 To provide compensation for pollution damage to the extent that the protection afforded by
the 1969 Civil Liability Convention is inadequate.
 Fund provides supplementary compensation to the victims of oil pollution disaster
 It is an attempt to ensure that damages of the oil pollution are not only borne by the
shipping industry but also by the cargo interests.
 All persons or companies importing more than 150000 tonnes of oil per year shall make
contribution to the fund, fund is managed as an independent entity under a supervision of
director appointed by IMO.
th st
 2000 fund convention was adopted on 18 oct 2000 and EIF on 1 nov 2003, under 2000
regime maximum amount of compensation payable from the fund under single accident,
including the limit established under 2000 CLC protocol is 203 million SDR, however if three
states contributing to the fund more than 600tonnes of oil per annum the maximum amount
is raised to 300,740,000 SDR

What is FUND convention limit, who contribute to fund, has India ratified it,
what is supplementary fund, who contribute to supplementary fund, what is
SDR
Ans; YES India has ratified , act16.10.78, FUND, 1971 and protocol FUND 1976, 1992
protocol FUND ratification is under consideration, All persons or companies importing more
than 150000 tonnes of oil per year shall make contribution to the fund.
In May 2003, a Diplomatic Conference adopted the 2003 Protocol on the Establishment of a
Supplementary Fund for Oil Pollution Damage. The Protocol establishes an International Oil
Pollution Compensation Supplementary Fund, the object of which is to provide an additional,
third tier of compensation for oil pollution damage.
the total amount of compensation payable for any one incident will be limited to a combined
total of 750 million Special Drawing Rights (SDR) (just over US$1,000 million), including the
amount of compensation paid under the existing CLC/Fund Conventions
Special drawing rights is the new unit of account, based on the special drawing rights as
used by the International Monetary Fund (IMF)

Incase of unlimited liability in US water how will the owner pay

Separate cover has to be taken for actual or threatened oil pollution arising out of an
incident to which the US Oil Pollution Act 1990 (OPA 90) and COFR (Certificate of
Financial Responsibility) requirements is applicable. Additional premium has to be
paid for this additional cover. P&I will pay .
Bunker spill who will pay for the compensation, up to what extent
Ans: as per bunker convention the P&I club of the shipowner shall pay the
compensation

what is the difference between the bunker and CLC conventions

Ans: bunker convention is applicable above 1000GT for ships others than tankers,
contribution from shipowner, bareboat charterers, operator / manager, , limits of
liability as per the national regime, but in all cases not exceeding LLMC (limitation of
liability for maritime claims
CLC is applicable to oil tankers carrying 2000GT and above, applicable to laden as
well as unladen and bunkers from such tankers.
India is not a party to bunker convention, now what about the vessels under
Indian flag entering Australian water? As Australia declared no ship will allow
without bunker certificate! Bunker conv. Why india not ratified?
We can get a certificate from any other flag state on basis of the P&I Club Cert.
If Indian ships get certificate from another flag then why india has not ratifying bunker
convention! Any technical reason!
Instead of bunker convention India is binding on LLMC and bunker convention is in
the advance phase of ratification.. After all, the 1992 CLC and Fund convention were
ratified by india in 2008(after 16 years). Bunker convention which was adopted in
2001 is almost to be ratified but never know when it would(Hopefully by 2020). But
one thing for sure that this answer won’t be accepted in orals. India was banking on
LLMC for all the pollution by dry cargo ships. But the question is, Bunker convention
does not only give limitation of liability of the ship owner but a assured insurance
certificate for pollution claims. What would india have done if the ship's owner had
bankrupted and haven't taken P&I coverage of a ship that has spilled bunker in
Indian waters.

LLMC does not limit shipowners liability w.r.t oil pollution.

For oil pollution there is clc. So if a ship with clc not ratified does oil pollution in
ratified state then the ratified state has the right for compensation but the ship owner
will have to...
The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data
Recorder (S-VDR) is to maintain and store (in a secure and retrievable form)
information concerning the position, movement, physical status, command and
control of a vessel over the period leading upto and following an incident / casualty.

The information contained in the VDR / S-VDR is to be retrieved and used during the
subsequent investigation. For a vessel operating in shallow waters, cost of recovery
of fixed VDR recording medium may not be very expensive. However, in case a
vessel is lost in deep waters, the cost of recovery of the recording medium may be
prohibitive and at times not feasible at all.

In view of the foregoing, it has been decided that all Indian ships shall install the
float-free variety of the VDR / S-VDR. However, if the shipowner has already
installed the fixed type of VDR or it is not possible to install the float-free VDR
meeting full requirements of the IMO Resolution, they shall ensure that an additional
float-free arrangement may be made to retrieve the following information:

Operators should periodically check the condition of igniters and flame scanners, to
ensure that they are in good working order, Automatic fuel oil shut offs should, as a
routine, be tested to ensure that the fuel valves operate efficiently for fault conditions
(e.g. flame failure and combustion air failure). Burners should be lit with fuel oil at
the minimum firing rate compatible with flame establishment and operators should
not attempt to light a burner immediately after its flame failure.
Whenever any machinery is required to be operated on ?emergency mode?, Chief
Engineer Officer must be informed, who in turn must give specific instructions for
such an operation and take immediate steps to restore the normal mode. Particular
attention is drawn to the need to purge the furnace and gas passages with air
following flame failure or ignition failure however short the period of failure or prior to
any lighting up operation.

Q1) what ship certificates would you expect to find on:

1) A 1590 GRT mini-bulker?
Certificate of registry (COR)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)
International Oil Pollution Prevention Certificate (IOPPC)
International Load Line Certificate (ILLC)
International Tonnage Certificate (ITC)
Certificate of Fitness (COF)
ISM Document of compliance (DOC) and Safety Management Certificate (SMC)
Safe Manning Document (SMD)

2) A 900 GRT oil-rig supply vessel carrying bulk brine?

Certificate of registry (COR)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)
International Oil Pollution Prevention Certificate (IOPPC)
International Load Line Certificate (ILLC)
International Tonnage Certificate (ITC)
Certificate of Fitness (COF)
ISM Document of compliance (DOC) and Safety Management Certificate (SMC)
Safe Manning Document (SMD)

3) A 15000 DWT chemical tanker?

Certificate of registry (COR)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)
International Oil Pollution Prevention Certificate (IOPPC)
International Load Line Certificate (ILLC)
International Tonnage Certificate (ITC)
Certificate of Fitness (COF)
ISM Document of compliance (DOC) and Safety Management Certificate (SMC)
Safe Manning Document (SMD)

4) A 200000 DWT crude oil tanker built in 1980?

Certificate of registry (COR)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)
International Oil Pollution Prevention Certificate (IOPPC)
International Load Line Certificate (ILLC)
International Tonnage Certificate (ITC)
Certificate of Fitness (COF)
ISM Document of compliance (DOC) and Safety Management Certificate (SMC)
Safe Manning Document (SMD)
Oil Pollution Insurance Certificate (OPIC)

5) A large cruise liner?

Certificate of registry (COR)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)
International Oil Pollution Prevention Certificate (IOPPC)
International Load Line Certificate (ILLC)
International Tonnage Certificate (ITC)
Certificate of Fitness (COF)
ISM Document of compliance (DOC) and Safety Management Certificate (SMC)
Safe Manning Document (SMD)
Passenger Safety Ship Certificate (PSSC)

Q2. a) In what circumstances must you send a navigation warning?

On meeting
1) Dangerous ice.
2) Dangerous derelict.
3) A tropical storm.
4) Winds of Force 10 or more if not forecast.
5) Subfreezing temperatures associated with gale force winds causing severe ice
accretion.
6) Any other direct danger to navigation (e.g. floating container, ship NUC, unlit fishing
vessels, large log, swimmers etc.)

Q2. b) Who must you address it to?

To the nearest coastal radio station and all ships in the vicinity (ie all stations or ‘CQ’)
Q2. c) By what means must you transmit it?
R/T (prefix ‘securite’) or W/T (prefix ‘TTT’) in plain English or international code.
Q3. What spare official forms could usefully be carried on board a UK ship?
Extra copies of: OLB, Radio Log, Oil Record Book, Garbage Record Book, Crew
Agreement documents, IRF, FRE13, Certificate of Discharge, Watchkeeping Certificates,
NWR, and EWR Certificates, Additional Freeboard Sheets (AFS).

Q4. What is the difference between an IMO adopted and unadopted Traffic separation
scheme?
An IMO adopted scheme is approved by IMO, they come into force 6 months after
adoption. The rules for navigation are as per Rule 10 col. Regs.
Unadopted schemes may lie totally in national waters and are unadopted. Rules for
navigation may differ from Rule 10 of the Col. Regs.

Q5. a) Where would you find a list of all Traffic separation schemes, both adopted and
unadopted?
Annual notice No.17 in the annual summary of notice to mariners, the unadopted schemes
are marked with and asterisk.

Q5. b) How can you ensure that this list is up-to-date?

From the corrections in the Weekly Notices to Mariners.

Q5. c) In what other publication is information published about Traffic Separation

Schemes?
Rule 10 of the collision regs
Mariner’s handbook
Ship’s Routeing
Routeing charts
Annual summary of Notice to Mariners
Pilot books
Weekly Notices to Mariners

Q6. After abandoning your ship during a major fire, and having been rescued by another
ship what action would you take?
I would request the rescuing ship’s master to cancel the ‘Mayday’ and send a
navigational warning (e.g. if my vessel was still burning and NUC). I would make a tally of
survivors and report to the coastguard. I would report to the owners and MAIB asap
(possible to do through the coastguard). I would request owners to notify the Agent at the
original port of destination, as well as the Charterers and receivers. I would inform the P&I
club’s correspondent at the port where the rescuing ship takes the survivor. I would
prepare reports for owners and MAIB. (The P&I club and charterers may also require
copies)

Q7. What action would you take if, on joining a ship that was not due a for its Safety
Equipment survey for another 6 months, you found that some aspects of the lifesaving or
fire fighting appliances were not in good order?
Either make good the defects before sailing or apply to MCA for a general inspection
and get MCA’s written approval to sail. Unless defects are serious enough to warrant
detention, MCA will probably issue a Letter of Compliance.

Q8. When must your steering gear be tested?

Every watch for using autopilot
Emergency steering gear to be tested at least every 3 months.
Q9. While on 1 year time charter, running between the Persian Gulf and Japan, your Safety
Equipment Certificate becomes due for renewal in one month’s time. What action would
you take?
Unless the owners make application themselves I would apply to a proper officer
(i.e. a consul)(in Japan or a Gulf State) for survey by an authorised body (MCA or an MCA
authorised class society (as long as its not initial survey for the issuing of the first SEC of
the ship).classes authorised are Lloyd’s register of shipping, Bureau Veritas, Det Norske
Veritas, American Bureau of shipping, Germanischer Lloyd, Registro Italiano Navale. (for
the foreign society’s British Committee which is authorised.)

Q10. a) What is the purpose of an OPIC certificate?

To certify that there is in force in respect of the ship a policy of insurance or other
financial security satisfying the requirements of Article VII of the International Convention
on Civil Liability for Oil Pollution Damage 1969 (the CLC).

Q10. b) When is it to be produced by a Master?

On arrival at and departure from any port or terminal, to customs (in the UK) or any
state or harbour official requesting it.

Q10. c) How is an OPIC certificate obtained?

By application of the owners to MCA London Regional marine Office (Orpington,
Kent), enclosing documentary proof that an insurance policy exists. Proof is normally
shown by a ‘blue’ certificate issued by the owner’s P&I club.

Q11. What OLB entry must be made on the change of master?

1) The off-going master should make an entry (Entry no.4) in the narrative section to
the effect that he has delivered to me all documents relating to the ship and the
crew, and both he and I would sign this entry.
2) I would add my name and certificate number to the list on the front cover of the
book (entry no.3)
If the other master has already left I would
1) Complete the white spaces on ALC1(b), noting the reference (E…) Number;
2) Enter the name, rank and Ref. No. on the inside of the front cover of the OLB;
3) Enter my name and Certificate of Competency number on the front cover of the
OLB;
4) Check the ship’s documents and money, etc;
5) Make and entry in the narrative section of the OLB to the effect that I had
superseded the other master in his absence and had received all ship’s
documents. (the other master may have already made an entry ‘handing over’
same to his successor.)

Q12. Who would you inform after Spilling bunkers in a foreign port?
The Harbour authorities
Ship’s agent
P&I club correspondent
Owners/Managers
Reports to MAIB and coastal state administration

b) Sustaining collision damage at sea in way of a bunker fuel tank?

Inform the coastal state, in case of pollution
ORB
OLB

Q13. What are the contents of a certificate of British registry?

Official Number; Instructions as to what to do if the ship is lost or
 IMO Number; ceases to be a British-registered ship, or if the
Radio call sign; certificate is lost, stolen, destroyed or defaced
Name of the ship; Warning note to the effect that the certificate is
Port of choice; not proof of ownership;
Type of ship; Address of the RSS;
Method of propulsion; on the reverse:
Engine make and model; ownership details of the ship (share-owners’
Total engine power in kW’s; names and addresses and number of shares
Length; owned by each.
Breadth;
Depth;
Register tonnage;
Gross tonnage;
Net tonnage;
Year of build;
Date and time of issue of certificate;
Date of expiry of the certificate;

Q14. What are the contents of the International Tonnage Certificate?

Ship’s particulars; length; breadth; and moulded depth; Gross Tonnage and Net
Tonnage. GT and NT are simply numbers, without any units of measurement, e.g. ‘tonnes’.
A list of spaces measured in the computation of each tonnage (GT and NT), including the
location (frame numbers) and length of each space. Also, under NT, the number of other
passengers in cabins with not more than 8 berths, the number of other passengers and the
moulded draught. Date and place of last previous re measurement.

Q15. What surveys or inspections are required by Load line legislation?

A periodical inspection carried out annually to ensure that no alterations have been
made to the hull or superstructure which would effect the basis on which the position of the
load line had been assigned and that the fittings and appliances for the protection of
openings, the guard rails, the freeing ports and the means of access to the crew’s quarters
are maintained in an effective condition.

Q16. What items come into the scope of the load line periodical inspection?
Hatchways; openings in the ship’s side below the freeboard deck and in the sides
and ends of enclosed superstructures; machinery casings; companionways and
deckhouses; freeing port shutters; ventilators and air pipes; special fittings for ships
marked with timber load lines; any departures from recorded conditions of assignment;
positions of load line marks and deck line.

Q17. What is a Classification Society?

Is a society that lay down rules for standards of construction and maintenance of
ships. Ensuring that they comply with the standards required.

Q18. What is the purpose of ship classification?

1. It’s the laying down of standards for the construction and maintenance of ships.
Compliance with the standards, published as rules of the particular classification
society, ensures assignment and maintenance of the ship’s class, e.g. +100A1.
2. Class is linked with statutory certification: a classed ship which has had her class
suspended or withdrawn after being damaged or failing surveys, etc. will normally
have her statutory certificates withdrawn by the flag state administration. (A ‘safcon’
survey covers in very general terms what a class survey covers in detail.)
3. It is a requirement of hull and machinery insurers, P&I clubs, ship financiers and
cargo insurers. It is also useful in sale and purchase.
Q19. What are your legal obligations on receiving a MAYDAY signal from a nearby ship?
To proceed with all speed to the assistance of the persons in distress, informing them
or the appropriate SAR services, if possible, that I am doing so.

Q20. a) When are you released from these obligations?

If I am informed 1) of the requisition of one or more other ship’s and 2) that the
requisition is being complied with by at least one other requisitioned ship. I will be released
from the duty to proceed and assist, and, where my ship has been requisitioned, from the
duty to comply with the requisition, if I am informed by the persons in distress, or by the
master of any ship that has reached the persons in distress, or by the appropriate SAR
services co-ordinating the rescue, that assistance is no longer required.

Q20. b) What OLB entries must be made concerning distress signals?

A record must be made in the OLB of every signal of distress or a message that a
vessel, aircraft or person is in distress at sea, observed or received. The entry may be
delegated by me as master to an authorised person, and witnessed by a crewmember.

Q21. What SOLAS certificates would you expect to find on your next ship?
Passenger Ship Safety Certificate (PSSC) (if on passengers)
Cargo Ship Safety Construction Certificate (SCC)
Cargo Ship Safety Equipment Certificate (SEC)
Cargo Ship Safety Radio Certificate (SRC)

Q22. What action would you take regarding a seaman who was drunk onboard:
a) On duty?
Ensure the safety of the vessel, personnel and the seaman himself. Remove him
from his duty and substitute another. Sober him up. Discipline him in accordance with the
MN code of conduct, if applicable, (was he drunk enough to jeopardise safety of the vessel
and personnel?) the offence may justify dismissal.

b) Off duty?
Ensure the safety of the ship, personnel and the seaman himself. If no threat to
safety, take no action beyond an informal caution unless company’s, charterers or ship’s
rules prohibit alcohol. Perhaps give D & A test before he starts work again.

Q23. a) Under what circumstances would you note protest?

After every case of general average (York-Antwerp rules) ; after wind and/or sea
conditions have been encountered which may have damaged cargo; after wind and/or sea
conditions have been encountered which caused failure to make a cancelling date; after
cargo is shipped in a condition likely to deteriorate during the forthcoming voyage (also,
B’s/L should be appropriately claused after consultation with the shipper and P&I
correspondent); after the ship has been damaged from any cause; after serious breach of
the C/P by the charterer or his agent (e.g. undue delay, refusal to load, cargo not of a sort
allowed by the C/P, refusal to pay demurrage, refusal to accept B’s/L after signing because
of clausing by master, sending vessel to an unsafe port, etc); after the consignee fails to
discharge or take delivery of the cargo or fails to pay freight.

b) How would you note protest?

Go to a notary public or other appropriate person with one or more witnesses from
the crew who have knowledge of the facts. Take OLB, Deck log, and all other relevant
information surrounding the event being protested. Make sworn statements before the
notary, who enters it in the register of protests. Obtain at least 3 certified copies of protest
(Owners, adjuster, and ship’s files). Pay fee (master’s disbursement) and obtain receipt.
 c) What is meant by ‘extending protest’?
extending protests is when it may be impossible to ascertain the full extent of the loss
when you first note a protest so you may need to wit for surveyors reports.

Q24. Under what circumstances would you write a letter of protest?

When cargo is being loaded too fast or too slow; when stevedores are damaging the
ship or mishandling ship’s equipment; when wash from harbour craft is causing problems
for the ship; when berth or fendering arrangements are inadequate; when
longshoremen/dockers are misusing ship’s equipment and ignoring duty officer’s advice;
when passing vessels cause ranging or wash damage etc, whilst loading/discharging; in
any other situation where the master wishes to formally record his dissatisfaction with
arrangements over which the other party has some control.

Q25. What surveyors would you expect to come onboard following a general average act,
such as a tow into a port of refuge following collision?
Class surveyor
Average adjuster
Possible salvage association surveyor
P&I Club surveyor
Cargo surveyor
MCA perhaps

Q26. What are the offences for which a UK master could be fined up to £250,000 on
summary conviction?
Illegal discharge of oil pollutants in UK national waters, breach of section 131 (3)(a)
merchant shipping act 1995.
Breach of regulations 12,13 or 16 (the discharge regulations of the MS. (prevention
of oil pollution)amended) regulation 1997.

Q27. What is the difference between summary conviction and conviction on indictment?
Summary conviction is a conviction by magistrates in England or Wales or a sheriff in
Scotland, following a trial in which summary procedure is used. There is no jury, and the
judge(s) decide questions of both fact and law; their sentencing powers are limited. It is
used mainly for minor offences.
Conviction on indictment is for more serious offences. The conviction is by a jury (of
12 in England or Wales, or 15 in Scotland), who decide questions of fact, while the judge
decides questions of law only. Fines may be unlimited but prison terms are limited.

Q28. What documents should be returned to the MCA is a UK ship is sold to a foreign
owner?
Certificate of Registry and all other statutory certificates; Crew Agreement and List of
Crew; Official Log Book(s) (with any annexes); Radio Log(s). Oil Record Book and
Garbage Record Book should be retained by the original owners for 3 years.

Q29. What reports would you make if you lost a container-load of chemicals in drums
overside in bad weather?
1) A standard Dangerous goods (DG) report and standard marine Pollutants (MP)
report to the nearest coast radio station or coastguard station as per MSN 1741 and
M 1614;
2) A report to MAIB (serious harm to environment, and dangerous occurrence).
3) Any Coastal state regulations that require additional reporting or information.
4) To the owners and the charterers.

Q30. What is the procedure for reporting to customs on arrival in a U.K. port from abroad?
1) Complete and submit form C.13 – Master’s Declaration (at least 2 copies).
 2) Submit C.142 – Crew Declaration (2 copies).
3) Submit a Cargo Declaration, either on the C.13, or by a cargo manifest, IMO form
or computer disk (with Customs approval).
4) Attach form PAS 15 (Arrival) Passenger Return if any passengers on board.
5) Have several copies of the current crew list ready.

Q31. When are Light Dues paid, and on what basis are they calculated?
They are paid before departure.
They are calculated by a specific pence per Net ton (NT) (as per the ship’s ITC
(1969)), as laid down in a Statutory Instrument.
They are collected by the Institute of Chartered Shipbrokers, who pay them to trinity
House for distribution to the three general lighthouse authorities.
Light Dues Certificate indicates up to date payment.

Q32. a) What are the functions of a Lloyd’s Agent?

1) To pass to the Lloyd’s market information of value to underwriters (i.e. to act as
‘eyes and ears’ of the market).
2) To carry out surveys of cargo and vessel damage (e.g. damage discovered on
discharge or on opening a container at its destination).
3) To settle small claims locally on behalf of Lloyd’s underwriters.

b) When are you required to report to a Lloyd’s Agent?

1) Any incident involving claim against underwriters.

Q33. Before offering to tow a disabled ship, what factors would you consider?
A vessel requiring a tow is not necessarily in distress, therefore carefully consider.
1) Whether the contract of carriage (as contained in the charter party or Bill of
Lading) gives my vessel liberty to tow.
2) Whether I have sufficient bunkers and/or fresh water on board for the tow, and
whether sufficient reserves can be maintained, throughout and after the tow, to
meet the stipulations of owners or charterers.
3) Whether there is a possibility of missing a cancelling date under the charter party.
4) Whether the nature my cargo permits a lengthening of the voyage (which is
especially relevant aboard a reefer)
5) Whether my vessel’s machinery is of adequate power and in good enough
condition for towing; and
6) Whether the value of the vessel requesting the tow, plus her cargo, is likely to be
of sufficient value to merit a salvage service by my ship.

Q34. a) What are the main benefits of using Lloyd’s Open Form?
1) It can be agreed to by radio.
2) There is no need to haggle over the terms – they are fixed.
3) Any reward is determined by Lloyd’s arbitrators after the salvage service.
4) The salvor gets and interim reward pending final settlement.
5) Basically it is a ‘No cure , no pay’ contract.
6) The salvor can obtain ‘special compensation’ for preventing or minimising harm
to the environment.
7) The agreement or arbitration thereunder is governed by English Law, including
the English law of salvage.

Q34. b) What features were introduced into LOF 2000 that were not in previous editions?
SCOPIC

Q35. What are the MCA’s recommendations regarding the use of halon fire appliances?
M. Notice
Q36. What special documentation is required in a RO-RO ferry concerning sailing drafts
and stability?
A special Additional Freeboard Sheet, AFS/RO/89

Q37. a) Which ships must carry a Certificate of Fitness?

Gas carriers and chemical carriers. Post – 1986 ships should have an International
Certificate of Fitness and others a Certificate Of Fitness.

b) What is the period of validity of Certificate of Fitness, and who issues them?
5 years, subject to mandatory annual and intermediate surveys. The MCA issue
them.

Q38. a) What are the contents of a Passenger Ship Safety Certificate?

1) Name of the ship 2) Distinctive numbers or letters
3) Port of registry 4) Gross tonnage
5) Sea areas in which ship is certified to operate 6) IMO Number
7) Date on which the keel was laid 8) Certifying statement that the ship has
been surveyed in accordance with SOLAS and that the survey showed the ship complied
with SOLAS requirements as regards: structure, main and auxiliary machinery, boilers, and
other pressure vessels; watertight subdivision arrangements and details; subdivision load
lines detailed on the certificate; structural fire protection, fire safety systems and appliances
and fire control plans; life saving appliances and equipment of lifeboats, liferafts and rescue
boats; line throwing appliance; radio installations used in life-saving appliances; radio
installations; functioning of radio installations used in life-saving appliances; shipborne
navigational equipment, means of embarkation for pilots and nautical publications; lights,
shapes, means of making sound signals and distress signals; and all other respects. Note
any exemptions.

b) What is the difference between a Passenger Certificate and a Passenger Ship

Safety Certificate?
A PSSC is a SOLAS requirement and is basically a three-in-one safety certificate
(construction, equipment and radio), whereas a PC is a UK Government requirement
stating the maximum number of persons which the ship can carry within specified plying
limits.

Q39. a) For what reason may most SOLAS certificates be extended?

1) To complete a voyage (max. 5 months)
2) At a surveyor’s discretion (1 month period of grace) e.g. where minor defects can
be rectified within a stipulated period.
b) Which statutory certificates cannot be extended?
1) IOPPC 2) UKOPPC
3) SCC 4) COF (gas and chemical)
7) An ILLC can be extended, but only to await a new certificate following a
periodical survey.

c) How would you make a request for an extension to the validity of a SOLAS
Certificate?
Send a written request to MCA Southampton by telex/fax/radio-telegram, stating the
ship’s identity; the certificate concerned (SEC); when/where the renewal survey was to be
held; the reason why the survey must be delayed; when/where the survey can now be
held; my personal confirmation that the safety equipment is in good order.
MCA Should reply by the same transmission means, e.g. fax, with the appropriate
Extension Certificate contained in their message. I would attach the Extension Certificate to
the SEC
Q40. a) What are the usual contents of an Exemption Certificate?
The identity of the particular regulation(s) (or parts thereof) exempted from; the
alternative arrangements and conditions imposed by the flag state administration;
surveyors signature, port, date, official stamp.

b) In respect of which regulations are modern merchant ships most likely to hold an
Exemption Certificate?
Load line Certificate and De-rat certificate.

Q41. a) In what circumstances might an Interim Certificate of Class be issued?

When a classification society surveyor can confirm to his society’s committee that
repairs or surveys have been carried out to his satisfaction, and that he considers the ship
to be in a fit and efficient condition to continue her voyage.

b) What are the contents of an Interim Certificate of Class?

A summary of class and statutory surveys held or work carried out, with status (eg
completed); the date of completion of the survey or work (for the class records); a list of
any items credited for the hull and/or machinery special survey; the surveyors
recommendations to his society for continuance of class; any conditions of class imposed;
any conditions of class deleted; surveyors signature, port and date.

Q42. From whom would you seek advice regarding the appointment of a suitable surveyor
to issue a Certificate of Seaworthiness following minor hull damage?

Q43. What is a possessory lien, and how could you exercise it on behalf of the owners?
A possessory lien is a right to retain possession of property either as security for
performance of an obligation, or to secure satisfaction of a claim. You would have to keep
actual possession of the goods.

Q44. What action would you take if a consignee failed to produce an original bill of lading at
the discharge port?
Where the party claiming to be rightful receiver requests delivery of ‘his’ goods but
can not produce an original bill of lading. I would instruct the Agent to inform the receiver
so that no cargo can be discharged until either 1) an original Bill Of Lading can be
presented or 2) an acceptable Letter of Indemnity (LOI) is given by the receiver.

Q45. What must a shipper make available before you load dangerous goods:
1) in bulk liquid form?
1) Written notification of the nature of the goods, specifying
2) MSDS Sheet
3) Their correct technical name
4) Their UN number, if any
5) For any solid bulk dangerous goods, the classification as listed in the IMDG code
6) For liquid dangerous goods with a flash point below 60oC (closed cup), the flash
point.
2) in packaged form (eg in a road tanker or a container)?
Written notification of the nature of the goods, specifying
1) MSDS Sheet
2) Their correct technical name
3) Their UN number, if any
4) Document of compliance to load the cargo guidelines for packaging
5) For any solid bulk dangerous goods, the classification as listed in the IMDG code
6) For liquid dangerous goods with a flash point below 60oC (closed cup), the flash point.
A dangerous Goods Declaration or a Marine Pollutants Declaration as appropriate, a
combined declaration is allowed. The declaration can be made on Dangerous Goods/Marin
Pollutants Note.

Q46. What document(s) must you make out after shipping dangerous goods?

Q47. a) What are the differences between ‘dangerous goods’ and ‘marine pollutant’?
A dangerous good and marine pollutant are goods classified in the IMDG code or in
any other IMO publication. Marine pollutants are harmful to marine life. The marine
pollutant has a triangle with a fish inside overlaid a cross.
b) Where would you find a list of all recognised ‘marine pollutants’?
In the IMDG code. They are indicated by the words ‘MARINE POLLUTANT’ and a
symbol of a triangle containing a fish, with an overlaid cross.
Q48. a) There is no section of the ORB specifically for recording bunkering operations.
Where would you record these?
b) Where must the master’s signature appear in the ORB?
Each completed page.
c) For how long must an ORB be kept on board?
3 years after last entry has been made in the book.

Q49. a) Who can demand to see your Official Log Book?

To the RSS, An MCA superintendent, a Proper Officer, An MCA surveyor, Or a
Customs Officer. In practice I would show it also to any foreign state or harbour official who
demanded to see it, because local law may require this.
b) How would you correct an erroneous entry in the OLB?
With a further entry. I would leave the incorrect entry as it is and make a new entry
referring to the mistake, e.g. ‘in previous entry, For Smith read Jones’.

Q50. What should be done with a deceased seaman’s:

a) Gear?
I would detail two officers to tally and pack his gear ready for returning to the next-of-
kin via the Agent at the next suitable port. I would insert one copy of tally in the luggage
and one in the OLB (as an Annex) Customs may want to check the gear before landing.
Complete company landing form.
b) Wages and account of wages?
I would make up his overtime etc. and wages, and draw up an Account of Seaman’s
wages (ASW/2) in accordance with the Wages Regulation. I would have the account sent
to a superintendent or Proper Officer, and send the wages to the next-of-kin.

Q51. A seaman appears to have deserted in Bangkok. What would you do before sailing?
Provision must be made via the Agent usually to ensure that, within 48 hours after
leaving the seaman behind, or a.s.a.p. thereafter the nearest Superintendent or Proper
Officer is informed of; the seaman’s name; his home address (as stated on the List of
Crew); the name and address of his next-of-kin (as in the list of crew); ships name; date on
which he was left behind; the place where he was left behind and, if known his present
whereabouts; the reason for his being left behind; and the name and address of his
employer and the employer’s agent, if any, at or nearest to the place where he was left
behind.
Make an entry in the OLB recording any provision made on the employers behalf to ensure
that the Proper Officer has been informed of the seamans leaving behind and an entry
recording the date and place of leaving the seaman behind and the reason for leaving him
behind.
Q52. a) What accidents must be reported to the MAIB?
b) What other occurrences does the MAIB require masters to report?
Dangerous occurrences

Q53. What is an Average Bond?

A signed undertaking given by cargo owners stating that, in return for delivery to
them or to their order of the goods noted in the bond, they agree to pay the proper
proportion of any General Average (and salvage) charges which may thereafter be
ascertained to be due from the goods. Lloyd’s Average Bond form (LAB77) is normally
used.

Q54. Two seamen ask you to arrange the election of a safety representative for the crew.
What would you do?

Q55. During a life-extension refit, a new funnel is fitted, different in shape to your old one.
What would you do?

Q56. Which ships must carry:

a) An OPIC?
Ships carrying 2000 tonnes or more of persistent oil in bulk as cargo.
b) An IOPP?
Tankers of 150 GT and over and other ships of 400 GT and over on international
voyages.
c) A UKOPP?
UK ships of the above tonnage, which do not trade on international voyages, e.g.
Cal-mac ferries. (some ‘domestic traders’ nevertheless have an IOPPC)

Q57. What is ‘persistent oil’?

All hydrocarbon mineral oils, residual oils 9residues of distillation of or refining of
crude oil) and whale oil.

Q58. How would you engage three ‘flying fitters’ (sea-going maintenance gang)?
On ALC1(b) (List of Exempt crew). (this is also for under 18 persons)

Q59. What are MFAGs and EMs?

Medical First Aid Guide and Emergency Schedules. They are in the Supplement to
the IMDG code.

Q60. a) Where and when is a Tanker Check List required?

On a tanker prior to any cargo operations.
b) What does a Tanker Check List contain?
Checks to be carried out prior to cargo operations and checks to ensure shore and
ship have set proceedures.

Q61. What elements must be present in a salvage case to qualify for a reward?
1. The salved value of the vessel and other property;
2. The skill and efforts of the salvors in preventing or minimizing damage to the
environment;
3. The measure of success obtained by the salvor;
4. The nature and degree of the danger;
5. The skill and efforts of the salvors in salving the vessel, other property and life;
6. The time used and expenses and losses incurred by the salvors;
7. The risk of liability and other risks run by the salvors or their equipment;
8. The promptness of the services rendered;
 9. The availability and use of vessels or other equipment intended for salvage
operations
10. The state of readiness and efficiency of the salvor’s equipment and the value
thereof.

Q62. If a MCA surveyor decided that you were ‘dangerously unsafe to proceed to sea
without serious risk to human life’, what could he do?
He would detain the ship. The harbour master would be informed and the ship may
be moved to another berth.

Q63. What does a Port State Control inspection consist of, and where would you expect to
have one?
Documents (cerificates, record books, manuals, etc) are checked first, If Documents
are all in order and the surveyor has no misgivings concerning the condition of the ship, no
further action is taken.
These port state inspections who be held in any port in a country which is a member
of one of the port state control regimes currently in operation, other than the U.K.

Q64. What are Prohibition and Improvement Notices, and who can issue them?

Q65. while discharging, cargo damaged by water is discovered in your lower hold. What
would you do?
Two surveyors present one for the consignee and one for the owner, check the water
is fresh or salt.

Q66. a) When and where can you pump machinery space bilges?
1. The bilge water must not originate from the cargo pump room bilges.
2. The bilge water must not be mixed with cargo residues.
3. The ship must be proceeding on a voyage.
4. The oil content of the effluent, without dilution, must not exceed 15ppm of the
mixture.
5. The ship must have in operation oil filtering and oil content measuring equipment and
alarm devices of a design approved in accordance with certain IMO Guidelines and
specifications.
6. The oil filtering system must be equipped with a stopping device which will ensure
that the discharge is automatically stopped if the oil content of the effluent exceeds
15 ppm of the mixture.

b) In what sea areas may a large ship pump bilges?

Q67. a) Where may garbage be discharged at sea?

Outside of special areas, Plastics cannot be disposed of anywhere, Dunnage, lining
and packing materials which will float may be disposed of 25 nautical miles or more from
the nearest land. Unground or comminuted food wastes and allother unground or
uncomminuted garbage including paper products, rags, glass, metal, bottles, crockery and
similar refuse may be disposed of 3 nautical miles or more from the nearest land.
In special areas only food waste may be disposed of, wothout grinding or
comminution. Disposal must be as far as practicable and at least 12 nautical miles from the
nearest land.

b) Where may garbage NOT be discharged at sea?

Within 3 nautical miles of the nearest land or plastic products.

c) To what particle size must food and other waste be ground up where required?
25mm
Q68. What documentation is required when loading a bulk grain cargo?
A document of authorisation as required by the International Grain Code. In the case
of a UK ship this must be issued by the certifying aurthority.

Q69. What would you do if your charter party was at variance with your crew agreement?

Q70. what nautical publications must be carried on board?

A copy of each of the following, in English , as appropriate for the voyage:
1. Admiralty List of Lights
2. Admiralty List of Radio Signals
3. Admiralty Notices to Mariners
4. Admiralty Sailing Directions
5. International Code of Signals
6. Mariners Handbook
7. Merchant Shipping Notices
8. Nautical Almanac
9. Navigational Tables
10. Operating and maintenance instructions for navigational aids carried by the ship
11. Tidal Stream atlases
12. Tide tables

Publications are to be the latest obtainable edition and incorporated the latest relevant
supplements. Equivalent foreign publications are allowed if of equal standing and content.

Q71. What action would you take if you discovered a stowaway onboard?

Q72. What action would you take if you found a boatload of refugees in distress at sea?

Q73. What is an INLS Certificate, and what vessels require one?

International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk.
Ships other than chemical tankers (which have a COF) when carrying cargoes of
MARPOL Annex II substances, i.e. noxious liquid substances. E.g. offshore supply vessels
carrying brine or oil-based mud. An INLSC can be thought of as a certificate of Fitness to
carry chemicals for a ship which is not a purpose-built chemical tanker.

Q74. What is the procedure for loading ‘marine pollutants’?

Q75. What documents must you obtain before loading ‘dangerous goods’?
A dangerous Goods declaration or a marine Pollutants Declaration as appropriate. A
combined declaration is allowed. The declaration can be made on a dangerous
goods/marine pollutants note.

Q76. Your ship is fully converting to GMDSS. What new arrangements would you
expected to see onboard?
One operator , who must hold a GMDSS certificate. This may be a (GOC) general
operators cerificate for unrestricted use.

Q77. What changes have been made in the Official Log Book Regulations regarding RoRo
Ferries?

Q78. What changes have been made in the Crew Agreement Regulations concerning the
role of the Proper Officer?
Q79. a) What information is contained in a dangerous Goods Notes?
1. The proper shipping name of the goods
2. Class and division where applicable
3. UN numbers where allocated by the IMDG code
4. Packaging or packing group where relevent
5. Number and kind of packages
6. Total quantitiy of dangerous goods or net explosive mass of the contents
7. The words MARINE POLLUTANT where appropriate
8. Any other information required br the IMDG code
9. Date of preparation of document
10. Name, status and company or organisation of signatory

b) Having been given a Dangerous Goods Note, how would you find out how to load
and carry the particular cargo mentioned in it?
Consulting the IMDG Code with the UN number.

Q80. What personnel require a dangerous Goods endorsement to their certificates?

Q81. What are the geographical limits of Near Coastal Areas?

Q82. What ships must carry:

a) a doctor
Ships with 100 persons or more on board when engaged on (a) an international
voyage of more than 3 days; or by (b) a voyage during which the ship is more than one and
a half days sailing time from a port with ‘adequate medical equipment’. No exemptions are
allowed from this requirement.
b) a certified cook
Ships of 1000 GT or more (except pleasure craft and fishing vessels) trading in the
Unlimited and Extended European areas to carry a Cook if the majority of the crew are
domiciled (i.e. have a legal place of residence) in the UK.

Q83. What categories of rating are stipulated by the MCA in safe manning scales?
Rating (Deck) Grade 2 and Rating (Deck) Grade 1
Rating (Engine) grade 2 and Rating (Engine) Grade 1

Q84. Where can manning scales be found for:

a) supply vessels?
b) standby vessels
c) small coastal vessels

Q85. Where can the scales of certified officers be found for dry cargo vessels and tankers?

Q86. How can a shipowner determine the number of deck officers to be carried in a
passenger ship?

Q87. What documents form a Register of Lifting Appliances?

1. Certificates of Test and thorough Examination of lifting appliances,
2. Test and thorough Examination of Derricks used in Union Purchase,
3. Test and Thorough examination of Loose gear
4. Test and thorough examination of wire Rope.

Q88. If your owners asked you to take a party of 25 oil industry executives on a trip round
an Aberdeen dock in your supply boat, what action would you take?
Ensure vessel safety certs. Vessel can carry this amount of people.
Q89. What official Lists of Crew must be maintained in a typical merchant ship?
1. A list of Crew who are parties to the Crew Agreement (ALC1(a))
2. A list of crew who are Exempt from the requirement to sign a crew agreement
(ALC1(b)) (e.g. the master, wives, children, riding crew and other supernumeries)
3. a list of young persons under 18 employed on board (ALC1( c )). These lists of crew
required by the Merchant Shipping regulations should not be confused with Crew
lists maintained by the master for immigration, Customs, Police and agents’
purposes.

Q90. On which document should the master ‘sign on’?

ALC1(b)

Q91. Who must the master notify of changes in a List of Crew?

Q92. What is the scope of an initial Safety Construction survey?

Structural strength, peak and machinery bulkheads and stern tubes, watertight
bulkheads, decks and inner bottoms, watertight decks, trunks, tunnels, duct keels and
ventilators, watertight doors, ballast and bilge pumping and drainage arrangements, main
machinery, means of manoeuvring and going astern, boilers and other pressure systems.
Cooling water systems, oil and gaseous fuel installations, lubricating and other oil
installations, remote control of propulsion machinery from the bridge, steering gear,
ventilating systems in the machinery spaces, protection against noise, communication
between engine room and bridge, engineer’s alarm, spare gear, UMS, closing of openings,
electrical installations, main source of electrical power and main switchboard, lighting
systems, emergency and transitional sources of power and emergency switchboards,
location and construction of cables, general precautions against shock, fire and other
hazards, electrical equipment in hazardous areas and spaces, cargo tank ventilation ,
ventilation of pumprooms and other enclosed spaces, inerting, ventilation and gas
measurement, access to spaces in cargo tank area.

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 ship’s
dimensions, e.g. if the ship was lengthened.

Q94. What occurrences may render a statutory certificate invalid?

Q95. What is the legal difference between a British ship and a United Kingdom ship?

Q96. What two types of approved Crew Agreement may be used in UK ships?
A BSF Agreement (similar to the old ‘NMB’ agreement for federated ships) or an NFD
Agreement (a ‘minimum terms’ agreements). Which ever type is used, it may be either a
voyage agreement or a running agreement, or, in special cases, indefinite agreement.
A running agreement and a voyage agreement.

Q97. a) What are the major differences between the two Crew Agreements?
A voyage agreement is opened when all crew sign on at the start of a voyage and is
closed when all crew sign on at the start of a voyage and is closed when all crew sign off at
the end of the voyage, e.g. a 6 month Antartic supply voyage. Running agreements run
continuously one against another, i.e. as soon as one closes it is immediately replaced by
a newly-opened agreement, whether in port or not. Most ships have running agreements.

b) What is an ‘unlimited’ Crew Agreement?

c) What are the differences between a running agreement and a voyage agreement?
A voyage agreement is opened when all crew sign on at the start of a voyage and is closed
when all crew sign on at the start of a voyage and is closed when all crew sign off at the
end of the voyage, e.g. a 6 month Antartic supply voyage. Running agreements run
continuously one against another, i.e. as soon as one closes it is immediately replaced by
a newly-opened agreement, whether in port or not. Most ships have running agreements.

Q98. If there was insufficient space in your OLB for a long narrative entry, what would you
do?
I would write a report on a separate document i.e. an annex, give it a reference
number e.g. annex no.3 then attach it to the OLB, probably stapling it inside the back
cover. I would then make an entry in the narrative section of the OLB reffering to the
existence of the Annex,

Q99. a) What details appear on the special page in the OLB for load line details?
Loadline, freeboard, and draught information.

When must the load line details be completed?

Prior to departure from each port.

Q100. a) What entries must the master make on the outer cover of the OLB?
b) When would you close an OLB and who would you send it to?

Q101. Which documents must be sent to an MCA superintendent or a proper officer at the
expiry of the Crew Agreement?

Q102. What is the legal significance of:

a) Merchant shipping (M) Notices
b) Codes of Practice

Q103. How should out-of-date pyrotechnics be disposed of?

By sending them ashore, either back to the original supplier, or to a liferaft service
station, or to the local coastguard or police.
Q104. What document, other than a Dangerous Goods Note, must be in the master’s
possession before loading dangerous goods?

Q105. What are sea areas in the GMDSS?

A1 – An area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available, as may be defined by a contracting
Government.
A2 – An area, excluding Sea Area 1, within the radiotelephone coverage of at least
one MF coast station in which continuous DSC alerting is available, as may be defined by a
contracting Government.
 A3 – An area, Excluding Sea Areas A1 and A2, within the coverage of an INMARSAT
geostationary satellite in which continuous alerting is available.
A4 – An area outside Sea Areas A1, A2, A3.

Q107. What are your statutory duties following a collision with another ship?
So far as I can do so without danger to my own ship, crew and passengers (if any).
1. To render all practicable and necessary assistance to save the other ship, crew and
passengers from danger,
2. To stay by the other ship until I have ascertained that it has no need of further
assistance; and
3. To give the other ship’s master my ship’s name and the names of my last port and
next port.
4. To send a report to the MAIB
5. To send a pollution report.
6. To make an entry in the narrative section of the OLB
7. To preserve evidence.

Q108. What action would you take to protect your owners’ interests following:
a) a collision with another ship
b) a collision with a fixed object
c) the discovery of stowaways on board
d) the discovery of a shipment of hard drugs on board

Q109. What are the functions of the Salvage Association?

Surveying of casualty of ships or cargoes
Risk assessment surveys or warranty surveys

Q110. Where would you find current international recommendations on the safe use of
pesticides on ships?
M Notice 1718

Q111. What routine inspections must be made on board, by whom must they be made, and
what documentary reports must be made on them?
The master must make a weekly inspection of the crew accommodation, as required
by the Crew Accommodation Regulations, and a weekly inspection of the provisions and
water, as required by the provisions and water regulation, report in the official log book of
the inspection.
SOLAS weekly and monthly safety inspection.

Q112. When must fire and boat drills be held in:

a) Class VII ships
Each crew member must participate in at least one abandon ship drill and one fire
drill every month.
b) Class I ships
Each crew member must participate in at least one abandon ship drill and one fire
drill every month.

Q113. What is the current penalty on an employee (ie a seafarer other than a master) who
breaches some aspect of health and safety legislation, such as jumping ashore over the
gunwale instead of using the accommodation ladder?

Q114. What is the scope of the annual safety Equipment survey?

Checking of the certificates and record of inspection to check the list of safety
equipment onboard.
Q115. What would you do if your pilot came aboard apparently drunk when you were about
to dock the ship?
Inform the pilot station and Request another pilot from the port.

Q116. What are the statutory penalties for being overloaded?

If she is marked with load lines, she may be detained until she ceases to be
overloaded. The owner and I (as master) will be liable on conviction on indictment, to a
fine, and on summary conviction, to a fine not exceeding the statuatory maximum (£5000)
and to such additional fines as the court thinks fit to impose, having regard to the extent to
which the earning capacity of the ship was increased by reason of the contravention, but
subject to a maximum amount of £1,000 for each complete centimetre of overloading, i.e.
£5,000 plus £1,000 per centimetre.

Q117. What are the other consequences of overloading?

She may be deemed ‘dangerously unsafe’, which means she will not be insured.

Q118. What are the five classification societies to whose British committees are delegated
certain functions of the MCA (regarding surveys and issue of certificates, etc)?
Lloyd’s register of shipping, Bureau veritas, Det Norske Veritas, American bureau of
shipping, Germanischer Lloyd, Registro italiano Navale.

Q119. What are the differences between a MAYDAY, a PAN PAN and a SECURITE?
Mayday, Distress-indicates that the ship, aircraft, or vehicle is in grave and imminent
danger and requires immediate danger and requires immediate assistance.
Panpan, Urgency-indicates that a very important message is to follow concerning the
safety of a ship, aircraft, vehicle or the safety of a person.
Securite, Safety-is used to announce that an important meteorological or navigational
message is about to follow.

Q120. What would be your considerations if two or more vessels offered salvage services
following a major engine failure on your ship?
Whether there was a threat to life, the ship or her cargo. The if time allowed let the
owners organise a contract of towage, or contract of towage myself. I would also consider
which ship could offer the most reasonable assistance their ability to perform the salvage
services, and the amount of their deviation from their intended route.

Q121. What is a ‘port of refuge’?

A port of refuge is any port made for when the master considers it unsafe for the
vessel to continue her voyage.

Q122. Whilst being towed towards a port of refuge following the loss of your propeller, what
arrangements would you want to make?
Owners, Charterers, agent at original destination port, I would request owners to
nominate an agent for me to contact at the port of refuge, and the P&I club correspondent.
Owners would contact the classification society surveyor. On contacting nominated port
agent, request him to notify relevant officials (port state adminisration, harbour authority,
customs, immigration, port health, etc.)

Q123. If you had to discharge your cargo before entering a drydock in the POR, what
arrangements would you make?

Q124. How are the provisions of IMO Conventions and Protocols applied to the UK ships?

Q125. In what circumstances might you be exempted from the oil ‘discharge’ regulations?
1. to secure the safety of the ship or for saving life
 2. which results from damage to the ship or its equipment (provided all reasonable
precautions are taken after the occurance of the damage or discovery of the
discharge to prevent or minimise the discharge, and neither the owner nor master
acted either with intent to cause damage, or recklessly and with knowledge that
damage would probably result
3. wher the substance or mixture discharged is approved by the MCA for use in
combating specific pollution incidents and the discharge is made with MCA
approval or, if the discharge is to be made in non-UK waters, with the approval of
the local state.

Q126. In what circumstances must you give a proper officer Notice of Intention to
Discharge a Seaman?
When leaving a seaman behind.

Q127. What is a multiple ship crew agreement?

A MCA – approved Crew Agreement relating to more than one ship (typically a fleet
of RO-RO ferries based at a particular port). It may be used where several ships of one
company run out of the same port and need to be able to employ crews flexibly on any ship
during the currency of the agreement. A Multiple Ship Agreement is in the same form and
contains the same provisions as ordinary standard running or voyage agreements, except
that the name of each ship to which it relates is entered on the outer cover. The original
agreementdocument is kept ashore (e.g. in the personnel office), and each ship carries a
copy agreement which must be certified by the ship’s master as a true copy and specify the
address where the original is kept, and the name of the person keeping it. Multiple Ship
Agreement may be a voyage agreement or a running agreement, but is more likely to be
the latter.

Q128. When must a seaman produce his discharge book to you?

When request from port officials.

Q129. What documents might you be required to give a seaman on his discharge?
A certificate (separate from any other document) either as to the quality of his work or
indicating whether he has fully discharged his obligations under his contract of
employment. I must give him this, if he asks for it, within 6 months from the date of his
discharge from or his leaving the ship. I can authorise another officer to issue this.
Certificate of Discharge, watch keeping certificate.

Q130. What documents must you make available to a seaman when he signs on a Crew
Agreement?
A copy of the crew agreement upon demand
A copy of any document refered to in the crew agreement (this could mean the MN code of
Conduct) as well as the NMB Agreement.

Q131. In what territories does the Health and Safety at Work Act apply to a UK ship?

Q132. What equivalent regulations to the HASAW Act have similar effect on UK ships
outside those territories?

Q134. What circumstances may invalidate a Certificate of Class?

1. A ship under tow and unmanned,
2. If she was badly damaged
3. If water tight integrity is affected.

Q135. For what reasons may the MCA detail a ‘dangerously unsafe ship’ in the UK (or a
UK ship anywhere)?
Q136. How often must crew members be given on-board training in the use of the ship’s
survival equipment?
Training in the use of LSA including survival craft equipment and fire extinguishing
appliances (FEA) must be given a.s.a.p. and within 2 weeks of any crew member joining. If
the crew member joining is on a regular rotating assignment (e.g. month on, month off) the
trainig must be given within 2 weeks of his first joining.

Q137. How often must lifeboats be launched?

Different lifeboats must be lowered at successive drills if possible. Each lifeboat must
be launched with its operating crew aboard and manoeuvred in the water at least once
every 3 months during an abandon ship drill.

Q138. For what reasons might a Load Line Certificate be invalidated?

Q140. How would you obtain ‘inwards clearance’ from Customs on arrival at a UK port?
1. complete and submit the form C.13- master’s declaration
2. submit C.142 – crew declaration
3. Submit a cargo declaration by C.13 or separate cargo manifest.
4. PAS 15 (arrival) passenger return if any passengers onboard.

Q141. How would you obtain ‘outwards clearance’ at a UK port?

1) Complete Master’s declaration (C.13) in duplicate and give the forms to
Customs.(they will return stamped form for the clearance granted section on the form)
Q142. What are the differences between Lloyd’s and Lloyd’s Register?

Q143. In the scope of which satutory survey does the tailshaft come?
SAFCON,
Q144. What are the statutory requirements concerning the carriage of charts?
They must show sufficient detail to show navigational marks, known dangers and
other specified information appropriate for each part of the intended voyage. They must be
of such scale and contain sufficient detail to cleary show
1. all navigational marks which may be used by a ship when navigating the waters in
the chart area
2. All kenown dangers affecting those waters
3. Information concerning any traffic separation schemes, two way routes,
recommended tracks, inshore traffic zones and deep water routes applicable to
those waters and areas therein which are to be avoided.
They must be corrected and up to date.

Q145. What stability and loading information must be carried on board?

Q146. Certain ships’ certificates have another document annexed to them which must be
carried on board to the inspection of surveyor. Which certificates are they?

Q147. What plans or diagrams must be available on the ship’s bridge?

1. Manoeuvring data of the ship including turning circle
2. All navigational equipment operating instructions
3. Aerial plan of the monkey island
4. Steering column changeover diagram.
5. Search and rescue and distress instructions posted
6. Pilot boarding instruction diagram posted
7. Fire and vent flap arrangement
8. Fire plans for the ship.
9. Emergency towing operating instructions
Q148. is there a statutory scale of provisions and water for seamen?
Yes, annex 2 to MGN 61

Q149. What circumstances would render a tonnage certificate invalid?

Q150. Where must copies of the Code of Safe Working Practice be kept onboard?
If less than 5 persons on board at least one copy kept with the master and readily
available to the workers.
If more than 5 but less than 20 a suitable number of copies must be carried, 1 with
the master,
1 by the safety officer, 1 provide for each of the safety representatives where elected. And
1 or more copies must be kept where it is readily accessible to the workers nobody is
required to keep more than one copy.
If more than 20 workers a suitable number of copies must be carried, 1 with the
master, 1 with the chief officer, 1 with the chief engineer, 1 with the purser or catering
officer, 1 by the safety officer, 1 each by the safety representatives, and in addition a
number of copies which is adequate for the number of copies which is adequate for the
number of workers employed, taking into account of the nature of their duties, must be
readily available and kept in a safe place or places readily accessible to them; nobody is
required to hold more than one copy.

Q151. What are the following:

a) ALC1?
Crew agreement form
b) ALC1(a)?
List of crew who are party to the crew agreement
c) ALC1(b)?
List of crew exempt from the requirement to sign a crew agreeement
d) ALC1(c)?
List of Young persons under 18 employed onboard
e) ALC1(d)?
3) ALC6?

Q152. What are the difference in function of an MCA superintendent and a MCA surveyor?

Q153. When must an IRF form be completed?

Used for amplifiying initial reports to MAIB of accidents, serious injuries and dangerous
occurences. It may also be used for reporting unspecified hazardous incidents.

Q154. What marks are required by law to be cut in to the ship?

Load line, draft marks, net tonnage, official number

Q155. What is the legal definition of:

2) a) Accident? When 1) there has been a loss of life of any person on board;
3) There has been a major injury to any person on board
4) Any person is lost from a ship or ship’s boat
5) A ship has been lost or presumed lost
6) A ship has been abandoned
7) A ship has been materially damaged
8) A ship has stranded
9) A ship has been in a collision
10) A ship has been disabled for more than 12 hours
 11) A ship has been disabled for 12 hour or less if, as a result, she needs assisitance
to reach port
12) A ship has caused a loss of life
13) A ship has caused a major injury
14) A ship has caused material damage
15) A ship has caused serious harm to the environment
b) Serious Injury?
1) Any fracture, other than to the fingers or toes;
2) Any loss of limb or part of a limb
3) Any dislocation of the shoulder, hip, knee or spine
4) Any loss of sight whether temporary or permanant
5) Any penetrating injury to the eye
6) Any other injury leading to hypothermia or unconsciousness, requiring
recucitation,or requiring admittance to the hospital or to an offshore sick-bay for
more than 24 hours or if at sea requiring confinement to bed for more than 24
hours.
c) Serious Incident?
d) Dangerous Occurrence?
Any of the following, provided that they might have been liable taking into account the
circumstances of the occurrence, to cause serious injury or to cause damage to the health
of any person:
1) The fall of any person overboard
2) Any fire or explosion;
3) The collapse or bursting of any pressure vessel, pipeline or valve or the
accidental ignition of anything in a pipeline;
4) The collapse or failure of any lifting equipment, access equipment, hatch cover,
staging or bosun’s chair or any associated load bearing parts.
5) The uncontrolled release or escape of any harmful substance or agent
6) Any collapse of cargo, unintended movement of cargo sufficient to cause a list,
or loss of cargo overboard
7) The parting of a tow rope
8) Any contact by a person with loose asbestos fibre exept when full protective
clothing is worn.
e) Hazardous Event?
1) Navigational or engineering incidents causing hazard
2) Failure of procedures in any aspect of shipboard operations
3) Human failures
Q156. What would you do if you experienced any of the items in question 155
Send a IRF to the MAIB

Q157. What are the main provisions of the international safety Management Code?
To ensure safety at sea, prevention of human injury or loss of life and avoidance of
damage to the environment (in particular, to the marine environment) and to property.
Safety Management objectives the Company should (inter alia)
1) Provide for safe practices in ship operation and a safe working environment
2) Establish safeguards against all identified risks
3) Continuous improve safety management skills of personnel ashore and aboard
ships, including preparing for emergencies relating both to safety and
environmental protection.

Q158. What training would you give a newly joined seaman?

Instruction including but not limited to
1) The operation and use of inflatable liferafts
2) Hypothermia, first aid for hypothermia and other appropriate first aid procedures
3) Special instructions necessary for the ship’s LSA in severe weather and sea
conditions
4) Operation and use of fire extinguishing appliances
5) Different alarm signals and what to do for each
6) His muster location and duty
7) Donning of a lifejacket
8) Location of the nearest alarm activation points and FFA
9) Nearest Exit locations
10) Importance of his hours of rest and record his hours
11) Who the safety officer is, who to report to i.e. head of departments and medical
officer
12) Smoking regulation
13) If on any medications that must be reported to the medical officer and the
Master
What are duties of c/e as per stcw? Wer i can find material 4 this?
Ceo functions and competencies are given.in STCW code.
Voyage planning with captain in advance(required lo , fuel oil etc.),
Watch keeping arrangement at sea anchorage and at ports,
Issuing standing orders and spl instructions wrt operations of machineries
Precaution to prevent operational

Training To Engine Room Crew About Emergency

Identify The Types Of Emergencies
flooding, find source of flooding , try to isolate if possible, start bilge pumps in case
major flooding,
grounding, check all ship side , frames and structures, sound all the tanks, if possible
stop the main engine in consultation with bridge,
fire, if possible restrict the fire- remove combustible material, or discharge a portable fire
extinguisher, inform bridge of the extent, location of fire, keep safe away from the fire,
all remaining crew to muster and prepare for the fire fighting, shut down the
blackout
critical machinery failure
steering failure
Man overboard
rough weather
abandon ship
collision
security breach
oil pollution, inform master or chief engineer of the probable oil discharged, notify the
contents with the SOPEP locker, location of sopep locker, carry out containment,
importance of identification of source of pollution. Means of communication, be alert
while bunkering and fuel transfer operations, don’t transfer the fuel unattended, don’t
gag any fuel tank self closing drain valve, location of remote stops of such transfer
pumps, keep checking sounding of all the concerned tanks, raise alarm, follow
checklists, inform bridge or chief engineer of the type of emergency, carry out drills,

How will you train your juniors for safety and security?
Ans; training concerning safety
Demonstrate the use and notify the locations of all safety equipment- such as LSA and
FFA, carry out drills and ask seniors to demonstrate,
Train them regarding the pollution prevention equipment- such as IOPP( to officers and
trainee engineers), contents of SOPEP locker, garbage segregation and disposal
Ensure they understand the garbage management pan and its contents
Train them in the operation of workshop machinery and power tool, safe methods and
procedures, checks to be carried out prior every operation
Importance of wearing appropriate safety gear- such as goggles, helmets, safety shoes,
full sleeve boiler suits, ear protection, etc through training sessions verbally and through
audio – visuals
Importance of following safe techniques while lifting loads
Importance of implementation of ISM – filling up of checklists and documentation
Familiarization with all locations of emergency exits
Importance of record keeping, and religiously carrying out daily and safety routines-
such as Saturday routines.
Importance of team work and taking sufficient rest during non-working Hours
Carry out fire, abandon ship , oil spill, MOB drills at regular intervals

Training concerning security

importance of keeping a good vigilance on board ship
familiarization with Ships security plan
importance of gangway watchkeeping, importance of filling up gangway log.
significance of various security levels
action to be taken when a security breach has taken place- raise alarm
precaution to prevent piracy,
importance of doing religious security search to prevent stowaways
importance of checking received spares and stores prior taking them on board.
Actions to be taken on finding an unidentifiable object
Keep the areas which not in use closed and locked,
Importance of access control.
Importance of adequate lighting and patrolling under various security levels

How Will You Evaluate And Training A Junior Engineer

Ans; training has to be done systematically and under a certified experienced person. It
has to be documented, follow TAR BOOK
on the basis of performance in task assigned.
Follow safe working practices
Knowledge of LSA and FFA equipment- location and operation
On the basis of knowledge of emergency exits
On the basis of pipe line tracing
Performance as evaluated during drills- knowledge of life boat stations- equipment
Ability to assist a watchkeeping engineer in keeping the watch as second assistance
Ability to work with hand tools , measuring instruments,
Ability to communicate clearly
Ability to understand drawing and manuals
Ability to demonstrate the medical first aid , and action to be taken to prevent the shock
Ability to prepare main and aux machineries for operation, as second assistance to a
engine room watch keeper
Ability to trouble shoot.
Ability to understand the importance of the working parameters and their deviations
Ability to understand transfer and ship board pumping systems
Basic knowledge of electrical machineries and safe working practices
Understanding the importance of documentation under ISM
Knowledge of operation of anti-pollution equipment and plans
Ability to demonstrate firefighting – perform during fire drills etc

Which Was Not Their In Earlier Ilo Conventions What Is The Uniqueness In MLC
Onboard Complaint Procedures not agreed. Told Me That Mandatory Requirement For
Certified Cook Was Not There In Earlier Ilo Conventions. Even It's A Detaining Point In
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PERSONNEL MANAGEMENT

You are joining as CE first time and Master onboard is very senior in the company
and egoist person. Not cooperating with you . How do you win this situation
without hurting his ego ? Is it possible or not without Company's help
In any organization everyone has his need. You have identify his need and try to
satisfied it at master level he will be having esteem need or self-actualizing one,
So it is possible without company's help

2nd engineer is incompetent wt action u will take

I said meeting with him, explain if after that any unsafe act, log entry, asked where i
said Official log book
How u find out he is incompetent
I said Company SMS define specific duties and responsibilities if he is not able to full fill
he is incompetent.

Junior engineer is disobeying you what action will you take as chief engineer
How you are going to motivate a junior engineer who is not willing to work, tell
me what will you do.
talk to him about his problem
give him task to build up his confidence
a new person is unknown , you will have to find his capabilities
give him training as per the TAR book
solve if any work related problems
guide him . or assign a suitable person to guide him
give him sufficient rest
involve him in major overhauls
unbiased evaluation of his performance

As CE vessel has too much breakdown people are tired how will you motivate them.
Ans; 1. Improve the working atmosphere- safety culture to follow, no groups, no
conflicts
2. approval, praise and recognition
3. ensure that work is divided amongst them equally- team building
4. do the job peacefully and carefully, to avoid mistakes
5. C/E must be in the vicinity of the job and provide guidance where required
6. pat on their backs-
7. give them incentive- overtime to the crew,
8. assure them sufficient rest after the job is completed, keeping in mind minimum
manning required for watch keeping
9. emphasize on good communications
help them in their jobs with ur own hands.
tell them to do better job so that work is carried out without errors and no further
breakdown of same machineries to be attended
permit them to use new spares where required, avoid using substandard spares.
How Will You Motivate A Multinational Crew
use simple English and hand symbol
respect their cultures
praise good behavior
pat on back
provide monetary incentives
fair appraisal, promotion
use common language
food is served without discrimination
means of recreation, CD’s and magazines of their nationality
provide good working atmosphere
conduct social gathering, parties
provide equal opportunities
recognize hard work

what is the difference- efficiency and effectiveness

Ans; efficiency- ratio of useful work performed in relation to efforts input or ratio of
output to input Effectiveness;