2. What are the UNCLOS provisions concerning ships flag and nationality?

In
observation of UNCLOS what the duties are of flag States and how is it
enforced?
Ans. The United Nations conference convention on the laws of the sea (UNCLOS)
was an outcome of the third UN conference in 1982 and entered into force on
16th November 1994.
The UNCLOS provides a universal legal frame work for the rational
management of marine resources and their conservation. The treaty document
consists of 446 articles grouped under 17 part headings and 9 Annexes.
SHIPS FLAG AND NATIONALITY
Part VIII : High seas consists of Provisions concerning ships flag state and
nationality
Article 90: Every state coastal or land locked has a right to have its ship fly
its flag.
Article 91: State should lay down conditions / requirements for granting its
nationality, registration and the right to fly its flag. Ships have the
nationality of the state whose flag they fly. There must be a genuine link
between the state and the ship. The state must issue documents to ships
flying its flag.
Article 92: Ships to fly flag of only one state and are subject to its
jurisdiction on high seas. A ship cannot change its flag during a voyage or
while in a part of call. Change is allowed in case of transfer of ownership or
change of registry.
Duties of flag state:
Article 94 initials duties and responsibilities of the flag state salient parts
are:1. State shall effectively exercise its jurisdiction and control in Administrative
technical and soul matters over ships flying its flag.
2. State should maintain a register of ships flying its flag i.e. names and
particulars of ships.
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.
3. State to take such measures for ships as necessary to insure safety at sea
with regards to
Construction equipment and seaworthiness of ships.

Manning of ship labour conditions and training of crew with regards to

applicable international instruments.
Use of signals maintenance of communications and prevention of collision.
4. Such measures shall include these necessary to ensure:
That each ship before registration and thereafter is surveyed by a qualified
surveyor and has onboard charts publications and equipment as are
appropriate for safe navigation of ship.
Each ship is in charge of master / officers / crew having appropriate
qualification and numbers with regards to the type due, machinery and
equipment of the ship.
5. Each state should conform to generally accepted international regulations
procedures and practices and should take steps which may be necessary to
secure their observance.
6. A state which has clear grounds to believe that proper jurisdiction and control
w.r.t. a ship have not been exercised may report the facts to the flag state.
Upon such request flag state must investigate the matter and take
appropriate action to remedy the situation.
7) Every state must cause an enquiry to be held in case of a marine casualty
involving a ship flying its flag and causing loss of damage to environment to
those at any national and state. Every flag state must co-operate with other
flag states in conduct of enquiring.
ENFORCEMENT BY FLAG STATE

i)
ii)

iii)

iv)
v)
vi)
vii)

vii)

Article 217 makes the following provision.

Every state must adopt laws / regulations to ensure compliance of
international laws by ships flying its flag.
Every state should prohibit ships frame sailing for man compliance with
international laws including requirements relating to design construction
equipment and manning.
Status should ensure that all certificates as read by international laws are
carried on board. States to periodically inspect the vessels to ensure
conformity of these certificates with actual conditions on board.
Flag state should provide for immediate investigation in case vessel commits
relation of international rules and standards.
Flag states should cooperate with other flag states if assistance is requested.
Flag state must investigate any relation committed by vessel flying its flag on
a request from any state.
Flag state should be prompt in addressing any requests for information by
any other state.
It should inform competent international organizations about action taken and
the outcome. Such information should be made freely available to all flag
states.
Flag states must impose adequate penalty for any vessel relating the law to
discourage further violation.

4. Give a brief history and necessity towards formation of UNCLOS? What are its
important highlights? Under context explain (i)Territorial sea (ii)Contiguous
Zone (iii)Exclusive Economic Zone (iv)Continental Self (v)High Seas
Answer:Oceans always have been a prime source of nourishment for life. Climate and
weather changes depend on the interplay between oceans and the
atmosphere. They also serve as a convenient medium for trade, commerce,
exploration, adventure and discovery.
As the mysteries of the oceans gave way to their mastering, a lot of
customers traditions and laws arose defining the rights of the ship and the
marines what plied the waters of the ocean.
Attempts were made to regulate the use of ocean by conventions
acceptable to all nations. The UN has made considerable progress in
developing and .... the laws of the sea. There UNCLOS (United Nations
Convention on the Law of the Seas) have been convened
UNCLOS I at Geneva in 1958
UNCLOS II at Geneva in 1960
International conferences approved conventions which covered the
continental shift, Fishing, High seas, Territorial waters and contiguous zones.
During the 1970, it came to be accepted that the sea bed is a common
heritage of mankind and should be administered by an international authority.
UNCLOS III was at GENEVA in 1974 which discussed issues on navigation,
pollution and the breadth of territorial waters. It entered into force
On 16th Nov 1994 UNCLOS provides a universal frame work for the
management of marine resource and their conservation, govern all aspects of
the oceans, such as environmental control, marine scientific research,
economic and commercial activities, transfer of technology and settlement of
disputes relating o ocean matters. UNCLOS is a treaty of 446 articles grouped
under17 part heading and 9 annexes.
i.

TERRITORIAL SEAS:

Extends to 12 Nautical miles from the baseline foreign flag vessels have a
Right of Innocent Passage through it. The passage is considered innocent as
long as it is not prejudicial to peace, good order or security of the coastal state.
Right of innocent passage can be suspended if it is essential for the
protection of the coastal state its security or for weapons exercise.
The internal waters the coastal state can exercise jurisdiction over all vessels.
In territorial seas, it should not exercise criminal jurisdiction except.
a) If the consequences of crime extend to the coastal state
b) If crime disturbs the peace of the country or good order of the sea
c) It master of a vessel or an agent of the Flag State requests the coastal
state to exercise jurisdiction
d) If jurisdiction is necessary to suppress traffic of narcotic drugs.
ii.

CONTIGUOUS ZONE:

Extends 12 nautical miles beyond the territorial sea limit

Coastal status must exercise control necessary to prevent infringement of its
customs, fiscal, immigration or sanitary laws and regulations within its
territories. Vessel carrying noxious or dangerous substances or wastes may be
turned away on public health or environmental grounds.
III.

EXLUSIVE ECONOMIC ZONE (EEZ)

It extends to a maximum of 200 nautical miles from the base line,
covering and managing the natural resources whether living or non
living of the waters adjacent and of the sea bed and its subsoil.
State has jurisdiction, with regard to installation marine scientific
research and protection and preservation of the marine environment.
All other states enjoy the freedom of navigation, laying of submarine
sables and pipelines

IV. CONTINENTAL SHELF:

The outer limit of the continental shelf shall not exceed 350 nautical miles
from the base line or shall not exceed 100 nautical miles. Coastal states have
exclusive rights for exploring and exploiting its natural resources. The state
also has the exclusive right o authorize and regulate drilling on the shelf or all
purposes.

V. HIGH SEAS:
Part of the sea that is not included in the exclusive economic zone in the
territorial sea or in the internal waters of a state or in the Archipelagic waters
of an archipelagic state.
High seas are open to all states for freedom of navigation, freedom of over
flight, freedom to lay submarine cables and pipelines, freedom to construct
artificial islands and installations, freedom of fishing freedom of scientific
research.
High seas shall be reserved for peaceful purposes. Other high seas
precautions are prevention of slave trade, privacy, seizure of ships, illicit
narcotics, trafficking and unauthorized broad casting
For enforcement purposes, there are provisions for relevant rights of visit,
seizure, arrests and hot pursuits.

5. Explain the key features of the United Nations Convention on the Law of The
Sea? When this convention was opened for signature and when it entered
into force? How many articles and annexes it contains? Enumerate the areas
covered under this convention?
Ans:- UNCLOS: It is the abbreviation of united nation conference on law of
the sea. Three conferences an UNCOLS have been convened so far.
UNCLOS I: At Geneva in 1958
UNCLOS II: At Geneva in 1960
UNCLOS III: At Geneva in 1974, which produced a convention document
called UNCLOS
UNCLOS governs the law of sea for mutual benefit of all members states
Necessity of UNCLOS was in order
1.
2.
3.
4.
5.

To
To
To
To
To

promote peaceful uses of the seas and ocean

facilitate international communication
enable equitable and efficient utilization of oceans resources
protect and preserve The marine environment
protect promote maritime safety

Important highlight/salient features of UNCLOS are as follows

1. It defines international law of the sea
2. Sets widths of the territorial sea at 12Nm with a contiguous zone at 20Nm
3. Sets Transit passages through international straits and territorial sea
4. Sets exclusive economic zone extending 200 Nm
5. It defines continental self and jurisdiction over the resources of the shelf
beyond 200Nm where appropriate
6. It defines legal status of the high seas and establishes regulations for the
control of the marine pollution
7. It allows dispute to be settled in the international court of justice
It was outcome of 1982 UNCLOS III and come into force internationally on 16 th Nov
1994. It is a treaty document of 446 articles grouped under 17 parts and 8
annexe
Areas covered under this convention:
A)
UNCLOS provisions relating to zones of coastal state jurisdiction and high
seas
1. UNCLOS sets the width of the territorial sea 12Nm with a
Continuous Zone at 24 NM from the lease line.
2. It defines innocent passage through the territorial sea and defines
transit passage through international straits.
3. it defines archipelagic state and allows for passage through
archipelagic waters
4. UNCLOS established exclusive economic extending to 200 NM from
baseline
5. It defines continental self and extends jurisdiction over the
resources of the shelf beyond 200Nm where appropriate
6. UNCLOS defines legal status of the high seas and establishes
regulations for the control of used for the purpose of committing one
of one acts mentioned a leave
7. On the high seas, or in any other place outside the jurisdiction of any
state, every state may seize a pirate ship and arrest the person and
seize property on toward.
8. The courts of the state which carried out the seizure may decide upon
the penalties to be taken with regards to the ships, aircraft, and
property subject to the rights of third parties acting in good faith.

6. Differentiate between Rules, Regulation, Protocol, Act, Tacit Acceptance and

Convention as adapted in IMO. Describe the process by which a IMO convention

gets converted into a Statutory Rule administered by a maritime member

contry.
Answer:Procedure for adopting a convention:
This is the port of the process with which IMO as an organization is
most closely involved. IMO has six main bodies concerned with the
adoption or implementation & conventions. The Assembly and council
are main organs, and the committees involved are the maritime safety
committee, Marine environment protection committee legal committee
and the facilitation committee. Developments in shipping and other
related industries are discussed by member states in these bodies and
the need for a new convention or amendments to existing conventions
can be raised in any of them. Normally the suggestion is first made in
one of the committees, since these meet more frequently than the main
organs. If agreement is reached in the committee, the proposal goes to
the council and, as necessary, to the Assembly. If the Assembly or the
council as the case may be gives the authorization to proceed with the
work, the committee concerned considers the mater in greater detail and
ultimately draws up a draft instrument. The draft convention, which is
agreed upon is, reported to the council and assembly with a
recommendation that a conference be convened to consider the draft for
formal adoption. Invitations to attend such a conference are sent to all
member state of IMO. Before the conference opens, the draft convention
is circulated to the invited Govts. and organizations for their comments.
The draft convention, together with the comments thereon from Govts
and interested organizations is the closely examined by the conference
and necessary changes are made in order to produce a draft acceptable
to all or the majority of the Govt. present. The convention this agreed
upon is then adopted by the conference and deposited with the
secretary-General who rends copies to Govts. The convention is opened
for signature by states, usually for a period of 12 months. Signatories
may ratify or accept the convention while non-signatories may accede.
The drafting and adoption of a convention in IMO can take several years
to complete although in some cases, where a quick response is required
to deal with an emergency situation, Govts. have been willing to
accelerate this process considerably.
Before the convention comes into force that is, before it becomes binding
upon govt., which have ratified it, it has to be accepted formally by
individual Governments.
Accepting a convention does not merely involve the deposit of a formal
instrument. A Govts. acceptance of a convention necessarily place on it
the obligation to take the measures required by the convention. Often
national law has to be enacted or changed to enforce the provisions of
the convention. Adequate notice must be given to ship owners, ship
builders and other interested parties so they make, take account of the
provisions of the Convention in their future acts and plans. At present
IMO conventions enter into force within an average of five years after
adoption.
Tacit acceptance Procedure:
Technology and Techniques in the shipping industry change very
rapidly. As a result, not only are new conventions required but existing
ones to be kept up to date.
IMO had no authority to adopt let alone amend conventions. Its mandate
allowed it only to "Provide for the drafting of conventions, agreements or
other instruments and to recommend those to governments and to Inter
governmental organizations and to convince such conferences as may be
necessary." IMO convention specifically stated that IMO's functions were
to be "consultative and advisory." the organization could arrange a
conference but it was up to the conference to decide whether the
convention under discussion should or should not be adopted and to
decide how it should be amended. Most of IMO conventions could only be

updated by means of "classical" (passive) amendment procedure. The

number member states of IMO were rising all the time as new countries
emerged and began to develop their shipping activities. As the number
of parties rose, so did the total required to amend the convention. The
problem was made worse by the fact that governments took for longer to
accept amendments than they did to ratify the parent convention. The
amendments adopted to the 1960 SOLAS convention in 1966, 1967,
1968 and 1969 had failed to enter into force till 1971. It was felt that
unless the International maritime community was sufficiently responsive
to these charged circumstances states will once again revert to the
practice of unilaterally deciding what standards to apply to their owners
shipping and to foreign flag shipping visiting their ports. Studies were
made on alternative amendment procedures.
The main reason why amendments took so long to enter into force was
the time taken to gain acceptance by 2/3 of contracting Governments.
One way of reducing this period would be by "specifying a date of entry
into force after adoption by the Assembly, unless the date of amendment
is explicitly rejected by certain number or contracting Govts." The body
which adopts the amendments at the same time fixes a time period
within which contracting parties will have the opportunity to notify either
their acceptance or their rejection of the amendment, or to remain silent
on the subject. In case of silence the amendment is considered to have
been accepted by the party. This is known as the "tacit" or "passive"
acceptance procedure.
Convention: is a set of rules which are adopted by all countries and
comes into force on agreed date. Any changes in above conventions
after date of enforcement are done through various amendments.
Rule: is a governing authority.
Regulation: is a generally accepted condition or course of action.
Protocol: If a majority of changes are required is a convention which has
been adopted but not in force, then those are incorporated in the
convention and it is called PROTOCOL.
e.g.: the Marpol Convention 1973 has also been amended by means of
protocols. The 1978 marpol protocol made major changes to Marpol.
It also absorbed the parent convention and ensured that the combined
Convention / Protocol instrument (called Marpol 73/78) would enter into
force at an earlier date then the present convention would have done
alone (Marpol 73/78 come into force on 2nd Oct 1983).
10. Give a brief background of ILO, its inception and its fields of mandate for
Maritime Labour Development.
Name three conventions, protocol of ILO
concerning maritime labour, which has come in force in 1996.
Answer:Background of ILO
World War I transformed the worlds social and economic map. The
International Labour
Organization (ILO) emerged together with the League of
Nations from the treaty of Versailles in
1919. It gave expression to the concern
for social reform that grew with the industrial revolution and
the conviction
that realistic reform had to be conducted on an international plane. The members
of
the ILO were to be countries of the world member states.
Created to develop international labour standards and to ensure their
application, the ILO devoted the bulk of its energies to this major task during its
firs forty years. During the twenty year period from 1919 to 1939. 67 conventions
and 66 recommendations were adopted.
Originally, standards focused on working conditions. The first convention in
1919 dealt with hours of work, the famous eight-hour day and forty eight hour
week.
In 1926, an important innovation was introduced when the International Labour
Conference set up a supervisory system on the application of standards which still

exists today. It created a committee of independent jurists responsible for

examining government reports on the application of conventions ratified by them
and presenting its own report each year o the conference. Its mandate has since
been broadened to cover reports on ungratified conventions and
recommendations.
In 1944, delegates to the International Labour Conference adopted the
Declaration of Philadelphia which annexed to the constitution, still constitutes the
charter of the aims and objectives of the ILO. The declaration opens with a
reaffirmation of the fundamental principles on which the ILO is based notably that
Labour is not a commodity
Freedom of Expression and of association is essential to sustained progress and
poverty anywhere constitutes a danger to prosperity everywhere
The declaration anticipated and set a pattern for the United Nations Charter and
the Universal Declaration of human Rights.
In 1946 the ILO became the first specialized agency of the newly formed United
Nations organizations.
In 1969, on its 5oth Anniversary, it was awarded with the Nobel peace prize
The ILO: How it works
The International Labour office in Geneva is the permanent secretariat of the
International Labour Organization, its operational headquarters research centre
and publishing house. Administration and management are decentralized in
regional area and branch office in more than 40 countries.
Under the leadership of a Director general who is elected for a five year
renewable term. The office employs some 2500 officials and experts at Geneva
headquarters and in more than 40 field offices around the world.
Regional meetings of the ILO member states are periodically held to examine the
matters of special interest to the regions concerned.
The work of the governing body and of the International Labour office is aided by
tripartite committees covering major industries and by committees of experts on
such matters as vocational training, management development, occupational
safety and health industrial relations workers education and special problems of
certain categories of workers (young workers women, the disabled etc). The
International Labour office maintain a very comprehensive website at
http://www.ilo.org/
The international labour conference meets annually. It provides an international
forum for discussion of world labour and social problems and sets minimum
international labour standards and broad policies of the organization.
Every two years, the conference adopts the ILOs beneficial work program and
budget which is financed by member states.
Each member country has the right to send four delegates to the conference:
Two from the government and one each representing workers and employers each
of whom may speak and vote independently.
The ILO is unique among world organization with its tripartite structure in that
employer and workers representatives the social partners of the economy have
an equal voice with those of governments in sharing its policies and programs.
The ILO encourages triparteism within member states as well by promoting a
social dialogue which involves trade unions and employers in the formulation
and where appropriate, implementation of national policy on social and economic
affairs and a host of other issues.
Between the conferences, the work of ILO is guided by the governing body.
Comprising 28 government members and 14 worker and 14 employer members.
This executive council of the ILO meets three times a year in Geneva. It takes
decisions on action to give effect to ILO Policy prepares the draft program and
budget which it then submits to the conference for adoption and elects the Direct
General.
Ten of the government seats are permanently held by states of chief industrial
importance (Brazil, China, France, Germany, India, Italy, Japan, Russian federation,
United Kingdom, and United States).

Representatives of other member countries are elected by the government

delegates at the conference every three years, taking into account geographical
distribution. The employers and workers representatives elect their own
representatives in separate electoral colleges.
The international Labour conference meets in June each year in Geneva;
delegates are accompanied by technical advisor. As well as the government
delegates, the cabinet minister responsible for labour affairs in their countries also
generally attend the conference and take the floor. Employers and workers
delegates can express themselves and vote independently of their governments.
They may well vote against each other as well as their government
representatives.
One of the ILOs oldest and most important functions is the adoption by the
tripartite International labour conference of conventions and Recommendations
which set international standards. Through ratification by member states,
conventions create binding obligations to implement their provisions.
Recommendations provide guidance on policy legislation and practice.
Each member state is required to submit all conventions and recommendations
adopted by the conference to the competent national authority for a decision to
be taken number of ratifications of these conventions have continued to increase.
The ILO has established a supervisory procedure to ensure their application in Law
and practice. It is based on the objective evaluation by independent experts of the
manner in which obligations are complied with and on examination by the
organizations tripartite bodies.
Mandate of the ILO
The ILO formulates International labour standards in the form of conventions and
recommendations setting minimum standards for basic labour rights:

Freedom of association
Right to organize
Collective bargaining
Abolition of forced labour
Equality of opportunity and treatment and other standards regulation
conditions across the entire spectrum of work related issues.

It provides technical assistance primarily in the fields of:

Vocational training and vocational rehabilitation

Employment policy
Labour administration
Labour law and industrial relations
Working conditions
Management development
Co-operatives
Social security
Labour statistics and occupational safety and health.

It promotes the development of independent employers and workers

organizations and provides training and advisory services to those organizations
Within the UN systems, the ILO has a unique tripartite structure with workers and
employers participating as equal partners with governments in the work of its
governing organs
1996 maritime Session of the International Labour Conference
the 84th (Maritime) Session of the International labour Conference concluded its
work in October 1996 with the adoption of three conventions three
recommendations and a protocol concerning the living and working conditions of
seafarers.
The conference revised and adopted the following international legal instruments:
Seafarers hours of work and the Manning of ships convention

Seafarers wages, hours of work and the manning of ship recommendation 1996
Labour inspection (seafarers) convention and recommendation 1996
Recruitment and placement of seafarers convention (revised) and
recommendations 1996
1996 protocol to the Merchant Shipping (Minimum Standards) Conventions 1976
Seafarers hours of work and the manning of ships convention
The conference revised the wages, hours of work and manning (sea) convention
and recommendation 1958 (No. 109). It adopted the new seafarers hours of work
and the manning of ships convention 1996 which establishes specific daily and
weekly limitations on hours of work or conversely daily or weekly minimum rest
periods for seafarers with the aim of preventing fatigue associated with excessive
work.
It calls upon member states which ratify it to acknowledge that normal work hours
shall be based on an eight hour day with one day of rest per work and then
provides that maximum limits shall not exceed 14 hours per day and 72 hours in a
week. Alternatively, member sates may define working time through a minimum
of ten hours of rest per day or 77 hours in a week. These limitations are to be
posted in an easily accessible place on board the ship.
Records of daily working hours or periods of rest are to be maintained and the
competent authority is to examine and endorse these records at appropriate
intervals in order to monitor compliance and if the records indicate infringements
of the provisions governing hours of work or rest requires measures to be taken to
avoid infringements.
The new convention has also been included in the protocol to the Merchant
Shipping (minimum Standards) conventions 1976 (No.147). This means that,
following sufficient ratifications, this instrument may also be subject to port state
control.
Seafarers wages hours of work and the manning of ships
recommendation 1996
The accompanying recommendations which focuses on compensation for
overtime and other wage issues is a comprehensive instrument which will serve to
clarify wage issues for seafarers and ship-owners. It retains the ILO minimum
monthly basic wage figure for able seamen a figure which has long served as an
international bench mark for the industry. This is currently (as from 1 st January
2003) US $ 465 per month.
Labour Inspection (seafarers) convention and recommendation, 1996
International provisions for labour inspection on board of ships were strengthened
by the adoption of the labour inspection (seafarers) convention. The first
international convention on maritime labour inspection. The preamble of the
convention states that measures only apply to flag state control- i.e., subject to
inspection by the ships own flag state and not port state control.
Recruitment and placement of seafarers convention (Revised) and
recommendation 1996
The international labour conference also adopted a convention and
recommendations on the placement of seafarers revising the placing of seamen
convention 1920 (No.9). The original 1920 convention (No.9) one of the first
conventions adopted at the IMO-related to seamen which included all persons
except officers employed as members of the crew engaged in maritime
navigation.
The new convention allows private placement services provided that they are in
conformity with a system of licensing or certification or other form of regulation.
Ratifying member states shall ensure that no fees or other charges for
recruitment or for providing employment to seafarers are borne directly or
indirectly in whole or in part by the seafarer
The accompanying recommendations set out guidelines for effective co-operation
among the different recruitment services, ship-owners and seafarers. Among
other tasks the competent authority should approve or prescribe standards for the

operation of recruitment and placement services and encourage the adoption of

codes of conduct for these services.
1996 Protocol o the Merchant Shipping (Minimum Standards) convention 1976
The Merchant Shipping (Minimum Standards) convention 1976 (No.147) has
become the basic point of reference in the industry for minimal acceptable
standards of safety and health, social security and living conditions of seafarers.
The conference adopted an optional protocol to the 1976 convention allowing
states to accept new obligations but retaining the flexibility for the convention still
to be ratified in its existing form. A supplementary appendix which can be
accepted by the ratifying state includes ILO conventions regulating
accommodation of crew, hours of work and manning seafarers identity
documents workers representatives health protection and repatriation.

11. State the Maritime Declaration of Health and the requirements of

International Health Regulations for persons employed on board ship. State the
steps taken by you as Chief Engineer on board for an Engine Room personnel
suffering from a contagious disease while on a voyage.
Answer:World Health organization is a specialized agency of United Nations
established in 1948. WHOs objective is the attainment by all peoples of the
highest possible level of health.
WHOs objective is the attainment by all peoples of the highest possible
level of health.
WHO collaborates with member governments, United Nations agencies and
other bodies to develop
health standards. Control communicable
diseases and promote all aspects of family and environmental health.

Purpose: WHO regulations were adopted and came into force in 1959, as
international sanitary regulation which later renamed in International health
regulation in 1969.
Its purpose is to ensure the maximum security against the international spread
of diseases with
minimum interference with world traffic.
Maritime declaration of health.
At every port of call master of ship has to give a declaration of health to
authorized offices which
states
1. Particulars of ship
2. Ships crew and officers are fit for service on board
3. During the voyage any case of suspected case of plaque cholera or yellow
fever.
4. Any illness of infectious nature, death of any person on board during the
voyage otherwise than as a result of accident.
5. Ship is free from rodents and deratting certificate or exemption is valid.
International Health regulations were originally intended to help monitor and
control six serious infectious diseases: cholera, plague, yellow fever smallpox,
relapsing fever and typhus.
Today only cholera plague and yellow fever are notifiable diseases.
Article 81 of IHR states that No health document other than those provided for
in these regulations shall be required in internal traffic.
Separate vaccination certificates were once required for small pox, cholera and
yellow fever. The eradication of small pox was confirmed by WHO more than 10

years ago. It also states that vaccination against cholera cannot prevent the
introduction of infection into a country and the WHO therefore amended the
international health regulations in 1973 so that cholera vaccination should no
longer be required of any traveller. A certificate of vaccination against yellow
fever is the only certificate which should be now required.
In case of Engine room personnel suffering from a contagious disease while on
voyage.
1. He should be examined by ships designated medical officer
2. After confirmation, master should be informed and the patient should be
shifted to hospital
3. Ensure that Air from the hospital is not recirculated in the ships A/C system
4. Having listed all symptoms and findings relevant section of (shipmasters
medical guide) to be consulted and recommended treatments to be
followed
5. When patient is ill visitors should be discourages when the patient shows
signs of improvement the above ban can be relaxed.
6. willing shipboard personnel must be deputed after taking all possible
precautions to attend the patient and monitor his progress
7. Disposable utensils for drinking, eating must be used.
8. all used bed linens and towels must be sterilized and should not be washed
with the common linen
9. If the conditions of patient does not improve, radio medical advice should be
sought
10.
All actions to be recorded in medical log book and company should be
informed for each happening

17. For the safety, welfare and working condition of seafarer on board ship,
enumerate the various ILO/IMO regulations.
Answer:-

The main IMO conventions regarding safety, welfare and working

conditions of seafarers onboard
are given below:-

1) SOLAS 74 and its amendments and protocols.

Entered into force 25th may 1980,
It has two parts. Part I contain 12 chapters Part II certain 4
annexure. The main chapter which deals with safety and
working conditions of sea farers are:
Chapter II Constructional safety with respect fire, stability and flooding
Chapter III

life saving appliances and arrangements

Chapter V - safety of navigation

Chapter VII Carriage of dangerous goods
Chapter IX Management for the safe operation of ships
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measurers to enhance maritime security
2)

L L 1966 and Amendments

In force 21st July 1968
Limits by means of minimum free boards, drafts to which ships
may be loaded prescribe minimum standard for internal weather
tight and water tight integrity and security for personnel

3)

STP 1971 ( Special trade passenger ships agreement)

In force 2nd Jan 1974

Complemented by protocol on space requirement for special

trader passengers ships.
STP 71 regulates the carriage of large numbers of unberthed
passengers in special trades such as pilgrim trades.

4)

COLREG 1972
In force 15th July 1977
Amended in 1981, 1987, 1989, 1993 and 2001
38 rules divided in to 5 sections and four annexes.
Deals with rules and regulation for preventing collisions and
technical details
5)
INMARSAT
Organization

1976

International

Maritime

Satellite

Entered into force 16th July 1979

Define the Inmarsat purpose as being to improve maritime
communication there by assisting in improving distress and
safety of life at sea, communication, the efficient management
of ships, Maritime public correspondence services, and radio
determination capabilities.
INMARSATS obligations to provide maritime distress and safety
services via satellite were enshrined within 1988 amendment
(GMDSS) to SOLAS.
6)
STCW 1978 International convention on Standards
Training, Certification and Watch keeping for seafarers.

of

Entered into force 28th April 1984

Feb 2002

1995 amendment including STCW code entered into force on 1 st

It establishes minimum international standard requirements for
training certification and watch keeping, replaced national set
standards.
Applies to ships of non party states, when visiting ports of party
states.

7)
SAR1979 - International convention on Maritime Search and
Rescue 1979
Aims at developing an international search and rescue plan,
irrespective of location of accidents, SAR operations will be
coordinated by SAR organizations.
Entry into force 22nd June 1985
Parties must have adequate SAR services in their coastal water
and to cooperate with other SAR organization.
8)
PAL 1974 Convention relating to the carriage of passengers
and their luggage by sea called Athens convention
In force 28th April 1987
Protocol in 1976, 1990 and 2002
Establish liability regime for damage suffered by passengers
carried on seagoing vessel.
9)
SUA 1988 ( Convention for the suppression of unlawfull acts
against the safety of maritime navigation
1992

In force 1st March, 1992, SUA protocol 1988 in force 1 st March

Aims at ensuring that appropriate judicial action is taken against

persons committing acts against ships, which includes seizure of
ship by force, act of violence against persons onboard ships and
the placing of devices on board a ship which are likely to
destroy or damage it. Obliges contracting governments to
prosecute alleged offenders
1988 Protocol provide similar regulation relating to fixed
platform located on the continental shelf.
The main ILO convention related to safely, welfare and working conditions of
sea farers on board ship are as follows (About 30 convention related to
seafarers)

1)

ILO -147 Minimum standards convention

In force in Nov 1981
It is the minimum internationally accepted labor standards in
merchant ships.
It aims to eliminate operation of substandard ship, Aim to
improve the efficiency and safely of navigation, Aim to enhance
measures to
protect the marine environment and aim to
advance sea farers interest in the filed of health, safety, working
conditions and trade union rights
Convention requires flag states to adopt minimum standard
relating to safety, social security and shipboards condition of
employments and living arrangements.
2)

ILO -178 Labor Inspection convention 1996

3)

ILO -73 Medical Examination ( Sea fares) convention 1946

4)

ILO -134 Prevention of accidents ( Sea farers ) Convention 1970

In force 17th Feb 1973

5)

ILO - 138 Minimum Age Convention 1973

6)
ILO -180 Sea farers hours of work and the manning of ships
convention 1996
7)

ILO -133 Accommodation of crews convention 1970

8)

ILO 163 Sea farers welfare at sea and port convention 1987

9)

ILO 164 Health protection and medical care convention 1987

10)

ILO 165 Social security for sea farers convention 1987

11)

ILO -166 Repatriation of sea farers convention 1987

12)

ILO 146 Sea fares Annual leave with pay convention 1976

13)

ILO -91 paid vacation ( Sea farers) convention 1949

14)

ILO -74 certification of able sea man convention 1946

15)

ILO 22 Seamans Article of agreement conventions 1926.

16)

ILO -56 Sickness insurance (Sea ) convention 1936

17)
ILO 87 Freedom of association and protection of the right to organize
Convention 1948.

19. An Indian flag vessel collided with another vessel off the coast of India, as a
result few lives were also lost and vessel damaged. In accordance with the
provisions under the Merchant Shipping Act, what steps should be initiated
and who should initiate such steps for the safety of the ships and the marine
environment
Answer:Whenever a shipping accident takes place and comes under the purview of
M.S.Act as a shipping casualty, the master, the pilot or persons in charge of
ship at the time of casualty is required to give notice of this casualty to officer
appointed by the government under the section 358(2) of the M.S.Act. The
proper officers appointed by the government are notified in the official gazette.
Preliminary enquiry:- When an officer appointed under the Act received
information about the shipping casualty, he is required to conduct a
preliminary inquiry about the accident. The purpose of the preliminary enquiry
is to establish the following:
(a) A shipping casualty has occurred within the meaning of Act.
(b) The details of the voyage leading to the casualty.
(c) Events that led to the casualty
(d) Extent to which loss of life or loss of property has occurred due to
shipping casualty
(e) The causes that led to the casualty including act of incompetency,
negligence or misconduct of person or persons is concerned
The preliminary enquiry, which is held under section 359 of M.S.Act is
departmental enquiry and the proceedings of such enquiries are not released
to public. In conducting the preliminary enquiry, the officer has the following
responsibilities:
(1)To inform the central government and the state government
concerned where necessary of the detail of the shipping casualties
occurring within their jurisdiction
(2)To go on board the ship and inspect the same including machinery
and equipment, but not unnecessarily detaining or delaying her
from proceeding on any voyage
(3)To enter and inspect any premises to facilitate the completion of
the preliminary enquiry
(4)To summon persons he thinks to take statement to complete the
preliminary enquiry
(5)To demand the production of all log books, documents or papers he
considers necessary for the enquiry
(6)To submit the report to central government
If any person refuses to attend and answer or to produce necessary
evidence or to impede the enquiry, officer should call his attentions to the
power given to him. In case he still refuses, he can take action under
chapter X of the Indian Penal Code.
Persons who may be present at the examination; where the owner or
agent of a ship, a casualty to which is being investigated signifies his desire
to be present but only while witness belonging to the ships at which he is
directly interested are being examined, and he must be requested to
remain silent. He may take note of evidence, if he desires but should not
interfere examination of witnesses. Barring this, no person is to be present
in room during the examination of the witness excepting the deponent. The
officer conducting the enquiry and his clerk and if necessary an interpreter.
Professional lawyers are not admitted in to the proceedings of preliminary
enquiry or formal investigation. Whenever it appears that the event leading
to ship casualty, demand a formal investigation by court, the D.G.Shipping,
by virtue of power delegated to him under section 360 of M.S.Act may
direct the same to be held. On receipt of the order of director general the
proper officer shall make an application to the court of empowered under
361. the objective of court empowered under 361 is not to punish anyone
who may have been at fault, but to throw light on the cause of casualty and
to consider steps to prevent such casualties in future. Only first class
magistrates are empowered to conduct these formal investigations.
The courts are assisted by assessors having the requisite technical
knowledge and are independent of all the interest concerned. The assessor

are appointed by the court out of the list which is maintained by the
directorate.
Where formal investigation involves or appears likely to involve any
question regarding cancellation or suspension of certificate of competency
of master, mate or engineer, the court shall be assisted by not less than
two assessors having the requisite experience in merchant marine service.
Apart from the officer on whose application this investigation is
undertaken, any person upon whom a notice of investigation has been
served, any other interested parties may be permitted to appear at
investigation and become a party to the proceedings.
On the appointment time and place for holding investigation, the
court can proceed with investigating witness the parties upon whom notice
of investigation have been served are present or not.
Report of court, unless the cancellation or suspension of any officers
certificate is not involved, the court need not tell its decision in open court.
It may send or deliver to the parties a copy of the report as required by 369
of M.S.Act to be transmitted to the central government. The court should
submit its report to the central government in duplicate. Where cancellation
or suspension of officers certificate of competency is involved, the court
may deliver its decision in open court and also send or deliver to the parties
a copy of the report to be transmitted to the central government. Where the
certificate is suspended and the court has recommended a certificate of
lower grade should be issued, the same shall be issued by D.G.Shipping
through the principal officer concerned.
The power to cancel certificate of competency The certificate of
competency may also be cancelled by central government under provision
of 373 of M.S.Act

20. A ship is required to be registered at a specific port in India. List the

documents that will be required for such registration, detailing related flow
process thereof. What statutory surveys will be required to be carried out
before the ship makes her first voyage?
Answer:Normally an Indian ship is registered in any of the following ports in India
i.e. Mumbai, Calcutta and Chennai. At each port, the principal officer (P.O.) of
the MMD is the registrar for that ship. The registrar has a book called The
Register book which carries entries made regarding the registration of ship.
Following Documents are required for registration of the ship.
a) Surveyors Certificate
b) The Builders Certificate
c) Any instrument of sale, by which the ship was previously sold.
d) All declarations of ownership.
1) Surveyors Certificate:
The owner of the ship which is to be registered in India makes the
arrangements for the vessel to be surveyed by a surveyor, who then ascertains
the tonnage of the ship. The surveyor grants a certificate, specifying the ships
tonnage and other particulars. This certificate is delivered to the Register for
purpose of registry.
2) The Builders Certificate:
In case the ship is built in India, a Builders Certificate i.e. true account of
proper denomination and the tonnage of the ship as estimated and the name
of the person, if any, on whose account the ship was built o be submitted to
the Registrar. If the ship is built outside India, the same evidence should be
produced as in case of a ship built in India. If the place and time of her building
are not known or if the builders certificate cannot be produced, then the
instrument of sale under which ship was sold earlier is required.

3) If the ownership of the ship has been changed in the past. Those
instrument of sale is required at the time of registry.
4) Declaration of Ownership :
Owner (i.e. a person/company) should sign a declaration of ownership in the
prescribed format containing following.
a)
Statement containing citizenship of India.
b)
A statement of the time and place where the ship was built. If
the ship was built outside India. in case of a ship previously registered
outside India, a statement of the previously registered name and other
particulars.
c)
Name of her master
d)
The number of shares (of the ship) held by the individual /
company ( as the case may be) and
e)
A declaration that the particulars stated are true to the best of
his / her knowledge and belief.
5)

The give a minimum of 14 days notice to the Registrar of the name

proposed for the ship. The Registrar before registering the vessel in the
name of the applicant shall obtain prior approval of the name from D.
G. shipping who will also allot an official number of the ship.
On being satisfied that the ship, on the strength of evidence placed before
him is entitled to be Indian ship, Registrar arranges for a surveyor for the
determination of her tonnage in accordance wih the merchant shipping
(Tonnage measurement) Rules 1987, as amended from time to time, for the
purpose of issue of a certificate of survey.
After the formalities enumerated above have been gone thro, Registrar
issues a carving and marking note. This note is o be returned to the registrar
after carving and marking have been duly carried out on the ship in the
prescribed manner & certified by surveyor. It involves carving of name of the
ship conspicuously on each side of her bows as well as insertion permanently
on her stern the name of the intended port of Registry.
After entering the required particulars of the ship in the register, the registrar
issues a certificate of Registry to the owner.

24.
What are the various collision liabilities under international maritime
law? How the economic laws in ship collisions are assessed? Highlight your
views on collision and conflicts of law ?
Answer:Collision Liability
When ever by the fault of two or more ships, damage or loss is caused
to one or more of them or to the cargo of one or more of them or to
any property onboard one or more of them the liability to make good
the damage or loss shall be in proportion to the degree in which each
ship was at fault. If it is not possible to establish different degree of
fault, the liability shall be apportioned equally.
Salvage or other expenses, consequent upon that fault, recoverable in
law by way of damages.
When ever loss of life or personal injuries are suffered by any person
onboard a ship owing to the fault of that ship and of any other ship or
ships, the liability of the owners of the ship concerned shall be joint
and several.
When a proportion of the damages is recovered from the owner of one
ship, which exceed proportion in which she was at fault, the said
owner may recover by way of contribution the amount of the excess
from the owner of the other ship or ships to the extend to which those
ship were respectively in fault.

In every case of collision between two ships it shall be duty of the

master or person in charge of each ship, if and so far as he can do so
without danger of his own ship, crew & passengers if any as to
rendered to the other ship, her master crew & passengers if any.
a)

To render to the other ship, her master crew & passengers, it any such
assistance as may be practicable and may be necessary to save them
from any danger caused by the collision.

b)

To give to the master of other ships the name of his ship and of the
port to which she belongs and also name of port from where she
comes.
Immediately after collision occurrence, cause a statement thereof to
be entered in official log book, signed by master and also by mate or
one of the crew.
When ship has sustained or caused loss of life or any serious injury to
any person or material damage or hull damage, effecting
seaworthiness, the owner or master shall with in 24 hours transmit to
the central Govt. or the nearest PO with full ship details non
appearance of the ship, owner shall inform Govt. in writing with all
ship details name, official no. port of Registry etc. Internal convention
for unification of certain Rules of law with respect to collision between
vessels, 1910 (Brussels) Ratified by India.

1.

At least one vessel must be a sea going vessel, collision may take
place any where.

2.

In case of doubt or force majored damages are borne by those who

suffered them even if one of them is at anchor or made fast.

3.

If one of the vessel is at fault, liability attaches to her.

4.

If two or more vessels at fault liabilities in proportion to the degree of

faults resp. committed. If in doubt, liability is equal (MS act section
345).

5.

Applicable to vessels, cargo, property of crew, passengers, other

persons onboard, even third party and damages caused by death or
injury (MS Act s-346)

6.

Limitation of liability of ship owner to persons on board is left to each

country (MS act s-345).

7.

Liability attaches when damage caused by pilot's fault even it

compulsory.

8.

Right of action for recovery not subject to fulfillment of any special

formality.

9.

Barred after two years. Action for recovery of other ships contribution
barred after one year from date of payment can be extended by the
law of court.

10.

Master is bound to render assistance to vessel, crew and passengers

of other vessels, exchange names, port of Registry and ports from and
to (MS Act s-348)

11.

Without prejudice to ship owners limitation of liability or obligations

arising from contracts of carriage (MS act -345)

12.

Application for damages even when no collision actually takes place.

3/4 Collision Liability : Clause -6
Provides that underwriters will pay for 3/4 of any.
Loss or damage to another vessel or property on it.
Delay to or loss of use of another vessels or property on it.
General average of another vessel or property on it.

Salvage or salvage under contract of another vessel or property on it.

Where the payment by the assured is a result of a collision with the
other vessel.
Can be extended to 4/4 th cover (if clause 40 is expressly agreed to in
writing by the underwriters.
was formally called, and is still often referred to as, the running down
clause or (RDC).
was originally intended by under writers to make ship owners more
careful with the navigation of there vessels, since they would be
carrying a quarter of the risk themselves.
The one fourth of liability not covered by the underwriters under the
policy is normally insured under the ship owner's normally insured
under the ship owner's P & I club policy.
Sister ship : Clause 7 :
Allows vessels owned wholly or party by the same owner, or under the
same management, to be treated in the event of collision or salvage
as if they were owned by different companies. In such cases liability is
to be referred to a mutually agreed rule arbitrator.
Conflicts of law : When collision take place in international water, it
become difficult to decide that which ships, flag / state law will apply
or law of near coastal / state will apply.

25. Differentiate between official logbook, deck and engine room log books.
Highlight their salient features and differences. Also, enlist the number of
documents, which are handed over by relieved Chief Engineer during signing
off from a vessel.
Answer:Official log book
1)
Must be kept on every ship, unless exempted it is available with
engagement and discharge documents from concerned flag state offices
2)
Must be completed in accordance with M.S. (official log book) regulation
1981, as amended
3)
Must be kept in one book covering all seaman onboard and remains in force
from time of
opening crew agreement until closure of crew agreement.
4)

It must be delivered on closure to flag state concerned

5)
It must be produced by Master, if demanded to the superintendent/surveyor
or port authorities
6)
Each entry must be dated and the master commits an offence if an entry is
not made, signed and witnessed in accordance with the regulations and the
schedule.
Supplementary officials logs and records:
a)

Officials log book (part II passenger ships only)

it maintains recording of the openings and closing of watertight doors and
connivances listed in the M.8. (closing of openings in hulls and in water tight
bulk heads) regulations 1980

b)

Radiotelegraph (W/T) wg
it includes routine tests of equipments in part 1 and part 2 records duty of
radio officer and particulars of messages transmitted and received.

c)

Radiotelephone (R/T) log

It records details of operators battery condition, battery charging, messages
transmitted and received.

d)

GMDSS Log
Required under regulation 17(1) of the M.S. (Radio Installations) regulations
1992, be maintained on all vessels and made available for inspection. It
records details of:-

traffic

e)

1)

Summary of communications relating to distress urgency and safety

2)

Important incidents connected with ratio service

3)

The position of ship at least once a day

Oil record Book:Under regulation 10 of M.S. regulations 1996, must be kept onboard all
tanker (above 150GT) and all non tankers (above 400GT) for machinery
space operations (all ships);every oil tanker of 150 GT and above must also
have an oil record book (part 2) for cargo and ballast operations.

Deck and Engine room logs:

In addition to usual entries of course, speed, weather etc entries should be
made regarding: Switching on and off of navigational lights
Changing from automatic to hand steering and vice-versa
Exaggerated entries of weather conditions or other circumstances should be
made
Entries should be made of all extraordinary happenings and all matters
effecting owners interest,
likely to arise.
Machinery breakdown, stranding and grounding etc.
Searches for stow-ways, drugs or contraband
Bunkering operations in detail(commencement, completion etc)
Passage through oil slicks
Time of arrival, berthing and serving and receipt of readiness
Particulars of delays in loading or discharging etc
The E/R and Mates log book should be signed by chief engineer and chief officer,
ensuring correctness of its contents
a)

Bridge books and movement book

Record entering and leaving of port, engine movements, change of course etc.
Cargo Record Book
It is required as per regulations. It is a requirement under chemical and gas
carriers codes, as well as for ships carrying noxious liquid substances.
Number of documents handed over by chief engineer during sign off:
1. List of status of surveys/certificates , quarterly listing
2. Condition of class (stated) if any
3. Handing over report
4. Fuel oil, diesel oil/lube oil soundings confirm actual figures
5. Voyage requirements for fuel. Lubes
6. Bunkers expected and consumption record
7. Oil record book
8. PMS status of main, auxiliary and electrical machineries
9. Spares onboard
10.
Stores onboard
11.
Alarm checklist
12.
Critical equipment checklist
13.
Special and precision equipment onboard
14.
Records of port state inspections-LSA/FFA
15.
Cargo equipment maintenance records

16.
17.
18.
19.
20.

Technical file: list of critical components/spares affecting NOx/SOx

Bunker delivery receipts
Special tools
List of manuals and drawings available on board
Training records

All other documents pertaining to the particular type of ship.

29.

With reference to record keeping onboard, discuss (i) the necessity of

proper filing (ii) efficient control of follow up and verification activities (iii)
accident investigation.
Describe a situation onboard, which will highlight the importance of record
keeping of above three cases.

Answer :(i) The necessity of proper filing - Proper filing of a document mean it should go in
a proper file with proper no & in proper order at proper time. It should
have month & year section. Once a file is maintained in proper order it.
-

Reduces the time to find out document in less time

Once document is found it reduces irritation
Looks impressive & show system is organized.
Becomes very easy for quick reference, survey etc.

(i) Efficient control of follow up & verification :- follow up means keep your
self updating regarding the inquiry you have sent for answer it to know
progress. If this communication is a paper correspondence it is very
important to have initial letter no or reference no. if it is an e-mail that it
is always better the whole correspondence should be sent every time if
on communicate.
When you receive any correspondence it is equally important to verify it
by sending a small note that you have received so & so. If follow up for
the queries are kept then it makes easy for the replaying person & it
helps in quick decision so saving time.

All the correspondence carried out including the follow up request should
also be filed.

(ii) Accident investigations - Records are the main key to investigate the
reasons for any accident. The records can tell whom , how this problem
started & what were initial indications what steps were taken to remove
the problem.
-

if the people were aware of it or not

What correspondence was carried out with officer
Who was the in-charge of the job
How many people involved, & whether they were right for the job or
not
Whether correct procedure was followed or not.

All this type of questions can be solved from the records to find out the root
cause of the accident and at the basis of it in feature the root cause of it can
be eliminated and the record will help in avoiding future accidents.

To highlighted the importance of record keeping let us take an examples of

head inquiry due to breaking of helmets by falling hammer. (Requisition
filed) we received helmets in store, the received ones were not of same
standards we have asked for (invoice filed)

Office was informed regarding this

Follow up done & continued
In between helmet was used & a hammer fall on the helmet breaking
it sand piece of hard plastic piercing in the head (log book entry)
- Incident report made & officer informed about this.
During accident investigation the requisition checked standard checked,
invoice checked, office correspondence & follow up checked log book only &
incident reports wee studies & report cause find and.
-

All the documents were filed um proper order so a smooth investigation was
followed
Hence Record Keeping in day to day life is very very important.

31.

Explain the following the maritime term;

(a) Charter Party (b) Freight (c) Bare Boat Charter (d) Bill Of Lading
(e) Lay Time, Demurrage and Off-Hire

Answer:(a) Charter party:

In trumping the market conditions strongly influence the freight that has to be
paid. The contract between two parties is called the charter party.
Charter parties are contracts of affreightment under which the shipowner, in
return for a sum of money called the freight or charter hire aggress to carry goods
in bulk by sea or provide services of a vessel for the purposes of such carriage.
There are no international conventions governing charter parties. Most countries
have also not made laws for regulating chartering practices. The terms and
conditions of charter parties have been evolved over a period of years in
preparing with the growth of maritime commerce and the shipping industry.
Organization like the UK chamber of shipping and the BALTIC INTERNATIONAL
MARITIME CONFERENCE (BIMCO) in Copenhagen have played a significant role in
evolving international accepted CHARTER PARTIES. Besides such standard forms,
there are also a number of private charter parties forms evolved by individual
commodity producers and merchants. Thus, charter parties could vary from place
to place and also from one commodity o another.
The chartered will normally employ brokers to fire a ship for the carriage of their
cargoes. They may be carrying their own goods or goods of another party. They
maybe a member of a consortium conference on other multi party agreement or
may be outsider.
There are three important elements concerning chartering
The owner he who puts his vessel or part of the vessel at the disposal of another
party for carriage of cargo.
THE CHARTERER : He who hires the vessel and pays for it

(b)The FREIGHT : The amount of money which the charterer has to pay the
owner for hiring of the vessel.
According o the contract both charterer and the owner have their own
responsibilities with respect to the fired costs and the variable costs in the use of

vessel. The charter party are normally claused to allow charterers to sublet the
vessel in whole are impart on condition that the charterer remain responsible to
the shipowner for the performance of original charter.
There are different types of charter parties
1. Voyage Charter
2. Time Charter
3. Bare boat Charter
Freight: The fright is expressed as per ton loaded cargo. This is usually expresses
in dollars per MT or long ton. Freight is the remuneration payable by charters to
the owners for the performance of the contract and may be called charter party
freight. This is normally payable in accordance with the terms of a freight clause
which stipulate the amount of freight the time for payment and the method of
payment.
This is often payable under the charter party terms partially or fully in advance
e.g., on loading on
issue of Bill of Lading
Dead freight is not genuine freight but owners compensation for loss of freight,
payable by charterers on a quantity of cargo short shipped i.e., a quantity they
agreed upon but failed to load
(C) BARE BOAT OR (DEMISE CHARTER)
A bare boat charter may also be called a charter by demise or demise charter
and is often described as a type of ship financing arrangement.
It will be generally on the BARE CON 89 charter party form
It is used by owners such as banks/finance organization who may not be
prepared to operate or manage ships themselves.
It is a contract for the lease of a vessel for an agreed period. The legal
owner ship continues to vest in the owner but her physical possession,
operation (including manning) and commercial exploitation are the
responsibility of and are the benefit of the charterer.
They often have a purchaser option at the expiry of the charter period and
are frequently linked to management control.
Any bills of lacking for cargo are issued by or on behalf of the charterer and
not on behalf of the legal owner.
The chartered usually pay the owner a fixed hire per month in advance as
detailed in agreement.
(d) BILL OF LADING
The bill landing is the declaration of the master of the vessel by which the
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 landing.
The definition of a bill of lading given in the HAMBURG RULES is the
following.
BILL OF LADING means a document which evidence a contract of carriage
by sea and the taking over of loading of the goods by the carrier, and by which
the carrier undertakes to deliver the goods against surrender of the document.
A provision in the document that the goods are to be delivered to the order
of a named person, or to order or o bearer, constitutes such an undertaking.
The bill of lading serves as a
a) A receipt of the goods by the shipowner acknowledging that the goods of
the stated species, quantity and conditions are shipped to a stated destination
in a certain ship or at least received in custody of the ship owner for the
purpose of shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master
agrees to transport the goods to their destinations all terms of the contract

which was in fact concluded prior to signing of the bill of loading are repeated
on the back of this document
c) A document of little to the goods enabling the consigner to dispose of the
goods by endorsement and delivery of the bill of lading.
(e)
LAY TIME: The lay time is the allowed time for loading and unloading of the
vessel. The lay time is determined in the charter party. If this time excelled by
the charterer he has to pay the owner compensation called the
DEMURRAGE: On the other hand if the ship has loaded or discharged
quicker than foreseen then the owner will have o pay the charter a
compensation called dispatch. Lay time consists of a specific number of days
DAYS means a period of 24 consecutive hours running from 0000 to 2400
hrs.
DEMURRAGE: Rate of amount payable per weather working day a portion
thereof to the ship owner by the charter as penalty for the letters failure to
load or discharge cargo within the lay time specified in the charter party
provided however that the delay was not due to circumstances within the
control of ship owner or beyond control of the chartered.
OFFHIRE: It is the responsibility of the owner to provide the vessel in a
seaworthy condition for the purpose of the contract and the time of contract
making. Owners usually agree to exercise due diligence to make the vessel
seaworthy for each voyage during the charter period.
A term charter party usually contains an undertaking by owners to maintain
the vessel in a good condition throughout the charter period and owners may
be required to keep the vessel in the condition she was stated to be in when
the contract was made. The term off hire means that in certain circumstances
for which the charterer is not responsible, the hire will be temporarily
suspended. So the hire of the vessel is suspended when the charterer cannot
use the vessel for which he had hired it.
The circumstances in which off hire is allowed are given in the charter
party.(eg- dry docking, strike of officers, crew, breakdown of machinery, to
maintain efficiency of the vessel, deficiency of owner stores etc.)
The boiler and piston cleaning is included to allows owners to carryout
maintenance of machinery. This period is normally 48 hours per year. The
vessel goes off hire if period of maintenance is exceeded.
If deviating for owners purpose eg-landing a sick man, repairs, dry dock the
vessels will be off hire from the moment of deviation until she is ready to
resume service in a position not less favourable to the charterers.
A deduction of hire is calculated on the basis of fuel used in deviation
including F.O and D.O at the port deviated to.
But if deviation is for the charterer purposes eg.: stress of weather the vessel
will remain on hire.

32.

What are the basic contracts used in Maritime transportation? Discuss the
basic elements of the time Charter Party and Demise (Bareboat Charter
Parties)? State the conflicts between chartering and Maritime Law?

Answer :Contract is an agreement enforceable by law and exists between owner and ship
manager if any.
Owner, manager and any ship broker fixing the ships employment
Owner, manager and any charterer of the vessel.
Owner, manager and agent appointed at each port.
Master and his employer
Legal carrier and each shipper of goods on vessel.
Owner, manager and various parties engaged during a voyage such as ship
chandlers.

Repairing parties, tug owners, pilotage authorities, port authorities, stevedores.

Individual crew members and their employers.
Ship owners and charterers.
Charterers and sub-charterers.
Ship owners and owners of cargo
Ship owners ( or carriers ) and passengers ( contracts of passage )
Contracts of carriage by sea are normally made between a shipper or
charterer & a ship owner or carrier, by brokers acting as agents on their
behalf. ( For brokers services a separate contract is made ).
An agent normally has the legal capacity to bind his principal to any contract
made on the principals behalf, although he must always act within his
authority.
-

A master normally has no capacity to make or alter a contract of carriage

made by his employer except in except in exceptional circumstances. ( e.g.
when making a salvage contract in time of peril, or in circumstances where he
becomes an agent of necessity when unable to communicate with its principal.
Time Charter :is a contract for the services of the vessel for a specified period of time which
could vary from one trip ( trip time charter ) to as much as a few years. The
owners retain possession of the vessel & provide the master & crew,
provisions, insurance deck and engine stores & have the responsibility of
maintaining the vessel in an efficient state in hull, machinery & equipment.
The charterers provide and pay for fuel, port and canal charges, pilotage, tugs,
agency fees & commissions. The time charter forms in common use are NYPE,
BALTIME, ASBATIME, SHELLTIME, INTERTANKTIME & SUPPLYTIME. The chartererhire is generally on a daily rate & is usually payable in advance every
fortnight/every month.
Bareboat Charter or Demise Charter :Is rather more in the nature of a ship financing agreement for the services of
the ship. In this arrangement the legal ownership continues to vest in the
owner but her physical possession, operations ( including manning ) &
commercial exploitation are the responsibility of & are for the benefit of the
charterer. Bareboat charters often have a purchase option at the expiry of the
charter-period & are frequently linked to a management contract. The owners
are often banks or investment companies who do not have the expertise to
operate or manage ships. Any Bills of Lading for cargo loaded are issued by or
on behalf of the charterer & not on behalf of the legal owner. The most-often
used form for this type of agreement is Barecon-89 published by BIMCO. The
charter hire is generally payable in advance on the basis of per annum..

33.

State the responsibilities and liabilities, under Hague-Visby Rules of:

(a) The Shipper (b) The Shipowner
And explain the difference between Hague rules and Hague-Visby rule

Answer:The duties of the ship-owner/carriers are covered under Article (iii) of Hague
Visby rules.
I) The carrier is obliged to exercise due diligence before and at the beginning
of the voyage in respect of the following:
(a) to make the ship seaworthy
(b) to properly man, equip and supply her
(c) to make the holds and other places where goods are to be carried fit and
safe for their reception carriage and preservation.
II) The carriers duty to exercise due diligence in the above respects is a
paramount duty and an overriding obligation. If subsequently it is established that
loss of or damage to cargo resulted from failure of the carrier to exercise due
diligence, the carrier will not be permitted to avail of the benefit of the protection,
otherwise available to him under the rules.

III) The carrier is obliged to properly and carefully load handle, stow, carry and
discharge the cargo. The carrier must have a proper system for taking care of
cargo during the time he is in custody thereof. This provision includes aspects
such as security, ventilation, maintenance of required temperature and avoidance
of contamination
(IV) The carrier must demand of the shipper, a bill of loding showing (a) Leading
marks necessary for identification of goods. (b) Number of packages or the
quantity or weight in writing by the shipper (c) The apparent order and condition
of goods.
(V) A bill of lading issue as above must be a shipped Bill of lading, provided that
the shipper has surrendered any Mates Receipt or Received for shipment Bill of
lading (issued prior to the issue of the bill of lading)
such a Bill of Lading is also a prima-facia evidence of receipt of goods as
described therein but proof to the contrary is not admissible where the B/L has
been endorsed/transferred to a third party acting in good faith.
CARRIERS LIABILITIES
(i) Unless the value of goods has been declared by the shipper before shipment
and has been inserted in the Bill of lading the carriers liability for loss of or
damage to goods is limited as provided in the rules
(ii) Under the Hague Rules, the carriers liability was restricted to G.B. pounds 100
(gold equivalent) per package-unless of course a higher limit had been mutually
agreed.
(iii) By Hague Visby amendments in 1968, the above limit was raised to 10,000
francs per package or 30 francs per kilogram (whichever is higher). A frame
meant 65.5 mgs of gold of 900/1000 fineness (90% pure gold)
(iv) By amendments in 1979, the above limits were further raised to 666.67 SDRs
per package or 2SDRs per kg.
(v) The 1968 amendment provided that where a container/pallet or similar article
of transport is used to consolidate goods, the number of packages mentioned in
the B/L as packed in such article of transport shall be deemed to be the number of
packages as far as these units are concerned.
RESPONSIBILITIES OF SHIPPER
(i) The shipper is the person who has a legally binding contract with the carrier. It
is the shippers responsibility to provide accurate information about the cargo.
(ii) Following information must be included in the B/L
(a) Shippers identity
(b) Vessel name
(c) Port of loading
(d) Port of discharge
(e) Quantity of cargo.
As far as possible the master should insert words viz., shipper figures or shore
figures or weight and quantity unknown to protect he carrier from claim short
loading date of loading (g) condition of goods (h) freight (i) condition of carriage
(iii) The shipper has to clearly declare, the nature of goods being shipped when
goods are being shipped without the knowledge of consent of carrier, the carrier is
free to jettison land or destroy the goods without any liability.
(iv) The shipper is responsible for all damages and expenses resulting from the
shipment of dangerous goods, even when such goods are shipped with carriers
knowledge. The carrier can deal with the goods when they become dangerous to
the ship without any liability except general average. But in such a case, the
shipper is not liable for any consequential loss.
LIABILITIES OF SHIPPER
1. If the value of goods has not been declared in the B/L the shipper will
get only 666.6 SDRs per package or 2 SDRs per kg

2. In case of loss or damage, written notice must be served on the

carrier within are year of delivery of goods.
DIFFERENCE BETWEEN HAGUE RULES AND HAGUE VISBY RULES
1) Under Hague rules (framed in 1920s) carriers liability was restricted to GB
pounds 100 (gold equivalent) per package.
Under Hague-Visby rules, this limit was raised to 10,000 francs (gold equivalent)
per package or 30 francs per kg
2) As per Hague Visby rules, the carrier loses his right to limit liability, if the
damage to cargo resulted from an act or omission of the carrier, done with the
intent to cause such damage. As per Hague rules, no such provision were
provided. Thus the carrier could limit his liability to 100 GB pounds even if the
damage caused to cargo was done intentionally with the intent to cause damage.
35.

Differentiate the salient consideration taken during survey of a ship under

(a) Bare Boat Charter (b) Voyage Charter
(c) Time Charter
As a Chief engineer on board explain with reasons which of the three survey
is most demanding and exhaustive and why?

Answer:Charter : is the contract between the ship owner and the chatterer for the use of
a ship or her cargo space for a particular voyage or for series of voyages,
or for a stipulated period of time.
o Contracts for carriage of specified quantities of cargo in specified
vessels between specified ports i.e., voyage charter.
o Contracts for hire of specified vessels, including
o time charters
o bare boat charters (also know as "demise charters).
Bareboat 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 most usually on the BARECON 89 charter party form
is used by owners such as banks & finance houses who are not prepared
to operate or manage ships themselves.
may be hinged to a purchase option after expiry of the charter or during
the hire period.
In essence the vessel owners put the vessel at the complete disposal of
the charters and pay the capital costs, but no other costs. The charters
have commercial and technical responsibility for the vessel, and pay all
costs except capital costs.
The "BARECON A" from under which the owners bear responsibility for
insurance premiums, was designed by BIMCO for short period chartering.
The "BARECON B" form was designed as a long-period, financial type of
contracts, mainly for new buildings although it can be modified for
second -hand tonnage. The charters are responsible for insurance
premiums.
BARECON 89 is an amalgamation of the BARECON "A" and "B" forms.
There will be an arrangement for on hire survey.
In the case of new ship building the survey procedures can be done in
the yard itself according to the agreement. Other cases there is a
thorough examination considering the following points.
-

Bunkers on board
Stores & spares on board.
General condition of the vessel.
Certificates validity

- Tanks condition
- Sea worthiness.
As a Chief engineer, he is responsible for maintaining the equipment in
good condition. Bunker on board to be properly calculated and kept
ready for the surveyors to check cleanliness and proper P.M.S. system
has to be maintained in view of seaworthiness. It is a more stringent
survey since the charter take the responsibility of the vessel in full
respect except capital cost. All crew members to be aware of the safety
procedure and safe working practices according to the company's quality
management system. In this regard proper training and briefing to be
given before surveys.
Voyage Charter : is a contract for the carriage by a named vessel of a
specified quantity of cargo between named posts or places.
The ship owner basically agrees that he will present the named vessel for
loading at the agreed place within an agreed period of time an following
loading, will carry the cargo to the agreed place, where he will deliver the
cargo.
The charter 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 chatterers hire the cargo capacity of the vessel and not the
entire vessel.
The owner must provide the master and crew, act as carrier and pay all
running and voyage costs, unless the charter party specifically provides
otherwise.
The survey under voyage charter is not very strict as compared to other
charter party : The charter mainly interested on sea worthiness and
condition of the cargo space. The surveyor look for whether the vessel
can carry the cargo of particular quantity and to be able to discharge
within an agreed period of time.
As a Chief Engineer he should take care of cargo hold/ tank, cargo gear
condition.
It any repairs to be necessary to keep in good condition, that has to be
carried-out. He has to prove that the ship is able to carry the cargo safely
and vessel able to reach in proper time which is agreed.
Time charter : is a contract for the hire of a named vessel for a
specified period of time.
The charters agree to hire from the ship owner a named vessel, of
specific technical characteristics, for an agreed period of time, for the
chatterers purposes subject to agreed restrictions. The hire period of
time, for the charters purposes subject to agreed restrictions. The hire
period may be the duration of one voyage (a "trip charter") or anything
up to several years ("period charters")
The ship owner is responsible for vessels running expenses i.e., manning
repairs and maintenance, stores, masters and crews wages, hull and
machinery insurance, etc. He operates the vessel technically, but not
commercially. The owner bear no cargo handling expenses and do not
normally appoint stevedores.
The charters are responsible for the commercial employment of the
vessel, bunker fuel purchase and insurance, port and canal dues
(including pilot age, towage, linesmen etc.), and all loading stowing /
trimming / discharging arrangements and costs.
A directions and logs clause requires the charters to provide the master
with all instruction and sailing directions and the master and Chief
Engineer to keep full and correct logs accessible to the chatterers or their
agents so that they can monitor the vessels efficiency stevedoring
damage notification forms and log abstracts will usually be required to be
rent to the chatterers.

On-hire survey and delivery certificate : There will be usually an

agreements that there will be an on-hire survey or delivery survey to
establish :
Bunkers remaining on board (R.O.B.) in order to determine the quantity
the chatterers will have to pay the owners for.
The general condition of the vessel
That tanks or holds are fit for the carriage of the contemplated cargoes.
Holds of a dry cargo vessel must be dry and swept clean, etc. and tanks
for oil or chemicals must pass survey and be certified fit.
The on-hire survey is usually carried out by jointly approved surveyors,
paid for 50/50 by the owners and the chatterer. Time spent on the survey
is normally at the owner's risk, i.e., the vessel is not on -hire until passing
of the survey.
A delivery certificate should be issued by the surveyor to confine the
date and time of hand-over, bunkers R.O.B. and the condition of holds or
tanks. The certificate should be attached to the survey report and is a
vital document for the assessment of hire payments due and the
commencement of various chatterer liabilities.
The on hire survey should not be confused with the condition survey that
may be required by a prospective chatterer, particularly where this is an
oil company or in the case of older tonnage.
As a Chief Engineer, one should calculate the bunker on board correctly
and to keep all machinery in good condition. He has to prove that ship is
able to satisfy charter party requirement regarding fuel consumption and
speed. Any maintenance required for cargo holds or tanks to be carriedout prior survey to keep them in good condition.
OFF HIRE SURVEY AND REDELIVERY CERTIFICATE :The chatterers must normally re-deliver the vessel in the "same good
order as when delivered to the chatterer, fair wear & tear excepted." In
the event of redelivery not being in the same good order and condition,
the charters would be liable for the costs of repairs. If the chatterers are
given the option of redelivering the vessel "dirty" a sum in compensation
to the owners will be provided for.
The off hire survey will normally be carried out by an independent
surveyor to ascertain the extent of damage done during the charter,
bunkers R.O.B. etc. The redelivery clause may provide that repairs
necessary to make a vessel sea worthy must be done immediately on
redelivery, and any other repairs at a more convenient time, e.g. at the
next dry-docking.
The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b.
are measured so that they can be "brought back by the owners. The
condition of the vessel and her cargo spaces is examined for damage
attributable to chatterers operations. A redelivery certificate should be
issued to the master.
As a Chief Engineer, he should check the bunkers r.o.b. and condition of
the cargo spaces. If any repairs to be done has to be notified to the
surveyor.

36.

Explain the following;

shipbroker

(a) World scale

(b) Responsibilities of a

Answer:
(a) WORLD SCALE: This is used for tankers cargoes whereby freight rates are
quoted with reference to an international scale called the new Worldwide
Tanker Nominal Freight Scale or World Scale in short. This is used as a
reference by the parties in the tanker market to easily compare and evaluate
freight rate for all the different voyages and market levels.

The basis of world scale is that the particulars of a standard tanker of

75000 tons DWT have been chosen for making round voyage calculation for
practically all known tanker trades with the comparatively few. In these
calculations specified figures have been used for all items involved, e.g. a
distance of 15000 nautical miles, port cost, port time(hour/days) bunker cost,
etc. and the additional fictional cost element of 12000 dollars/day. In this way
the freight/MT required by the standard ship in each trade has been
calculated and these freighted figures are printed in World Scale as a certain
dollars/ton. These values are called world scale 100 or world scale in short. In
practise, reference is made to these world scales in other freight negotiation
and market reports. The prevailing market levels, the actual ship size, the
type and quality of product to be supplied and also the loading place, then
determine how for above or below the reference level of WS 100, the fixture
will be calculated. In other words what percentage of the tabulated freight
figure will be used for calculating the freight to be paid, e.g. in a fixture
covering 10000 tons DWT from Gulf to Western Europe made at WS 80 means
that the owner will be paid a freight equal to 80% of the freight per ton
tabulated in the world scale table for the trade in question. The freight rates
are normally negotiated on a fixture, using world scale for the basis of
negotiations. It is called the world scale freight rate.
Advantages:
1) Simplified negotiations for tanker charterers.
2) A simple reference covers all possible voyages within the agreed
trading areas.
3) Facilitate ready and quick comparison of fixture.
Disadvantages:
1) World Scale is not a substitute for voyage estimating
2) It does not allow for income or freight tax etc.
3) World Scale is only a method of comparison and tool for negotiation,
not a substitute for risk management and/or business forecasting.
Responsibilities of a ship broker: Ships are normally fixed on charters,
between ship owners and charterers by shipbrokers acting as negotiator
for the two parties. Many ship brokers are self employed, while others
work in large firms active in several of above disciplines. Shipbrokers are
remunerated by commissions called brokerage, payable by the ship owner
to each broker involved in arranging a contract. In a voyage or time
charter, the brokerage payable is stipulated in brokerage clause and is
normally 1.25% of the ship owners gross receipts from hire, freight, dead
freight and demurrage, payable to each broker involved.
The professional body for ship brokers worldwide is the London based
Institute of Chartered Shipbrokers. The institute sets and monitors
professional standards for shipbrokers through annual examinations. Its
tutorship correspondence courses enable shipbroking students (including
mariners) to study for the institutes annual exams(from which qualified
mariners are granted some exemptions).
London is still the hub of international ship broking community and
many individual brokers and broking firms are members of Baltic
Exchange, which is essentially a ship broking market place. Most
shipbroking today is conducted via the international telecommunication
network.
Such specialists may be engaged by a shipowner are customarily
referred to as chartering agents or chartering brokers and are paid a
commission for their services (usually paid by shipowner unless otherwise
stipulated) which customarily is 1.25% of the gross revenue and any
demurrage. When two or more brokers are involved, duplicate (double)
brokerage is normally paid. Shipbrokers include:1) Owners brokers, who find and arrange employment for their principal
ship.
2) Charterers brokers, who fix ship to carry out their principal
requirements.
The principal functions performed by the shipbrokers are:-

1) To determine the form of charter and special provisions that must

closely meet the needs of particular transactions.
2) To facilitate the negotiations of the terms and broker the charter on
behalf of the principals
3) To chart the vessels position and availability for loading and to
coordinate delivery of cargo to shipside.
4) To ensure that the required notices for readiness are given, that the
election of loading or discharging parties or brokers are declared, and
appropriate insurance coverage is obtained.
5) To supervise the preparations of dispatch, demurrage and loading
statement, payment of dues and customs at various ports and
settlement in so far as possible of disputes arising in this connection.
6) To obtain certification of freight invoices, arrange for surrender, bill of
lading, facilitate collection of freight, etc.
7) To arrange for appointment of port agents and to issue appropriate
instructions.

38. Differentiate between Voyage Charter and Time Charter of a vessel.

Underline the changes in responsibilities and the scope of activities for a Chief
Engineer in each case.
Answer:A charter is a contract for the hire of a vessel for carriage of goods/cargo for a
specific voyage or series of voyages(voyage charter) or for specified period of
time)time charter)
Nature of a voyage charter:A voyage charter is a contract for the carriage of a specified quantity
of cargo by a named vessel between named ports or certain range of ports.
Under the voyage charter, the ship owner agrees to present the named
vessel for loading at agreed place or port within an agreed period of time, &
following loading will carry the cargo and deliver it to the agreed place. The
charterer on the other hand agrees to provide specified quantity of agreed
cargo & to pay the agreed freight. In effect the charterer hires the cargo
capacity of the vessel and not the entire vessel.
Nature of a time charter:A time charter is a contract for the hire of a named ship for a
specified period of time. The hire period may be the duration of one
voyage(trip time charter) or anything up to several years(period time
charter). Under the time charter, the ship owner is responsible for vessels
running expenses such as manning, repairs, maintenance, stores, spares,
crews wages, hull & machinery insurance etc. In short, the ship owner
operates the vessel technically but not commercially. The charterers on the
other hand, remain responsible for commercial employment of the vessel,
bunker fuel purchase & insurance, port and canal dues, pilotage and all cargo
handling arrangements and costs. The time charterers normally provide the
master with all instructions and sailing directions.

Charter Party clauses specific to voyage charter:Freight:- This clause specifies the freight rate, how the freight will be
calculated, when it must be paid etc. Freight is the remuneration payable by
the charterers to the owners for the performance of the contract. In voyage
charter , freight is paid on the cargo carried & is directly proportional to the
volume of the cargo carried. At times dead-freight may be payable to the
owners by the charterers. It is not a genuine freight, but owners
compensation for lost freight payable by the charterers on a quantity of cargo
short-shipped, i.e. a quantity which charterer agreed but failed to supply.
Loading & Discharging costs clause:- This clause allocates the responsibility
for the costs of cargo handling. The responsibility for cargo handling can be of
the charterers which is termed as FIO, or it can be the owners responsibility.

Provisions regulating the rate of loading & discharging:- This clause covers
demurrage & despatch claims. Demurrage is an agreed amount payable to
the owner in respect to the delay beyond the laytime, for which owners are
not responsible.
Despatch:- if the cargo operations are completed before expiry of laytime, a
monetary reward is normally payable by the owners to the charterer.
Despatch is defined as an agreed amount payable by the owners if the vessel
completes loading or discharging before the laytime has expired.
Preamble:- This clause identifies parties to the contract, specifies the
identity of the vessel(name, flag, cargo capacity, class etc.)
Charter Party clauses specific to time charter:Hire:- This clause specifies the charterers obligation to pay hire at the
specified rate, until redelivery. In case of time charter, the hire paid is
dependent on the period of hire. The volume of the cargo carried has no
relation to the charter hire & is directly proportional to the period of the
charter.
Cargo handling:- In time charters, the responsibility of cargo handling lies
on the charterers. The time charterers normally appoint stevedores for cargo
handling
Charterers to provide:- This clause specifies the obligation of the charterer
to pay for port charges, pilotage, canal dues, tug assistance etc.
Bunkers:- Under time charter, the charterers provide the bunkers to the
vessel. This clause obliges the charterer to buy the bunkers r.o.b. at the time
of delivery, obliges the owners to buy back the bunkers r.o.b. at the time of
re-delivery. It specifies the minimum quantity of bunkers to remain on board
at re-delivery.
Owners to provide:- Obliges the owners to pay for running expenses like
wages, provisions, stores, insurance, repairs and surveys, etc.
Preamble:- This clause identifies the parties to the contract. Identifies the
vessel(name, flag, ownership, class, tonnages, horsepower etc.) Speed and
fuel consumption are given in the charter party in function of determined
weather conditions.(e.g. in good weather and smooth waters.) and are always
(about) allowing a certain margin. Speed and fuel consumption are vitally
important for determining whether the vessel is performing the contract
efficiently. Charterers provide the master with all voyage instructions &
sailing directions. Vessels deck and engine room log books are to be kept
available for charterers inspection.
Off-hire clause:- This clause provides that no hire will be paid for any time in
excess of the stated no. of hours, if the vessel goes out of service due to
machinery breakdown, shortage of stores, dry docking etc.
The scope of activities of a Chief Engineer & his responsibilities
on a ship under voyage charter:o Initially when the ship has to be presented to the charterers, i.e. in an onhire survey the C/E should pay attention to the general condition of vessels
machinery & machinery spaces. Cargo gear should be working satisfactorily
o During the ship under voyage charter, the C/E should always make sure that
the vessel is seaworthy at all times in respect of the vessels machinery.
o A reasonable & careful inspection of all the machineries on board should be
done by the C/E before commencement of a voyage.
o If cargo handling responsibility lies with the ship owner, than C/E should
ensure that vessels cargo gears are properly maintained & in working
condition. The cargo gears include deck cranes for a bulk carrier & COPs in
case of a tanker
o
The scope of activities of a chief engineer & his responsibilities on
a time chartered vessel: At the time of on-hire survey, the C/E should accurately calculate the
bunkers r.o.b. so that there is not any discrepancy in the bunker
quantity.
Since the charterers provide bunkers to the vessel, C/E should always
calculate the quantity of bunkers at all times.
The vessels speed & fuel oil consumption are dictated by the
charterers, the C/E should make every effort to oblige the charterers

demands in respect to the speed of the vessel and fuel oil

consumption; e.g. charterers may want the vessel to proceed with
economical speed or stipulated full speed etc. Such things should be
clearly taken in to account.
A particular attention is to be paid to main propulsion machinery &
any equipment which is important for full operation of the vessel, so
as to minimize/reduce the breakdown, so that the vessel is kept
operational for the charterers use, reducing the downtime required for
maintenance, during which the vessel remains off-hire.
The C/E should keep engine room log books available and accessible
for charterers or their agents.

40. Differentiate between third party liability and contractual liability. When
may
the ship owner seek to limit his liability?
Answer:THIRD PARTY LIABILITY:- When an agreement is signed by the parties(may be
2 or more) they agree on certain conditions and goals written in agreement.
They also get certain liability to wards each other for successful achieving of
the goals. But by any reason, a third party gets affected, then liability towards
the third party is called THIRD PARTY LIABILITY. E.g. compensation required to
pay to affected cost during oil pollution becomes third party liability. There is
no such agreement between ship owner and coast; cause may be any line
operational accident, but coast get affected due to pollution. So ship owner
takes P&I insurance cover in respect to third party liability during ship
operation. Hence he would give to limit his liability(third party) with regard
to:1) Collision liability, th that is not covered in H&M insurance policy.
2) Liability of damage to its cargo of the vessel in case of collision
3) Damage done by ship to other floating/fixed installations
4) Pollution damage caused by his ship and cost involved in oil clean up &
other persons property
5) Third party injuries/death claims etc.
6) Wreck and salvage liability
7) Diversion expenses
8) Fine and penalties for not following rules etc.
9) Any other claims made by third party
CONTRACTUAL LIABILITY:- During any agreement both parties agree for
certain terms and conditions for achieving particular goals and interests. So
some liabilities are set towards achieving goals. As agreement is signed by
them, the liabilities are called Contractual Liabilities. Liability does not come
in picture if everything runs smoothly, but if anything goes wrong then
liability comes into picture.
Ship owner takes following types of contract:
1) With employee
2) With flag state administration for safe operation, to compliance with
national/international regulations/conventions
3) Contract with cargo owner
4) Contract with salver or tug owner
5) Contract with class and his fees and survey
6) Repair contract etc.
So there is no mandatory requirement for party to take any type of policy
except civil liability for oil pollution damage.
Rest is all up to ship owner and cargo owner or other party involved in
maritime adventure to cover for various liabilities or bear themselves.
Ship owner may limit his liability covering:-

(1) With Employee:- Ship owner provides safe plant equipment and safe
environment policy and their due care so that he would like to limit his
liability regarding;(a)
Their medical expenses
(b) Compensation to be paid in case of injury or death
(c)
Breach to anything intentionally or unintentionally by employee
which would land him in trouble
(2) With flag state/administration:- Registering vessel under administration,
responsibility for safe operation and compliance with relevant rules and
regulations. So would like to limit his liabilities regarding:(a) Any breach caused by ship
(b)Oil pollution caused by ship in their territory
(c) Other cost involved in landing sick people or stevedore or other
services
(3) With local agency:- would like to limit his liability regarding:(a) Agency fee
(b)Claim by agent
(c) Claim arises if agent breaches the contract or any conflict
(d)Any damage or injury caused to their personnel
(4) With salver or tug agency:- Ship requires their services often, so
owner would like to limit his liability regarding:(a) Tug hire rate
(b)Damage caused to tug and their personnel
(c) Salvers award or any claim made by salver in rendering his
services.
(5) With Class:- Ship requires class for trading so having contract with
class, owner can limit his liabilities.
(6) Repair Contract:- M/c is running, so requires maintenance; hence
having contract with repair party, ship owner can limit his liability.
For eg. Pay annual fee for repair and maintenance of particular m/c
instead of only calling for visit every time.

41.
What is a general average act? Name the essential features of a
general average act.
Answer:- A general Average Act is defined in rule A of the York Antwerp rules
1994 Marine insurance Act as follows:
There is general average act when any extraordinary sacrifice or
expenditure is intentionally & reasonably made on incurred for the common
safety for the purpose of presenting from peril the property involved in a
common maritime adventure.
Essential features of General Average Act:
In order to have a right to claim a contribution from other parties to the
common maritime adventure the owners at the vessel which together with
as cargo & any other properly have been from danger, must be able to show
that there was a general average act.
So essential elements are
1)
2)
3)
4)
5)
6)

There must be a sacrifice on expenditure

The sacrifice or expenditure must be extraordinary
The sacrifice or expenditure must be intentionally made
The sacrifice is reasonably made as incurred
The sacrifice is in order to benefit the common venture
The sacrifice is for the purpose of preserving the property from peril.

1 SACRIFICE OR EXPENDITURE
Examples of sacrifices that may be allowed under Act are
(i)
Cargo jettisoned to refloat a grounded vessel or prevent capsizing of
dangerously lighted vessel.
(ii) M/C damage sustained during refloat
operation examples of
expenditure.

(iii) Cost of salvage expenditure include the salver award

(iv)Costs of entering, staying & leaving a port of refuge
2. EXTRAORDINARY NATURE OF SACRIFICE OR EXPENDUTURE:It must be extra ordinary nature & not an ordinary or every day loss or
expenses, incurred in running a ship & carrying cargoes for e.g. losing an anchor
in attempting to prevent a ship from running aground is not extra ordinary
losing on anchor during a refloat operation could be extra ordinary & may be
allowed in general average act. E.g. Damage to marine engine though over
working while trying to prevent rounding would not be extra ordinary where as
damage alone during a deflating operation would be extra ordinary & may be
allowed in general average act A wide variety at costs even including small
expenses such as superintendents taxi fare to the yard at a port of refuge may be
regarded as extra ordinary & may be recoverable as general average expenditure.
3. SACRIFICE OR EXPENDITURE INTENTIONALLY MADE OR INCURED
For E.G. when a ships Co2 cylinders are discharged to put out fire onboard as
intentionally expenditure is incurred which will usually be allowed in general
average act. For e.g. cline cost of reflections in accidentally grounded ship would
be allowed in general average since the act of reflections is intentional. The cost
of damage done during running aground however would not be allowed in general
average act.
4. SACRIFICE OR EXPENDITURE REASONABLY MADE OR INCURED
For eg. More cargo is jettisoned than was necessary to reflect a grounded ship
the excess would probably not be allowed in General Average Act
Eg: Expenditure at a port of refuse even or above reasons expenditure would not
be allowed in General Act
5. SACRIFICE OR EXPENDITURE FOR THE COMMON SAFETY
& not for the benefit of only one party.
Eg. Where the refrigerating m/c of a loaded reefer vessel breaks down during a
voyage through tropical waters making if imperative for the sake of cargo to put
into a port for repairs. The threat of loss is limited to the owners of the cargo &
perhaps the freight. As far as the ship itself is concerned, could quit safety
continue so the cost of deviation to the repair port would not be allowed in the
general average.
6. SACRIFICE OR XPENDITUE TO PRESERVE THE PROPERTY FROM PERIL
i) The peril must have been real & substantial although if need not have been
imminent. A Vessel which lost M.E. power to mid ocean would be in PERIL even
though the weather at the time might be good & there seemed to be me
immediate threat. Sooner or later however ships & cargo would come to grief,
either by running aground & breaking up or foundering it. So the cost of a tow
to a port of refuge would normally be allowed on general average act.
ii) It might be agreed that expenses incurred in taking shelter from tropical storm
during a voyage should be allowed in General Average Act. Since only tropical
storm constitutes a real & substantial peril & the action of sheltering is for the
preservation at all property involved. Such action however would be ordinary
practice of prudent sea men. It would not be extraordinary & would therefore
not meet all the criteria necessary to be allowed in General Average.

42. State the different types of Marine Insurance policies that could be undertaken
by owners, shippers or other related parties Explain the salient liabilities and
exclusions related with each case for an insurer.
Ans. There are various types of marine insurance policies available and they could
broadly be classified into 5 types.
1.

Time policy - Insures property for a period of time.

2.
3.
4.
5.

6.
7.
8.
1)

Voyage policy - It insures property from one place to another it may

include a date limit.
Mixed policy - It covers both a voyage and a period of time of voyage
and in port after arrival.
Construction policy - It insures vessel while in course of construction not
for a period of time.
Floating policy - cargo policy that insures a number of shipments. In
Canada & US this policy is continuous and covers all shipments to a
limit of liability for any 1 loss.
The marine insurance policies that a ship owner can take are
1)
Hull & machinery policy
2)
Protection & indemnity cover.
The insurance policies for a cargo owner include
1)
Marine cargo insurance
2)
Goods in transit insurance.
Hull and machinery policies :
These are usually time policies with a maximum period of 12 months.
Normally the items covered will be clearly stated in the clauses of each
policy. Any extra port to be covered will raise the insurance premium.
Perils include 1) Peril of seas 2) Fire / explosion 3) theft from outside 4)
Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 6)
accidents during loading or discharging 7) Machinery damage 8) Latent
defects in machinery or hull 9) Negligence of master, officer or crew 10)
3/4 collusion liability items not covered under insurance include 1) loss /
damage eg insurer deliberately set fire to ship caused by willful
misconduct willful negligence by owner. 3) loss of charter hire due to
delays 4) loss due to wear and team 5) war risk cover.
Cost for scraping & painting vessel underwater part due to fouling
Valuation clause i.e. in case the vessel is a constructive total loss,
salvage values are not considered.
loss / damage from nuclear weapon or by radioactive material.
P & I cover is available fro the following
Cargo claims 2) crew claims 3) claims for various fines eg. customs
times immigration fine for improper documentation fine due to
misconduct of crew etc 4) Collision liability covering the 1/4 liability not
covered by H & m insurance 5) liability against collision with fixed or
floating objects 6) third party injury & death claims 7) oil pollution
liability 8) miscellaneous claims.
Restrictions on P & I cover include :

1)

Deviation 2) delivery of cargo at port other then port specified in the

contract of carriage. 3) failure to arrive or late arrival at port of loading
4) delivery of cargo without bill of lading 5) Out dated bill of lading 6)
clean bill of lading in respect to damaged cargo 7) arrest or detention.
Cargo insurance policies :
The policies will incorporate institute of cargo clause A B or Institute of
cargo clause C : This covers only against major casualties eg fire,
explosion, grounding or vessel stranded, sinking or capsizing, collusion
or contact disc at port of distress general average sacrifice and jettison.
Institute of cargo clause B : In addition to the above will also cover
casualties like earthquake, volcanic eruption, lightening strike washing
obd entry of sea.
Institute of cargo clause A - Offers cover against all possible risks.
Items excluded from maritime cargo insurance policy are

1)

Claims resulting from insufficient or in suitable packing or protection of

matter insured.

2)

Claims for loss or damage arising from financial default of owners

company cannot be responsible for performance of the carrier and this
exclusion is aimed at encouraging the use of reputable company.

3)

Claims arising from use of nuclear weapons.

4)

Claims arising from damage by terrorists or politically motivated

groups.

5)

Claims arising from unfitness of vessel ware risk and strike risk cover is
available for cargo insurance for an additional premium for long term
insurance, open cover policy and floating policies are available.

43. With reference to marine insurance, write short notes on the following.
(a)Port of refuge (b) particular average and General average (c)Total loss and
Constructive loss
Answer:(a) Port of refuge : It is a port on place that a vessel diverts to when her
master considers it unsafe to continue the voyage due to a peril that threatens its
safety.
Where such a deviation is for the preservation from peril of the property
involved is a
common maritime adventure, it will generally constitute a
general average act.
Where the ship-owner or carrier is a party to a contract of carriage,
discontinuation of the voyage is deviation from the contract
A deviation to a pent of refuge will be regarded as a justifiable deviation if the
reasons for the deviation can be shown to be a valid one within the terms of the
contract. In such a case all contractual
rights will be unaffected.
Valid reasons for deviating to a port of refuge usually include:
(i)
the ship

Weather, collision or grounding damage affecting the seaworthiness of

(ii)

A serious Fire

(iii)

Dangerous shift of cargo

(iv)

Serious machinery breakdown

(v)

Any other accident causing a serious threat to the vessel on her cargo

(vi)

Shortage of bunker

Paragraph (a) of Rule X Expenses at pent of refuge etc of the York- Antwerp
Rules 1994 provides that when a ship shall have entered a port of refuge fro any
of the above mentioned reasons, the expenses incurred shall be admitted as
General Avg.
A pent or place where a vessel seeks temporary shelter is not a port of refuge
(Eg. Due to adverse weather) since running for shelter is ordinary practice and
not extraordinary in context of Rule A of the York Antwerp Rules.
Particular Average and general Average
A marine loss may be either:1. A total loss or
2. A partial loss (termed average)
Partial Loss
A partial loss may be either:
1. Particular average (PA) i.e., accidental partial loss
or 2.General average(GA) i.e., intentional partial loss
1.

Particular Average:

It is a partial loss, proximately caused by a peril insured against and which

is not a General average
loss. Thus, structural damage proximately caused by
collision, grounding, heavy weather etc. (perils of the seas) would normally be
caused as a PA loss .
2.

General Average:

General average is an ancient form of spreading the risk of sea transport

and existed long before marine insurance. General average means general loss,
as opposed to a particular loss under marine insurance.
It is a system, in which all interests involved in the adventure, viz., Hull and
Machinery, cargo and Freight at risk must contribute to the losses voluntarily
incurred to save all interests on board.
The principle is That which has been sacrificed for the benefit of all, shall be
made good by the contribution of all, that got the benefit from the General
Average Act The object of GA is to ensure, that the owner of the ship or cargo,
who has incurred an expenditure or suffered a sacrifice of his property, in order to
extricate the ship (and the cargo) from a perilous position, receives a contribution
to his loss, from all those who have benefited from this action A GA loss is a
partial loss, incurred through a deliberate act performed with the intention of
protecting the interests of all involved, in a voyage from a danger, which
threatens them all. GA losses are shared equally by all parties to the common
adventure each contributing in proportion to his percentage of Net arrived values.
The five major component of a general average loss are therefore
a) an extraordinary sacrifice or expenditure
b) which action taken was intentional or voluntary and not inevitable
c) and reasonably made
d) against a peril
e) in order to benefit the common venture
e.g., Damage done when over working a ships engine while afloat to prevent
grounding in ordinary, whereas damage done to engines, when already aground,
in attempting to re-float the vessel is a GA, since this is an extraordinary Act.
Total loss and constructive loss
A total loss may be either:
1) An Actual Total Loss (ATL) or
2) A constructive Total Loss (CTL)
Actual Total Loss:
There is an Actual Total Loss, where the subject matter of insurance is completely
destroyed or so damaged as to cease to be a thing of the kind insured, on where
the insured is irretrievably deprived of it or where properly is posted missing
e.g. when a ship is missing, viz., has not repented for several weeks
Constructive Total Loss:
As per the Marine Insurance Act, a Constructive total Loss occurs, when an
assured is deprived of possession of his ship on goods by a penil insured against
and where the subject matter of insurance is reasonably abandoned by the
Insured, on account of its actual loss appearing unavoidable, because it could not
be prevented from Actual Total Loss without expenditure that would exceed its
value after expenses have been incurred.
After valid abandonment, the Insurer is entitled to take over the interests of the
Assured in whatever remains of the insured property including proprietary rights
viz.,
The right to any freight, that was in the course of being earned when the casualty
occurred
The right to take over the ship or its goods
The right to dispose of the ship or its goods as they think fit and to retain all the
proceedings (even if this is more than the claim actually paid)

44. Why does a ship require Marine Insurance cover? Explain Hull Claims and
Cargo Claims related with Marine Insurance. State the related documents and
information required from the ship in this regard highlighting their validity.
Answer:Marine Insurance is a method where by one party called assuror or
underwriter, agrees for a stated consideration known as a premium, to
indemnify another party, called the insured or assured, against loss, damage or
expense in connection with the commodities at risk if caused by perils
enumerated in the contract known as a policy of insurance. The policy pledge
to compensate the insured by does not guarantee the continued existence or
the replacement of the good itself.
Insurance provides individuals and organisations with financial protection
against the outcome of events which involve monetary loss or liabilities which
could not be predicted or anticipated and over which they have no effective
control. In the case of ship-owner or ship manager insurance is usually
confined to financial consequences of damage to its own ship, damage to the
peoples property or death or injury to people all ship-owner and shipping
merchants should insure this property against the loss or damage. They are not
legally bound to insure except for liability of oil pollution claim. However the
modern methods of financing trade and shipping makes it essential that they
do so. The capital exposed to loss in modern ship is so huge that no company
can afford to bear the liability incurred. Besides most of the tonnage is
mortgaged to banks and other financial institutions and they require insurance
as collateral security.
Hull Insurance claims :
Following any cases of Hull damage e.g. collision, grounding etc. ship
owner/managers insurance dept. will normally immediately inform H & M lead
underwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter will
instruct a surveyor to ascertain the nature, cost and extent of the damage,
necessary repairs and fair and reasonable cost there of and any other matter
which leading underwriter or surveyor considers relevant. The lead underwriter
will make decision in respect of any claim within 28 days of receipt by them of
the appointed average adjusters final adjustment or, if no adjuster is
appointed, a full document claim presentation sufficient to enable the
underwriter to determine their liability in relation coverage and quantum. The
underwriter all discharged from the liabilities of the claim if it is not notified
within 180 days of the assured becoming aware of accident or occurrence.
Documents and information required from the ship.
In addition to copies of the relevant insurance policies (which will be supplied
by the owner), documents and information listed below may be required to
accompany a claim lodged by owners against underwriters

Deck and E/R logbooks covering the casualty and the repair
period.

Masters
appropriate)

and

or

chief

engineers

detailed

report

Relevant letters of protest.

Protest and extended protests.

Underwriters surveyors report

class surveyors report

owners superintendents report.

Receipt and account for repairs.

Accounts covering and drydocking & general expenses.

Details of E/R stores and spares consumed.

(as

Cargo Claims :
1) When cargo loss or damage is discovered a delivery note or consignment
note will be claused with a note of the loss or damage.
2) The cargo owners will immediately inform his insured if it is outside UK, this is
done thro the local Lloyds agent in case of Lloyds policy.
3) If loss or damage is extensive underwriters will normally ask for a survey
report. This is arranged by Lloyds agent, who can appoint surveyor and pay
small claims locally.
4) After the claim is quantified and documented the underwriter settles the
claim thro Lloyds agents,
5) Underwriter then decides (under the doctrine of subrogation) whether or not
claim is worth pursuing against carrier.
6) If he decides to pursue the claim be immediately makes a written claim on
the carrier, failure to claim may prejudice his right of recovery.
7) The claim (including surveyors fee) is settled by the carrier in the currency
stated in the policy or on the certificate of insurance.
8) The carrier if a PI member then claims on his club policy.
Documents usually required are :
Bill of landing / Airway bill, commercial invoice, insurance certificate, copy of
Notice of claim reported against carrier, Documentation related to outturn /
receipt of goods, local carriers way bill where applicable, copy of temperature
records, where available copy of instructions to carrier regarding carriage
temperature, where applicable invoices to confirm salvage / sale price.

45. What are the principles of modern salvage law? What is general average?
Explain with context to
general average (i) Entitlement (ii)Artificial
(iii)Adjustment (iv)Contestation
Answer:Salvage can be described as a service rendered to save maritime property in
danger. Salvage can be characterized by the following:
1. Salvage service must be voluntary
2. Salvage property must be recognized maritime property
3. Subject must be in danger
4. Salvage must be successful.
Let us look at above in detail1) Vessel crew pilot cannot claim salvage as they are bounded by contract to
protect the vessel and its cargo from danger. Tugs arranged previously for to
wage cannot claim salvage. However tugs called in an emergency tacs claim
salvage.
2) Subject can be vessel cargo special equipment on board ship boundaries as
any other maritime property out risk of being lost if salvage is not rendered.
Provisions crews effect etc o not qualify for salvage
3) Dangers must be at commencement of salvage. However it might not be
immediately present or imminent eg., a vessel which has lost its propeller is
not if any immediate danger, if it is at sea however, if may taken lead to
grounding.
4) Salvage claim is paid out of the value of the property saved hence salvage
must be successful (at least partly). Hence the term No cure no pay viz if
salvage operation is unsuccessful there can be no value to effect payment.
Beneficiaries of salvage are liable to pay salvage
These includes
1.
2.
3.
4.
5.

Owner of vessel
Owner of any special equipment fitted on board
Charters of vessel
Owners of salved cargo
Owners of bankers on board

GENERAL AVERAGE ACT:

Principles and object of 6.A
That which has been for the benefit of all shall be made good by the
contribution of all.
The object of 6.A is to ensures that the owner of a vessel or cargo who has
incurred an expenditure the vessel from a previous position receives a
contribution o his loss from all those who have benefited from the action
The York Antwerp rules 1974, .. act as There is a 6 A out when and
only when, any extraordinary sacrifice as expenditure is . Made or
incurred for the common safety for the purpose of preserving from peril the
property involved in a common maritime adventure
A common maritime adventure is a voyage in which several parties have some
financial interest. The policies to a common maritime adventure would include the
ship owner.
(i) General Average Adjustment
Assessment of each partys contribution is caused on average adjustment
Governed by York Antwerp Rules 1974
The rules ensure that all the average adjustments. To as international
standard
The adjustment is made by an average adjuster
The average adjuster is appointed by the ship owner to collect all the facts
surroundings the incident to collect various parameters from various policies
before the cargo is discharged and to ensure payment of contribution
The adjuster have all the facts and figures at his disposal
In addition to calculating contributions due from each party he will be
frequently requested to adjust any types of claim.
The declaration of G-A is normally made by shipowner, but in criteria
countries any one of the interest parties may initiate an adjustment
A declaration must be made before cargo is discharged and to ensure
payment of contribution
Ship owners will usually allow the discharge of cargo when owner interested
parties to the ventures provided suitable security.
(ii) Artificial 6.A: is the .. of a claim for 6A when even when one of the fine basic
principle found in Rule A of the York Antwerp Rules is not present
claims for 6A were originally for .. of cargo cutting away of anchor cables
etc. carried out for the common safety in order to avoid imminent ship
wreck caused by a peril of sea
The creation of artificial 6.A was part of slow evolution favouring ship
owners
If peril was an essential ingredient of G.A if was reduced in importance by
Safe prosecution rule and peril did not have to be immediate provided
that it was real and not imaginary.
Some numbered rules and do not retain interpretation rule of Rule
paramount. Thus it is not dear weather the principles in act 193 have
precedence over the rules in out 194 or vice versa. Articles 203allows
particles to opt out of changes 10 by agreeing to a different set of rules.
Because their was no specific peril read. In rule x(b) and x1(b) claims may
be made for there is no peril. This is G/a by agreement as artificial G.A
(iii) Entitlement to 6/A: A claimant is entitled to obtain contribution from other
parties to the common venture (cargo as the ship). But a carrier is not entitled
to obtain contribution in 6A from cargo if the peril arises as a result of his
actionable faults as negligence in law as that of his employees
(iv) Contestation to 6A: GA has been in subject to dissatisfaction for the
following main 6 reasons
1. Exoneration of carriers for the faults of master and crew under the hague of
MV rules, carrier is exampled from liability for the negligence of its
employee

2.
3.
4.
5.
6.

interpretation of rules: Numbered Rules lettered rules

emergency of marine insurance has made GA reluctant
Expenses and delay in adjustments
Problems in collision of G A contribution
Small G A

46. Write short notes on the following:

(a) Lloyds Open Form (b) General Average

(c) Particular Average

Answer:- (a) Lloyds Open Form:- The first modern text of the Lloyds form of
Salvage Agreement known as Lloyds Open Form or LOF was adopted in 1892.
Since then Lloyds Open Form has undergone ten revisions; the current version
is LOF 2000. LOF is the most widely used no-cure-no-pay Salvage Contract. In
return for salvage service, the salver receives a proportion of salved values,
the value of the ship, its bunker & cargo. Traditional removal depends upon
success, and the recovery of property. In the past, if there was no recovery,
there was no payment; whatever the expenses of the operation. This has
changed in recent years so that whenever there is a threat of damage to the
environment, the salver can expect a fair return for his efforts, even in high risk
and low property value situations.
(b) General Average:- GA is one of the oldest forms of spreading of risk by
all the interest of a maritime adventure namely ship, cargo, freight (if at risk).
Freight is at risk when it is to be paid at destination. Thus when freight is prepaid it is not at risk.
The sacrifice or expenditure must be of extraordinary nature. Damage to
a ship, her machinery or equipment whilst being used for the purpose for which
they are intended, would not amount to general average. On the other hand
using a ships engines in an effort to re-float when stranded would if the engine
were damaged as a result, be an extraordinary sacrifice.
(c) Particular Average:- This is defined by the marine insurance as a
particular loss of the subject matter insured caused by a peril insured against
which is not a general average. It may perhaps be more directly described as a
partial loss arising from any kind of accident. General Average, sacrifices and
expenditures, particular charges and salvage charges do not arise by accident;
and therefore are not included in Particular Average. A Particular Average loss
falls directly upon the party interested in the subject matter. In the case of
accidental or fortuitous damage to the ship, it is the ship owner, or, to the
extent that he is insured against such loss, his underwriters, who must bear the
loss. Similarly in the case of accidental damage to cargo, the loss rests with the
cargo owner or his underwriter.
There are innumerable variations of particular average, including such
things as:o Stranding of ship in bad weather
o Loss of masts or spurs through heavy weather
o Damage to hull, machinery or cargo due to heavy weather or fire
47. As per the Marine Insurance Act, write short notes on the following
(a) Deviation (b) Warranties (c) War Risk Clause (d) Charterers Contribution
Clause
Answer:The Marine Insurance Act 1963 (N/A 1963) of India is substantially a reproduction
of its
English counter parts, the Marine Insurance Act 1906. The Act codifies the law
relating to marine Insurance i.e., it defines various terms of the contract and their
amplified contents.
Insurance provides individuals and organizer with financial protection against
the outcome of events which involve monitory loss or liabilities which were not
anticipated or protected and over which they have no effective control. In case of
ship owner or ship manager insurance is usually confined to the financial
consequences if damage to its own ship, damage to other people, property or
death/injury to people.

Deviation:
As per the MIA section 46(1) where a ship worthout lawful excuse, deviates from
the voyage contemplated by the policy, the insurer 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.
Section 46(2)
There is a deviation from the voyage contemplated by the policy (a) Where the
course of the voyage is specifically designated by the policy and that coarse is
departed from or (b) Where the course of voyage Is not specifically designated by
the policy, but the usual or so many course is departed from.
Section 46(3)
The intention to deviate is immaterial; there must be deviation in fact to discharge
the insurer from his liability under the contract.
The next section 47(1) of N/A which requires consideration is that relating o a
voyage when there are 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 if any usage of sufficient cause
to the contrary. She must proceed to them or such of them as he goes to, in the
order designated by the policy. If she does not than there is a deviation.
47(2) Where policy is to ports of discharge within a given area which are not
named the ship must in the absence of any usage or sufficient cause to the
contrary proceed to them, or such of them as she goes to, in their geographical
order. If she does not there is a deviation. The section 48 deals with voyage policy.
In case of a voyage policy, the adventure insured must be . Throughout its
course with reasonable dispatch and if without lawful excuse it is not so
prosecuted, the insuler is not discharged from liability from the time when the
delay becomes reasonable.
Section 49(1)
Deviation or delay in prosecuting the voyage contemplated by the policy is
excused.
a) Where authorized by any special term in policy
b) Where caused by the circumstances beyond the control of the master and
his employer
c) Where reasonable necessary in order to comply with an express or implied
warranty.
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
f) Where reasonably necessary for the purpose of obtaining medical or
surgical aid for any person on board the ship
Section 49(2)
When the cause excusing the deveator or delay ceases to operate, the ship must
resume her course and prosecute her voyage with reasonable dispatch.

Warranties:
Section 33(1) of the N/A defines a warranty as a promissory warranty, i.e., to say
the warranty by which the assured undertakes that some particular things share
or shall not be done, or that some condition shall be fulfilled, or whereby he
affirms or negatives the existence of a particular mate of fact
A warranty may be expressed or impled.

Express Warranty: An expressed warranty must be written into the policy in any
form of words or contained in some document incorporated by ref. into the policy.
An express warranty does not override an amplified warranty unless the two
conflict.
Implied warranty: There are not written in the policy but are implied by law to
exist in the contract. There are 2 major important warranties in marine insurance
policy.
(a) Seaworthiness: The hip at the commencement of the voyage be seaworthy, for
the purpose of the particular voyage insured in voyage policy. Where with
the assured knowledge and consent, a ship is sent to sea in unseaworthy state,
the insurer is not liable for any loss attributable to unseaworthiness.
(b)Legality: There is an implied warranty that the adventure insured (voyage time
are mixed policy) is lawful and that so far as the assured can control it. The
adventure will be carried out in a lawful manner. If the adventure is illegal at
the time of the insurance is effected, the policy will be void. Thus drug running
or gun running trips or voyages to countries or ports subject to a Govt.
embargo would be deemed unlawful).
WAR RISK CLAUSE:
marine I A includes war perils within he meaning of the term (Maritime perils).
With respect to the hull insurance in order to cover war risks it was at one time
customary to delete the (free of capture and seizure) clause (fc & s) and institute
the war clause. When the ordinary marine insurance market found itself unable to
give adequate cover on account of the enormous losses suffered during the war.
So the cover was obtained by mutual insurance through P&I club. During 1st world
war a scheme was brought into operation under which vessel could be covered
80% by the Govt and 20% by the clubs. At the end of war Govt dropped out.
With respect to cargo insurance goods are .. insurable against war risks in any
part of the world by the simple expedient of deleting FC&S clause in the cargo
policy and institute war clause on the contract of insurance. Premiums would be
adjusted accordingly. There are also special war clauses drafted to suit the
requirements of particular traders.
Charter Contribution Clause
Where there is 6A loss (general average loss or a personal loss) followed as a
direct consequence of 6/A act. It states that cohere any extraordinary sacrifice or
expenditure is voluntary and reasonably made or incurred in time of peril for the
purpose of preserving the property imperelled in the common adventure.
It should be noticed that the 6/A act embraces both a general average sacrifice
and a general average expenditure. When there is a 6/A loss the party on whom it
falls is entitled to a ratable contribution from the other interested parties. The
parties benefiting by the sacrifice or expenditure may be:
1. The ship owner for the value of the ship saved
2. Cargo owner for the value of the cargo saved
3. The ship owner in respect of freight payable by charter party or bulls of
leading or charter here money
4. The charter under a time charter, for freights payable under bills of lading.
Each will be called upon to contribute according to the value of his interest saved
as a result of the sacrifice or expenditure, the main contributing interest are
therefore ship, freight and cargo. All there contribute to their net values at the
place where the voyage ends or is abandoned. Such values are called contributory
values.

48. State the different types of Marine Insurance policies that could be
undertaken by owners, shippers or other related parties Explain the salient
liabilities and exclusions related with each case for an insurer.

Answer:- There are various types of marine insurance policies available and they
could broadly be classified into 5 types.
1. Time policy - Insures property for a period of time.
2. Voyage policy - It insures property from one place to another it may
include a date limit.
3. Mixed policy - It covers both a voyage and a period of time of voyage and
in port after arrival.
4. Construction policy - It insures vessel while in course of construction not
for a period of time.
5.
Floating policy - cargo policy that insures a number of shipments. In
Canada & US this policy is continuous and covers all shipments to a
limit of liability for any 1 loss.
The marine insurance policies that a ship owner can take are
1)
Hull & machinery policy
2)
Protection & indemnity cover.
The insurance policies for a cargo owner include
1)
Marine cargo insurance
2)
Goods in transit insurance.
Hull and machinery policies :
These are usually time policies with a maximum period of 12 months.
Normally the items covered will be clearly stated in the clauses of each
policy. Any extra port to be covered will raise the insurance premium.
Perils include 1) Peril of seas 2) Fire / explosion 3) theft from outside 4)
Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 6) accidents
during loading or discharging 7) Machinery damage 8) Latent defects in
machinery or hull 9) Negligence of master, officer or crew 10) 3/4 collusion
liability items not covered under insurance include 11) loss / damage eg
insurer deliberately set fire to ship caused by willful misconduct willful
negligence by owner. 12) loss of charter hire due to delays 13) loss due to
wear and team 14) war risk cover.
6.
Cost for scraping & painting vessel underwater part due to fouling
7.
Valuation clause i.e. in case the vessel is a constructive total loss,
salvage values are not considered.
8.
loss / damage from nuclear weapon or by radioactive material.
P & I cover is available fro the following
1)
Cargo claims 2) crew claims 3) claims for various fines eg. customs
times immigration fine for improper documentation fine due to
misconduct of crew etc 4) Collision liability covering the 1/4 liability not
covered by H & m insurance 5) liability against collision with fixed or
floating objects 6) third party injury & death claims 7) oil pollution
liability 8) miscellaneous claims.
Restrictions on P & I cover include :
1)
Deviation 2) delivery of cargo at port other then port specified in the
contract of carriage. 3) failure to arrive or late arrival at port of loading
4) delivery of cargo without bill of lading 5) Out dated bill of lading 6)
clean bill of lading in respect to damaged cargo 7) arrest or detention.
Cargo insurance policies :
The policies will incorporate institute of cargo clause A B or Institute of
cargo clause C : This covers only against major casualties eg fire,
explosion, grounding or vessel stranded, sinking or capsizing, collusion
or contact disc at port of distress general average sacrifice and jettison.
Institute of cargo clause B : In addition to the above will also cover
casualties like earthquake, volcanic eruption, lightening strike washing
obd entry of sea.
Institute of cargo clause A - Offers cover against all possible risks.
Items excluded from maritime cargo insurance policy are
1)
Claims resulting from insufficient or in suitable packing or protection of
matter insured.
2)
Claims for loss or damage arising from financial default of owners
company cannot be responsible for performance of the carrier and this
exclusion is aimed at encouraging the use of reputable company.
3)
Claims arising from use of nuclear weapons.

4)

Claims arising from damage by terrorists or politically motivated

groups.
5)
Claims arising from unfitness of vessel ware risk and strike risk
cover is available for cargo insurance for an additional premium for long term
insurance, open cover policy and floating policies are available.
49. How many types of warranties are there in Marine Insurance? Give an
example of each type with reference to a hull and machinery policy of
insurance [Express, Disbursement, Seaworthiness, warranty of Legality]
Answer:Warranty is the term used in formatting the
WARRANTY:- A warranty is a promise by the insured that a specified state or
condition will continue to exist for the duration of the policy.[A breach of warranty
makes policy void from time of breach (Notes)]. A breach would entitles the
infured (others) party to claim damages from the party breaching the warranty
and the contract remains in force.
Warranty may be
1) Express Warranty
2) Implied Warranty
1) Express Warranty:- Specifically it is written into the policy or contained in
some document (e.g. institute warranties). An expressed warranty does not
overside an implied warranty unless the two conflict.
2) Implied Warranty:- [Understood, seaworthy and Legality if all activities are
done into a legal way then it is covered by warranty]. These warranties are
not written in the policy but implied by law to exist in the contract. They
must be strictly complied with in the same way as express warranties.
These are two major implied warranties in marine insurance policies
covering seaworthiness and legality.
A) SEAWORTHINESS:
Under the M/A 1963 ship should be seaworthy at the commencement of
voyage for the purpose of the particular voyage insured. Thus a ship is deemed to
be seaworthy when reasonably fir in all respects to encounter the ordinary perils
of the seas of the Adventure insured where ship is sent to sea unseaworthy with
assured knowledge the insurer is not liable for any loss if the ship sent to sea
unseaworthy condition with the knowledge of the owners senior management
knowledge would include both express, clear knowledge (e.g. after defects have
been reported in writing by Master or Surveyor) and deliberately turning a blind
eye cover would only be lost where the known unseaworthiness had caused the
loss.
B) LEGALITY:
There is an implied warranty that the adventure insured is lawful and that so
far as the assured can control it, the adventure will be carried out in a lawful
manners. If the adventure is illegal at the time the insurance is affected, the
policy will be void. Thus drug running or gun-running trips or voyages to countries
or ports subject to a Govt. embargo, would be deemed unlawful.

51.
Give a brief history of P & I Clubs highlighting its inception, and
growth. It is said Rebirth of P & I Clubs is due to growth of Third Party
Liabilities- Elucidate.
Ans. Shipowners insure against loss of or damage to their ships with hull
underwriters. They look to the P&I Clubs for insurance against their liabilities to
others. P&I stand for Protection and Indemnity. 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 selfinsurance to its members. The membership is comprised of a common interest

group who wish to pool their risks together in order to obtain at cost insurance
cover.
The beginning of the P&I Clubs
The present P&I Clubs are the remote descendants of the many small hull
insurance Clubs that were formed by British shipowners in the 18th century. These
were set up by groups of shipowners, drawn in each case from a small
geographical area, who were dissatisfied with the scope and cost of the hull
insurance then provided by the two companies who had been granted in 1720 a
statutory monopoly which excluded other companies from such business, namely
the Royal Exchange Assurance and the London Assurance, and by individuals
operating in London from, for example, Lloyds Coffee House. These hull Clubs
were essentially unincorporated associations or co-operatives of shipowners who
came together to share with each other their hull risks on a mutual basis, each
being at the same time an insured and an insurer of others - still the basic
concept of the present P&I Clubs, despite the fact that they are now incorporated
so that in law it is the Club and not the individual Members who provide the
insurance.
Temporary decline of the P&I Clubs
After the removal in 1824 of the company monopoly in favor of the Royal
Exchange and the London Assurance, greater competition had a salutary effect on
the rates, terms of cover and service offered by the commercial market and by
Lloyds underwriters. The hull Clubs became less necessary and went into decline.
A few exist today, but their share of the total market is not very significant.
Rebirth due to Growth of Third Party Liabilities
But as the hull Clubs declined, shipowners found the need to create similar
associations for a different purpose. The need sprang partly from the steady
increase from the middle of the 19th century onwards in the burden upon British
shipowners of liabilities to third parties. It became more usual for injured
crewmembers to seek compensation from their employers, and claims by
dependants of crewmembers who were killed were facilitated by Lord Campbells
Act of 1846. The possibility of claims by passengers was greatly increased by the
same Act and by the vast numbers of passengers who constituted the flood of
emigrants to North America and Australia in the second half of the century.
Shipowners needed cover against these risks. They were also becoming
increasingly aware of the inadequacy of the insurance cover that they did have in
respect of damage caused by their ships in collisions with other ships. The usual
cover for claims by other ships and their cargo for damage caused in collision
excluded altogether one fourth of such damage and, more seriously, was limited
in amount (apparently the maximum recovery under the policy, including both
damage to the insured ship and liability for the damage it had caused, was the
insured value of the ship).
Eventually, in 1855, the first protection association was formed. This was the
Shipowners Mutual Protection Society, the predecessor of the Britannia P&I Club.
It was intended to operate like a mutual hull club, but to cover liabilities for loss of
life and personal injury and also the collision risks excluded from the current
marine policies, particularly the excess above the limits in those policies. Other
similar associations were formed.
In 1874 the risk of liability for loss of or damage to cargo carried on board the
insured ship was first added to the cover provided by a protection Club. The
values of cargoes had risen and cargo underwriters had become keener on
recovering their losses from shipowners, in which they were encouraged by a
somewhat more sympathetic approach by the courts. After 1874 many Clubs
added an indemnity class to provide the necessary cover. Subsequently, most of
these separate classes have been amalgamated with the class reserved for the
original protection risks, and today the distinction between the two classes has
virtually disappeared within the P&I Clubs.

While all the original P&I Clubs were based on various towns and cities within the
United Kingdom, Clubs were subsequently established and today flourish in
Scandinavia, in the United States and in Japan. Most of the major Clubs now
belong to the International Group for reinsurance and other purposes. Moreover,
many Clubs originally based in the UK have comparatively recently been reformed in such places as Bermuda and Luxembourg in order to secure, in respect
of Clubs funds representing calls or premiums paid by their Members but not yet
used for the payment of claims, freedom from exchange controls. Such freedom is
demanded by the shipowners from all parts of the developed and developing
world who now make up the truly international membership of the larger Clubs.
The popularity of the Club system of insuring liability risks can be judged from the
fact that approximately nine out of ten ocean-going ships are currently entered in
a P&I Club

52.

What is a P & I Insurance ? How these clubs operate worldwide ? Connected

with P & I Clubs, explain control, dividends, scope of cover and letters of
undertaking.

Answer:P & I stands for Protection and Indemnity. Here protection

is ship owner's protection from third party liabilities i.e. the 1/4th of
collision liability traditionally H & M insurer did not cover.
'Indemnity' refers to clubs indemnity' or compensation for liability to cargo
under the contract of carriage.
So ship owners take P & I insurance cover in respect of third party liabilities
and expenses arising from occurring ships as principals. An insurance mutual, a
club provides collective self insurance to its members. The membership is
comprised of a common interact groups who wish to pool their risks together in
order to obtain "at cost" insurance over.
How these clubs operate world wide ?
P& I club are associations of member ship owners and charters; which are
owned and controlled by the insured ship owners or charters members for the
purpose, precisely of mutual insurance against third party liabilities which arise in
connection with the operation of ships.
P & I clubs operate on non-profit making basis.
For their management, these clubs do hire an organization or agency which
can be an insurance company or a Law firm for their day to day management. For
this the manager or management agency charges the managing fees from the
club :
For their operation P & I clubs retain correspondents at numerous ports
world wide. In some countries the correspondent may be a firm of insurance
specialist acting for more than one club or alternatively a ship broking or
insurance company or law firm with maritime law practitioners. P & I clubs issues
handbooks containing club rules and list of correspondents which care very useful
to a master seeking advice and assistance when in any kind of trouble.
There are 13 P & I clubs belonging to the International group clubs. Together
these clubs insure over 90% of the worlds blue water tonnage.
Connected with P & I clubs Explain :
CONTROL : Ship owners who are the members of the P & I club are required to
maintain their ships as per clubs rules.
Club may subject a ship of member for random inspection. If on the basis of
random inspection there are reasons to believe that vessel is not being of random
inspection there are reason to believe that vessel is not being operated as per
clubs rule. Then ship will be subjected to more intense condition survey by
independent surveyors called by the club manager.

An owner who fails to keep his vessel in the continuous required by the
clubs rule may be expelled from the club.
DIVIDENDS : As the P & I clubs do operate on non-profil making basis, there is no
policy of giving dividends to club members or manager of the club.
SCOPE OF COVER :
P & I clubs may cover their members exposure to claims for damage of
compensation of the following :

Crew : The members liability for injury, illness or death and medical
expenses arising from injury, illness or death, costs of repatriation and
maintenance ashore resulting from injury illness or death, costs of
repatriation and maintenance ashore resulting from injury illness or death.

Personnel Injury to or loss of life of stevdores.

Personnel injury to or illness or loss of life of passengers and others.

Loss of personnel effects

Ships Diversion expenses including running expenses and port charges

incurred solely for this purpose.

Life salvage : award to a person who has saved or attempted to save the life
of person onboard the salvaged vessel.

One fourth collision liability

Oil pollution
o Standard oil pollution cover
o Oil pollution cover for USA

Liabilities under contracts and indemnities

Wreaks liabilities

Cargo liabilities

The members liability for cargo loss, shortage, damage or delay

occurring in relation to the carriage of cargo on the entered vessel.

Cargos proportion of general average or salvages.

Certain expenses of salvers

Fines

Legal Cost

Omnibus Cover : In recognition of the fact that the list of liabilities to

which ship owners are subjected is constantly increasing in unforeseen ways,
the valves of the clubs give their directions discretion to pass for payment
certain claim that are not expressly covered by any of the heads of cover set
out in their rules provided that they are within the general scope of the club
cover and are not expressly excluded elsewhere within the rules.
Letter of Undertaking :
When there is an incident of pollution following a bunkering accident or jelly
damage to jelly caused by the ship then club may be required to post the bond
to avoid the arrest of the ship which can lead to delay of ship schedule.
To avoid this the correspondent of the club can offer a letter of undertaking
on the instruction of club; to pay for the possible liabilities of the ship arising
from the accident or damage.

53. Illustrate the present service philosophy of P & I Clubs and how they work
on a day- to- day basis world- wide? How is it controlled?
Ans) Introduction:associations

P&I

clubs

properly

called

Pollution

and

indemnity

Protection in the little originally referred to shipowners protection from the

of collision liability that traditionally. London Hull and machinery I owners did
not cover while indemnity referred to club indemnity or compensation for
liability to cargo under a contract of carriage.
P&I clubs are association of members ship owners and charterers, owned
and controlled by the insured shipowner or chartered members for the purpose of
basically of mutual insurance against their party liabilities which arise in
connection with the operation of ship.
P&I club include 13 members of the international group of P&I club and their 4
associates clubs
Service philosophy
P&I club offer shipowners and characters various classes of over eg. Protection
and indemnity strike
freight demurrage and damage etc. Most clubs offer two
principal classes of
a) PROTECTION AND INDEMNITY KNOWN AS CLASS I
b)FREIGHT, DEMURAGE AND DEFENCE (fdd) KNOWN AS CLASS II
protection and Indemnity cover includes the following liabilities
1) Cargo claims:- For shoot delivery, loss or damage to cargo
2) Crew claims:- Medical expenses, repatriation, substitute expenses,
compensation for death and
injury
3) Collision liability: To the extent that the claim is not covered under hull policy
4) Fixed and floating objects: damage to clocks, wharfs and buoys
5) Third party injury and death claims: From stevedores crew members and
passengers
6) Oil pollution liability: And liability from pollution by other substances
7) Special compensation: payable in accordance with article 14 of the
international convention of salvage 1999 including payments to assessed
under the scopic clause
8) Miscellaneous claims: Including fries for innocent breaches of regulation,
diversion and other expenses incurred in landing refuges, sick persons,
stowaways, contractual liability including those of customary towage,
unrecoverable general average when in excess of the insured valve.
Salvers expenses under Lloyds opens forum and wreck removal .
9) Freight, Demurrage and damage: This cover indemnifies members of legal and
related expenses incurred in connection with disputes under character parties
and other contracts as define in club rules but does not extend to the principal
amount in dispute.
Omni Bus Cover: In recognition of the fact that the list of liabilities on a ship
owners are constantly increasing in unforeseen ways the rules of the clubs give
their director discretion to pass for payments, certain claims that are not
expenses by covered by any of the heads of cover set out in their rules,
provides they are with in the general scope of the dust cover and are not
expressly excluded elsewhere within the rules.
This is a most . Provision and is a reminder that the club exists, not us
a profit making insurance company but also an organization for the benefit of
the ship owners who are members
LIMITS AND RESTRICTIONS OF P&I COVER
The board of directors will determine what limits and restrictions should be placed
on the cover offered to members (their decision usually taken and announced
shortly before the next annual renewal date of 2oth Feb. following are some
examples
1) Liabilities arising from towage of an entered ship may only be covered if the
member has become liable under the terms of towage contract for normal port
towage of unneutered large. For covers on other types of towage the members
must advise the dub in advance.

2) When the member vessel is touring another vessel, loss or damage to low or
cargo on the tow or wreck removal of the low and cargo is only covered if
towage contract is approved by the managers.
3) Liabilities arising under indemnities in respect of delivery of cargo requested at
a port other than that stated in the bill of lading or without production of bill of
lading may be covered only on approval of the club management and of terms
of indemnity have been approved by the diet.
4) Liability to resumes under a crew contract are carried only if the contract has
been approved in writing by the manger. This also applies to cover for
repatriation loss of seamen effect of ship wreck, unemployment indemnity.
5) Liability arising from carriage under bills of lading are normally only covered if
the bills of lading are subject to the hague rules or Hague Visby rules
6) The board of directors of each club will usually determine in accordance with
the club rules the limit of the club liability in respect of any and all claims for oil
pollution for next policy your. The discussion bring taken towards the end of a
current year.
{Some clubs impose a limit of 1000 million USO for each accident or occurrence in
respect of each ship entered on behalf of owner, demise or bare boat charter}
WORK ON A DAY TO DAY BASIS WORLD WIDE
P&I clubs retain correspondents at numerous ports world wide. In some countries
the correspondent may be firm of insurance specialities acting for more than are
club or alternatively a ship broking or insurance company only handling
occasionally..
In all cases correspondents
1) Are for legal reasons, representations and not agents of the club
2) Will attend member vessels when so requested by the master or agent in order
to protect members interests.
3) They are generally well acquainted with the club rules and policy
4) Will report any occurrence likely to result in a claim on the club to the club
managers, but will generally be able to anticipate the managers reply and
instructions
5) May be instructed by club to offer letter of undertaking in cases of possibilities
liability
[In most cases where there is a pollution following bunkering accident or jelly
damage caused by as ship this will avert the need for a bond to be posted to
avoid arrest]
Most clubs provide each entered ship with a list of correspondent for the use of
the muster. In the absence of a list on board the port agent should be able to
furnish the name of nearest correspondent of most clubs
Reimbursement of claim costs by p& I Clubs
Where a member of P&I club makes any claim against the club
1)The first 5 million will be met by the clubs own resources barring the members
owns deductible
2) 5 million USD to 30 million USD are compensated under group market
reinsurance arrangements also called excess of loss reinsurance contract
(total Commercial market reinsurance is 2000 million USD)
3) Should a claim err exceed the upper limit of excess of loss contract it would
then full back on the pool and be borne by each club on Pro-rata basis
(according o its entered tonnage)
such as claim is called overspill claim and would be funded by each club from club
reserves or by making a special overspill call on the membership
P&I Club Control and Management
P&I clubs are controlled by boards of directors representing the ship owners
members large claims are examined and approved by the directors at regular
melting before payment is made
Are managed by firms of . Experts maritime lawyers and mariners
Operated on a non profit making basis

Club members entered ships may be subjected to random ship inspection

concentrating on management of vessel. If failed a more intensive condition
survey by independent surveyors may be called by the club manager.
An owner who fails to keep the vessel in condition required by the club rules may
be compelled from the club
Mangers generally strive to keep the calls on members to a minimum e.g.,
through loss prevention methods and such as information on bulletins, handbooks
and videos aimed at owners and ship officers
[these should be on board entered ship and not kept in owners/managers office]

61.
Answer:- Marine hull policies are usually time policies, the maximum period of
insurance being 12 months. It comes last damage suffered to a ship and
machinery hull, the hulls, machinery, materials and financial interests of all
oceangoing vessels/ ../
dredges/tugs/salvage/vessels/launches/ferry/
steams/boats/yachts/other pleasure craft/self propelled bays/lights craft and
other country craft can be insured marine hull cover is generally arranged
by brokers.

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 goods in transit by
rail, road or sea can be insured. Most goods shipped are usually insured on a
warehouse to warehouse basis rather than far a sea voyage only.

Open cover:
An open cover is a commonly used farm of long term cargo insurance
contract covering all goods shipments forwarded by an assured. The period of
open comes is generally fixed at 12 months with a 30 day notice period for
cancellation
Documents and information required from the ship:
The addition to copies of the relevant insurance policies (which will be
supplied by owners), the documents and information listed below may be
required to accompany a claim lodged by owners against underwriters. If an
adjustment is prepared, the adjuster will extract the required information
from the documents and incorporate it in the adjustment. But they can any
time see the originals
General documents are:
1.
2.
3.
4.
5.
6.
7.
8.

Deck and Engine log books covering the casualty and the repair period
Masters and/or chief Engineers details report (as appropriate)
Relevant letters of protest
Protests and extended protests
Underwriters surveyors report
Class surveyors report
Owners superintendents report
Receipted accounts of repairs and/or any spare parts supplied by owners, in
connection with repairs, endorsed by underwriters surveyors as being fair
and reasonable
9. Accounts covering any dry docking and general expenses relating to the
repairs endorsed as above
10.
Accounts for all incidental disbursements at the part of repair
eg: for port charges, watchmen, communication expenses, agency fees etc
11.
Details of fuels and E/R stars consumed together with the cost of
replacement

12.
Accounts for owners repairs effected concurrently with damage
repairs
13.
Copies of faxes and telexes sent and details of long distance calls
made in connection with the casuals.
14.
Accounts for the outward port charges at the last port prior to the
repair part, inward and outward part charges at the repair part, and, if the
vessel returns to her original part from which she originally manned,
inwards part charges at that part.
15.
Portage bill showing the officers and the crew during the removal to
the repair part and also for the return passage if the vessel returns to her
original part.
16.
details of adapters of original/dep at the relevant parts
17.
Accounts in respect of and temp repairs effected solely to enable the
vessel to move to the repair port
Information required after a collision
1. Details of steps taken to establish liability for the collision and the
essential settlement made between the two parties
2. A detailed copy of any claim received from the other vessel together
with details of which items included in the claim have been agreed
3. I a recovery has been attempted against the colliding vessel, a
detailed copy of the claim
67.
A second hand single hull VLCC built in 1990 is to be acquired by your
Company. The vessel is to be registered under Indian flag As Chief
Engineer / Owner representative, what aspects you would look for, with
respect to:
(a)
SOLAS 74 (b) MARPOL 73/78 [CAS 13G] (c) Crew accommodation (d)
Machinery/ boilers (e) Previous survey report
Ans. (1) SOLAS 74:- w.r.t. to Solas 74 is will look in IGS requirement is

8% in tank
5% in scrubbers

Check all IGS Trips and Alarms

Alarms

1) Oxy high / 100 alarm

2) Scrubber water high / low
3) Deck gear water low.
Flue gas vv / 500t blowing interlock .

Single hull construction

CBT, SBT, SBT PL (Protective Location) I will check that Ballast P/P is of
sufficient capacity. I will check whether motor drive for Ballast P/P is steam
or electric.

MARPOL 73/78:- Annex 1 Reg. 9 deals with discharge criteria.

Annex 1 Reg. 9 (a) for tanker cargo important thing is instantaneous rate
of discharge 30 / NM.

Annex 1 Reg 9 (b) all ships 15 PPM machinery space bilges for operation
of OWS in special area 15 PPM (it) should have stopping derive & Alarm.

Calibration of 15 PPM equipment should be every 2 years. (Oil content

monitor) every 2 years calibrate.

I will check that sufficient filters spare are available for OWS.

Reg 13 G Since it is a single hull tanker it is allowed to operate as double

hull tanker for 25 years and comply with Regulation 13G. As per this I will
check carried out and also survey DOCUMENT FILE is on board. The survey
document file contains

a) Plan for enhance survey

b) Access and lighting arrangement during survey
c) Area for which close up survey should be carried out close up survey
is (it arms length).
d) Thickness measurement.
e) Ships inspection report of cargo comportments and Ballast tanks
Regulation 26 Check SOPEP is on board,
Regulation 20 Oil Record book (Old Record to keep on board till 3
years).
SOPEP MUST be stamped and approved by Govt of India, DGS
surveyor.

CREW ACCOMODATION:- the Indian Govt has regulations in Merchant

Shipping Act because India complies with ILO Convention No. 55 which gives
details of accommodation of crew, each cabin should be marked as fit for
seamen etc. and should comply with the requirements of size cabin sanitary
arrangements etc.

In addition recreation facilities, mess room and washing and drying facilities
are required which I will check whether are satisfactory as per Merchant
Shipping Act.
MACH / BOILER:- Boiler should have enough capacity of steam production
capacity so as to meet the needs

a)
b)
c)
d)

COPS TURBIMES
CARO HEATING SYSTEM
PRODUCTION OF INERT GAS
On many tankers the deck machinery was also seam (driven specially
on
old ships)

Boiler combustion control are proper 15 20% excess air are supplied in
boiler.

Steering gear of such ship (VLCC) must be fitted with a safematic system so
that in case of Hyd fluid leakage, the pair of rams will automatically be
connected & disconnected to retain control required for tanker above 70000
DWT.

All certificates to be issued by Govt. of India will be checked as issued by

Govt of India DGS.

EX IOPP
SAFCON
SEQ
ILLC

However certificate of class may continue enforced if classification society

is not changed.

Therefore continuous Survey of Machinery Record quarterly listing record,

will check.

The enhance survey should have been conducted for this ship as per Reg.
13G MARPOL Annex 1 and therefore such certificate and survey document fill
will be rechecked.

68.
Answer:- Classification societies are organisations that establish and apply
technical standards in relation to the design, construction, and survey of
marine related facilities including ships and off shore structures. The vast
majority of ships are built and surveyed as per standards laid down by
classification societies. These standards are issued by classification societies as
a published rules A vessel that has been designed and built to the appropriate
rules of a society may apply for a certificate of classification from that society
may apply for a certificate of classification from that society such certificate is
an attestation that a vessel is in compliance with the standards that have been
developed and published by the society issuing the classification certificate.
In UNCLOS convention of IMO responsibilities of flag state granting the
registration of a ship are outlined. Under article 94, the flag state must
effectively exercise its jurisdiction and control in administrative technical and
social matters over ships flying its flag........ many flag state countries in the
world dont have sufficient expertise, experience and technical manpower to
carry out the responsibilities of flag state nation regarding maintaining the
standards of ships flying their flag so SOLAS and other international
conventions permit the flat Administration to delegate the inspection and
survey of ships to Recognised Organisation.
Requirements for Recognised organisation are as follows :
1) R. O. must have established rules for design, construction and
maintenance of a ship.
2) Government representation is necessary
Classification society organisation structure must include a representative
from flag state nation placed at higher level in organisational 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.
So classification societies fulfilling above criterias will be given status of
recognised organisation by flag state to do duties on their behalf.
Limitations to the role of classification societies as R. O.:
1) Though many flag status delegate their authority of surveys and
certification to classification societies, flag state may not delegate all its
authority to class what all authorities are to be given to class will be
clearly mentioned in the agreement between flag state and class.
In some cases for e.g. class may undertake the survey of vessels under
certain convention i.e. SOLAS (surveys for safety construction, safety radio and
safety equipment) but class is not authorised to give certificates to vessels
under that convention. But under other conventions like MAROL, L.L. , or
Tonnage class can give certificate as well as carry out surveys also.
This will be mentioned in the agreement between flag state and
class.
2) Certain flag states e.g. India require that any statutory deficiency
observed by class surveyor during the survey of a vessel must be
reported o flag state and its permission taken for issuing outstanding
recommendation to the vessel for allowing the vessel to sail. Vessel will
be given certain period of time within that she has to fix that problem.
3) Many flag states dont allow class to carryout ISPS survey. As these are
country specific (port facilities are also involved in ISPS survey) And due
to security reasons flag state prefer to carry out ISPS survey reasons lag
state prefer to carry out ISPS survey themselves instead o delegating it
to class.

Q. 69. A ship on which you have joined as Chief Engineer is scheduled to be put in
active service after major lay-up and necessary repairs. State the survey
inspections and trials to be made by the surveyor in presence of Chief Engineer
and Master.

Major Lay Up: In this question it implies that the ship was not operational on
account of undertaking major surveys, repairs inclusive of Docking Survey. In such
cases trials are to be carried out.

Trials are not made by the surveyor. The Class surveyor witnesses the trials. It is the
responsibility of the ship owners to carry out the trials in presence of surveyor.

Machinery verification runs at the time of dry docking and at the

completion of significant repairing

-1. A dock trial is to be conducted at the time of dry-docking at least in the

following cases.
(1) When Main engine and/or Propulsion shafting system and/or Main generator
and/or
Prime mover for Main generator and/or Boiler and/or Steering gear were
overhauled for
repairing or inspection.

(2) When docking work was conducted for two weeks or longer.
It may be allowed to conduct mooring run for dock trial of Main engine, Propulsion
shafting system and Main boiler. But, in principle, dock trial must be conducted
prior to
sailing, and at least start engine / stop engine, change of ahead / astern and low
load
operation must be conducted at the dock trial. The operational test of the
machinery
concerned may be acceptable at the discretion of the attending surveyor only for
repairing of Main generator and/or Prime mover for Main generator and/or
Auxiliary
boiler and/or Steering gear.

-2. If the following significant repairs are carried out to main or auxiliary
machinery or steering
gear, consideration is to be given to a sea trial.
(1) The welding works for cracks of frame or bed plate of Main engine and/or
Prime mover
for Main generator.
(2) Renewal or repair of Crankshaft of Main engine and/or Prime mover for Main
generator.
(3) The repairing work for Camshaft and/or Camshaft driving device of Main
engine and/or
Prime mover for Main generator.
(4) Renewal or repair of main parts for Main engine and/or Prime mover for Main
generator.
(5) The repairing work for power transmission system of Propulsion shafting
system.
(6) Repair of Propulsion shafting system.
(7) The welding work for Boiler plates subjected to internal pressure.
(8) The repairing work for Propeller blades affected to the balancing of Propeller.
(9) The repairing work for main power transmission part of Steering gear including
Rudder
stock.
(10) Renewal of Main engine and/or Propulsion shafting system and/or Prime
mover for
Main generator and/or Boiler and/or Steering gear.
(11) Other significant repairs found.
The extent of sea trial and survey items depend on at the discretion of attending
surveyor in
addition to consideration of contents of the repairing work.
When repairing work for Main generator and/or Prime mover for Main generator
and/or

Auxiliary boiler were conducted, it may be allowed to conduct operational test of

subject
machinery instead of sea trial.

70
ANNUAL, INTERMEDIATE, RENEWAL/SPECIAL SURVEY
OCCASSIONAL SURVEYS

Certificate of Classification

1The Society will issue a Certificate of Classification for a ship registered in the
Classification Register in accordance with the provision its Rules. The Society will
issue a Provisional Certificate of Classification, which is valid until the issue of a
Certificate of Classification, for a ship which has been surveyed for classification
and reported by the Surveyors to be fit for classification.

2The Society will issue a Certificate of Classification for a registered ship once
the Special Survey has been completed in accordance with the provisions of the
Rules to the satisfaction of the Surveyor.

3The Society will endorse a Certificate of Classification when the Annual Survey
or the Intermediate Survey has been finished to the satisfaction of the Surveyor.

Class Maintenance Surveys

Class Maintenance Surveys consist of Periodical Surveys, Surveys under the

Planned Machinery Surveys and Occasional Surveys, which are as specified in the
following (1) to (3). At each of these surveys, inspections, tests or examinations
are to be carried out to verify that hull, machinery, equipment, fire-fighting
equipment, etc, are placed in good order.

(1) Periodical Surveys

(a)Annual Surveys
The surveys consist of general examinations of hull, machinery, equipment,
fire-fighting equipment, etc. as specified in Chapter 3 of this Part.

(b) Intermediate Surveys

The surveys consist of general examinations of hull, machinery, equipment,
fire-fighting equipment, etc. and detailed examinations of a certain part of
them as specified in Chapter 4 in this Part.

(c) Special Surveys

The surveys consist of detailed examinations of hull, machinery, equipment,

fire-fighting equipment, etc. as specified in Chapter 5 of this Part.

(d) Docking Surveys

The surveys consist of bottom inspections normally carried out in a dry-dock
or on slip-way as specified in Chapter 6 of this Part.

(e) Boiler Surveys

The surveys consist of open-up examinations and performance tests of
boilers as specified in Chapter 7 of this Part.

(f) Propeller Shaft and Stern Tube Shaft Surveys

The surveys consist of open-up examinations etc.of propeller shafts and the
stern tube shafts as specified in Chapter 8 of this Part.

(2) Planned Machinery Survey

(a) Continuous Machinery Survey (CMS):The Survey consists of open-up

examinations of machinery and equipment specified in Chapter 9 of this
Part which are to be carried out systematically, continuously and
sequentially so that each survey interval for all CMS items does not exceed
five years.

(b) Planned Machinery Maintenance Scheme (PMS):

The Survey consists of open-up examinations of machinery and equipment
specified in Chapter 9 of this Part which are to be carried out according to
the machinery maintenance scheme approved by the Society.

(c) Preventive Machinery Maintenance Scheme (PMMS):The Survey consists

of open-up examinations of machinery and equipment specified in
Chapter 9 of this Part which are to be carried out on the basis of the results
of regular condition monitoring and diagnoses according to the
machinery maintenance scheme approved by the Society.

(3) Occasional Surveys

The surveys consist of examinations of hull, machinery and equipment
including damaged part and of works for repairs, modifications or
conversions, which are carried out separately from (1) and (2) above.

STATUTORY SURVEYS

(1) SAFETY CONSTRUCTION -Initial Survey: The initial survey shall include a
COMPLETE INSPECTION of the structure, machinery and equipment. this survey
shall be such as to ENSURE that the arrangements, materials, scantlings and
workmanship of the structure, boilers and other pressure vessels, their
appurtenance, main and auxiliary machinery including steering gear and

associated control systems, electrical installations and other equipment COMPLY

with the requirements of the regulations, are in SATISFACTORY and are fit for the
service for which the ship is intended and that the required stability information is
provided. In case of tankers such a survey shall also include an inspection of the
pump rooms, cargo, bunker and ventilation piping systems and associated safety
devices.

(2) Renewal and Periodical Surveys

Shall include an INSPECTION of -------- referred to in para (1) to ENSURE that it

COMPLIES with the relevant requirements of the present regulations.

(3) Annual Survey

Shall include a GENERAL INSPECTION of the ------- referred to in para (1) to ensure
that it has BEEN MAINTAINED in accordance with 11(a) [Maintenance of conditions
after survey] and that it remains satisfactory for the service for which the ship is
intended.

(4) Intermediate Survey ( SC, OPP, SE for tanker . 10yrs)

The survey shall include an INSPECTION of (------ ) to ensure that they remain
SATISFACTORY for service for which the ship is intended. In the case of tankers,
the survey shall also include an inspection of the pump rooms, cargo, bunker and
ventilation piping systems and associated safety devices and testing of insulation
resistance of electrical installations in dangerous zones.
REVISED LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE
CARRIED ON BOARD SHIPS
1 The Facilitation Committee, at its nineteenth session, developed a list of
certificates and
documents required to be carried on board ships together with a brief description
of the purpose
of the certificates and other relevant documents. This work was carried out in
connection with
the provisions of section 2 of the annex to the FAL Convention concerning
formalities required
of shipowners by public authorities on the arrival, stay and departure of ships. The
Facilitation
Committee considered that these provisions should not be read as precluding a
requirement for
the presentation for inspection by the appropriate authorities of certificates and
other documents
carried by the ship pertaining to its registry, measurement, safety, manning,
classification and
other related matters.
2 The list, as approved by the Maritime Safety Committee, the Facilitation
Committee and
the Marine Environment Protection Committee, at their respective sessions, was
circulated under
symbol FAL.2/Circ.35-MEPC/Circ.207-MSC/Circ.593. The list was later revised and
circulated
under symbol FAL.2/Circ.42-MEPC/Circ.303-MSC/Circ.704, dated 21 September
1995 and
FAL/Circ.90-MEPC/Circ.368-MSC/Circ.946, dated 3 July 2000.
3 Due to amendments to the 1974 SOLAS Convention, as amended, which
entered into
force on 1 January 2002, 1 July 2002, 1 January 2004 and 1 July 2004,
respectively; and

amendments to MARPOL 73/78, which entered into force on 1 September 2002, as

well as the
entry into force of Annex IV of that Convention on 27 September 2003, the list has
been revised
to take account of the relevant provisions of the aforementioned amendments.
The revised list of
certificates and documents required to be carried on board ships, approved by FAL
31 (19 to
23 July 2004), MEPC 52 (11 to 15 October 2004) and MSC 79 (1 to 10 December
2004), is set
out at annex.
4 The certificates and documents this circular lists are only those required under
IMO instruments and it does not include certificates or documents required by
other international
organizations or governmental authorities.
5 Member Governments are invited to note the information provided in the annex
and take
action as appropriate.
6 This circular supersedes FAL/Circ.90-MEPC/Circ.368-MSC/Circ.946.
***

FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
I:\CIRC\FAL\02\87.doc
ANNEX
CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED
ON BOARD SHIPS
(Note: All certificates to be carried on board must be originals)
1 All ships Reference
International Tonnage Certificate (1969)
An International Tonnage Certificate (1969) shall be issued
to every ship, the gross and net tonnage of which have been
determined in accordance with the Convention.
Tonnage Convention,
article 7
International Load Line Certificate
An International Load Line Certificate shall be issued under
the provisions of the International Convention on Load
Lines, 1966, to every ship which has been surveyed and
marked in accordance with the Convention or the
Convention as modified by the 1988 LL Protocol, as
appropriate.
LL Convention,
article 16;
1988 LL Protocol,
article 18
International Load Line Exemption Certificate
An International Load Line Exemption Certificate shall be
issued to any ship to which an exemption has been granted
under and in accordance with article 6 of the Load Line
Convention or the Convention as modified by the
1988 LL Protocol, as appropriate.
LL Convention,
article 6;
1988 LL Protocol,

article 18
Intact stability booklet
Every passenger ship regardless of size and every cargo ship
of 24 metres and over shall be inclined on completion and
the elements of their stability determined. The master shall
be supplied with a Stability Booklet containing such
information as is necessary to enable him, by rapid and
simple procedures, to obtain accurate guidance as to the
stability of the ship under varying conditions of loading.
For bulk carriers, the information required in a bulk carrier
booklet may be contained in the stability booklet.
SOLAS 1974,
regulations II-1/22
and II-1/25-8;
1988 LL Protocol,
regulation 10
Damage control plans and booklets
On passenger and cargo ships, there shall be permanently
exhibited plans showing clearly for each deck and hold the
boundaries of the watertight compartments, the openings
therein with the means of closure and position of any
controls thereof, and the arrangements for the correction of
any list due to flooding. Booklets containing the
aforementioned information shall be made available to the
officers of the ship.
SOLAS 1974,
regulations II-1/23,
23-1, 25-8;
MSC/Circ.919
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Minimum safe manning document
Every ship to which chapter I of the Convention applies
shall be provided with an appropriate safe manning
document or equivalent issued by the Administration as
evidence of the minimum safe manning.
SOLAS 1974
(2000 amendments),
regulation V/14.2
Fire safety training manual
A training manual shall be written in the working language
of the ship and shall be provided in each crew mess room
and recreation room or in each crew cabin. The manual
shall contain the instructions and information required in
regulation II-2/15.2.3.4. Part of such information may be
provided in the form of audio-visual aids in lieu of the
manual.
SOLAS 1974
(2000 amendments),
regulation II-2/15.2.3
Fire Control plan/booklet
General arrangement plans shall be permanently exhibited
for the guidance of the ships officers, showing clearly for
each deck the control stations, the various fire sections
together with particulars of the fire detection and fire alarm
systems and the fire-extinguishing appliances etc.
Alternatively, at the discretion of the Administration, the
aforementioned details may be set out in a booklet, a copy
of which shall be supplied to each officer, and one copy
shall at all times be available on board in an accessible
position. Plans and booklets shall be kept up to date; any

alterations shall be recorded as soon as practicable.

A duplicate set of fire control plans or a booklet containing
such plans shall be permanently stored in a prominently
marked weathertight enclosure outside the deckhouse for the
assistance of shore-side fire-fighting personnel.
SOLAS 1974
(2000 amendments),
regulation II-2/15.2.4
On board training and drills record
Fire drills shall be conducted and recorded in accordance
with the provisions of regulations III/19.3 and III/19.5.
SOLAS 1974
(2000 amendments),
regulation II-2/15.2.2.5
Fire safety operational booklet
The fire safety operational booklet shall contain the
necessary information and instructions for the safe operation
of the ship and cargo handling operations in relation to fire
safety. The booklet shall be written in the working language
of the ship and be provided in each crew mess room and
recreation room or in each crew cabin. The booklet may be
combined with the fire safety training manuals required in
regulation II-2/15.2.3.
SOLAS 1974
(2000 amendments),
regulation II-2/16.2
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Certificates for masters, officers or ratings
Certificates for masters, officers or ratings shall be issued to
those candidates who, to the satisfaction of the
Administration, meet the requirements for service, age,
medical fitness, training, qualifications and examinations in
accordance with the provisions of the STCW Code annexed
to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978.
Formats of certificates are given in section A-I/2 of the
STCW Code. Certificates must be kept available in their
original form on board the ships on which the holder is
serving.
STCW 1978, article VI,
regulation I/2;
STCW Code, section A-I/2
International Oil Pollution Prevention Certificate
An international Oil Pollution Prevention Certificate shall
be issued, after survey in accordance with regulation 4 of
Annex I of MARPOL 73/78, to any oil tanker of 150 gross
tonnage and above and any other ship of 400 gross tonnage
and above which is engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to
MARPOL 73/78. The certificate is supplemented with a
Record of Construction and Equipment for Ships other than
Oil Tankers (Form A) or a Record of Construction and
Equipment for Oil Tankers (Form B), as appropriate.
MARPOL 73/78,
Annex I,
regulation 5
Oil Record Book
Every oil tanker of 150 gross tonnage and above and every
ship of 400 gross tonnage and above other than an oil tanker
shall be provided with an Oil Record Book, Part I

(Machinery space operations). Everyoil tanker of 150 gross

tonnage and above shall also be provided with an
Oil Record Book, Part II (Cargo/ballast operations).
MARPOL 73/78,
Annex I,
regulation 20
Shipboard Oil Pollution Emergency Plan
Every oil tanker of 150 gross tonnage and above and every
ship other than an oil tanker of 400 gross tonnage and above
shall carry on board a Shipboard Oil Pollution Emergency
Plan approved by the Administration.
MARPOL 73/78,
Annex I,
regulation 26
International Sewage Pollution Prevention Certificate
An International Sewage Pollution Prevention Certificate
shall be issued, after an initial or renewal survey in
accordance with the provisions of regulation 4 of Annex IV
of MARPOL 73/78, to any ship which is required to comply
with the provisions of that Annex and is engaged in voyages
to ports or offshore terminals under the jurisdiction of other
Parties to the Convention.
MARPOL 73/78,
Annex IV,
regulation 5;
MEPC/Circ.408
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Garbage Management Plan
Every ship of 400 gross tonnage and above and every ship
which is certified to carry 15 persons or more shall carry a
garbage management plan which the crew shall follow.
MARPOL 73/78,
Annex V,
regulation 9
Garbage Record Book
Every ship of 400 gross tonnage and above and every ship
which is certified to carry 15 persons or more engaged in
voyages to ports or offshore terminals under the jurisdiction
of other Parties to the Convention and every fixed and
floating platform engaged in exploration and exploitation of
the sea-bed shall be provided with a Garbage Record Book.
MARPOL 73/78,
Annex V,
regulation 9
Voyage data recorder system-certificate of compliance
The voyage data recorder system, including all sensors,
shall be subjected to an annual performance test. The test
shall be conducted by an approved testing or servicing
facility to verify the accuracy, duration and recoverability of
the recorded data. In addition, tests and inspections shall be
conducted to determine the serviceability of all protective
enclosures and devices fitted to aid location. A copy of the
certificate of compliance issued by the testing facility,
stating the date of compliance and the applicable
performance standards, shall be retained on board the ship.
SOLAS 1974,
regulation V/18.8
Cargo Securing Manual
All cargoes, other than solid and liquid bulk cargoes, cargo
units and cargo transport units, shall be loaded, stowed and

secured throughout the voyage in accordance with the Cargo

Securing Manual approved by the Administration. In ships
with ro-ro spaces, as defined in regulation II-2/3.41, all
securing of such cargoes, cargo units and cargo transport
units, in accordance with the Cargo Securing Manual, shall
be completed before the ship leaves the berth. The Cargo
Securing Manual is required on all types of ships engaged in
the carriage of all cargoes other than solid and liquid bulk
cargoes, which shall be drawn up to a standard at least
equivalent to the guidelines developed by the Organization.
SOLAS 1974
(2002 amendments),
regulations VI/5.6 and
VII/5;
MSC/Circ.745
Document of Compliance
A document of compliance shall be issued to every
company which complies with the requirements of the
ISM Code. A copy of the document shall be kept on board.
SOLAS 1974,
regulation IX/4;
ISM Code,
paragraph 13
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Safety Management Certificate
A Safety Management Certificate shall be issued to every
ship by the Administration or an organization recognized by
the Administration. The Administration or an organization
recognized by it shall, before issuing the Safety
Management Certificate, verify that the company and its
shipboard management operate in accordance with the
approved safety management system.
SOLAS 1974,
regulation IX/4;
ISM Code,
paragraph 13
International Ship Security Certificate (ISSC) or Interim
International Ship Security Certificate
An International Ship Security Certificate (ISSC) shall be
issued to every ship by the Administration or an
organization recognized by it to verify that the ship
complies with the maritime security provisions of SOLAS
chapter XI-2 and part A of the ISPS Code. An interim ISSC
may be issued under the ISPS Code part A, section 19.4.
SOLAS 1974
(2002 amendments),
regulation XI-2/9.1.1;
ISPS Code part A,
section 19 and appendices.
Ship Security Plan and associated records
Each ship shall carry on board a ship security plan approved
by the Administration. The plan shall make provisions for
the three security levels as defined in part A of the ISPS
Code. Records of the following activities addressed in the
ship security plan shall be kept on board for at least the
minimum period specified by the Administration:
.1 training, drills and exercises;
.2 security threats and security incidents;
.3 breaches of security;
.4 changes in security level;

.5 communications relating to the direct

security of the ship such as specific threats to
the ship or to port facilities the ship is, or has
been, in;
.6 internal audits and reviews of security
activities;
.7 periodic review of the ship security
assessment;
.8 periodic review of the ship security plan;
.9 implementation of any amendments to the
plan; and
.10 maintenance, calibration and testing of any
security equipment provided on board,
including testing of the ship security alert
system.
SOLAS 1974
(2002 amendments),
regulation XI-2/9;
ISPS Code part A,
sections 9 and 10
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Continuous Synopsis Record (CSR)
Every ship to which chapter I of the Convention applies
shall be issued with a Continuous Synopsis Record. The
Continuous Synopsis Record provides an on-board record of
the history of the ship with respect to the information
recorded therein.
SOLAS 1974
(2002 amendments),
regulation XI-1/5
2 In addition to the certificates listed in section 1 above,
passenger ships shall carry:
Passenger Ship Safety Certificate1
A certificate called a Passenger Ship Safety Certificate shall
be issued after inspection and survey to a passenger ship
which complies with the requirements of
chapters II-1, II-2, III and IV and any other relevant
requirements of SOLAS 1974. A Record of Equipment for
the Passenger Ship Safety Certificate (Form P) shall be
permanently attached.
SOLAS 1974,
regulation I/12, as
amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12,
(2000 amendments),
appendix
Exemption Certificate2
When an exemption is granted to a ship under and in
accordance with the provisions of SOLAS 1974, a
certificate called an Exemption Certificate shall be issued in
addition to the certificates listed above.
SOLAS 1974,
regulation I/12;
1988 SOLAS Protocol,
regulation I/12
Special Trade Passenger Ship Safety Certificate, Special
Trade Passenger Ship Space Certificate
A Special Trade Passenger Ship Safety Certificate issued

under the provisions of the Special Trade Passenger Ships

Agreement, 1971.
A certificate called a Special Trade Passenger Ship Space
Certificate shall be issued under the provisions of the
Protocol on Space Requirements for Special Trade
Passenger Ships, 1973.
STP 71, rule 5
SSTP 73,
rule 5
Search and rescue co-operation plan
Passenger ships to which chapter I of the Convention
applies shall have on board a plan for co-operation with
appropriate search and rescue services in event of an
emergency.
SOLAS 1974
(2000 amendments),
regulation V/7.3
1 The form of the Certificate and its Record of Equipment may be found in the
GMDSS amendments to
SOLAS 1974.
2 SLS.14/Circ.115 and Add.1 refers to the issue of exemption certificates.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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List of operational limitations
Passenger ships to which chapter I of the Convention
applies shall keep on board a list of all limitations on the
operation of the ship, including exemptions from any of the
SOLAS, regulations, restrictions in operating areas, weather
restrictions, sea state restrictions, restrictions in permissible
loads, trim, speed and any other limitations, whether
imposed by the Administration or established during the
design or the building stages.
SOLAS 1974
2000 amendments),
regulation V/30
Decision support system for masters
In all passenger ships, a decision support system for
emergency management shall be provided on the navigation
bridge.
SOLAS 1974,
regulation III/29
3 In addition to the certificates listed in section 1 above,
cargo ships shall carry:
Cargo Ship Safety Construction Certificate3
A certificate called a Cargo Ship Safety Construction
Certificate shall be issued after survey to a cargo ship of
500 gross tonnage and over which satisfies the requirements
for cargo ships on survey, set out in regulation I/10 of
SOLAS 1974, and complies with the applicable
requirements of chapters II-1 and II-2, other than those
relating to fire-extinguishing appliances and fire control
plans.
SOLAS 1974,
regulation I/12,
as amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12
Cargo Ship Safety Equipment Certificate4
A certificate called a Cargo Ship Safety Equipment
Certificate shall be issued after survey to a cargo ship of

500 gross tonnage and over which complies with the

relevant requirements of chapters II-1 and II-2 and III and
any other relevant requirements of SOLAS 1974. A Record
of Equipment for the Cargo Ship Safety Equipment
Certificate (Form E) shall be permanently attached.
SOLAS 1974,
regulation I/12,
as amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12
(2000 amendments),
appendix
3 The form of the Certificate may be found in the GMDSS amendments to SOLAS
1974.
4 The form of the Certificate and its Record of Equipment may be found in the
GMDSS amendments to
SOLAS 1974.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Cargo Ship Safety Radio Certificate5
A certificate called a Cargo Ship Safety Radio Certificate
shall be issued after survey to a cargo ship of 300 gross
tonnage and over, fitted with a radio installation, including
those used in life-saving appliances, which complies with
the requirements of chapters III and IV and any other
relevant requirements of SOLAS 1974. A Record of
Equipment for the Cargo Ship Safety Radio Certificate
(Form R) shall be permanently attached.
SOLAS 1974,
regulation I/12,
as amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12
Cargo Ship Safety Certificate
A certificate called a Cargo Ship Safety Certificate may be
issued after survey to a cargo ship which complies with the
relevant requirements of chapters II-1, II-2, III, IV and V
and other relevant requirements of SOLAS 1974 as
modified by the 1988 SOLAS Protocol, as an alternative to
the above cargo ship safety certificates. A Record of
Equipment for the Cargo Ship Safety Certificate (Form C)
shall be permanently attached.
1988 SOLAS Protocol,
regulation I/12
(2000 amendments),
appendix
Exemption Certificate6
When an exemption is granted to a ship under and in
accordance with the provisions of SOLAS 1974, a
certificate called an Exemption Certificate shall be issued in
addition to the certificates listed above.
SOLAS 1974,
regulation I/12 ;
1988 SOLAS Protocol,
regulation I/12
Document of authorization for the carriage of grain
A document of authorization shall be issued for every ship
loaded in accordance with the regulations of the
International Code for the Safe Carriage of Grain in Bulk

either by the Administration or an organization recognized

by it or by a Contracting Government on behalf of the
Administration. The document shall accompany or be
incorporated into the grain loading manual provided to
enable the master to meet the stability requirements of the
Code.
SOLAS 1974,
regulation VI/9;
International Code for the
Safe Carriage of Grain in
Bulk, section 3
5 The form of the Certificate and its Record of Equipment may be found in the
GMDSS amendments to
SOLAS 1974.
6 SLS.14/Circ.115 and Add.1 refers to the issue of exemption certificates.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Certificate of insurance or other financial security in
respect of civil liability for oil pollution damage
A certificate attesting that insurance or other financial
security is in force shall be issued to each ship carrying
more than 2,000 tons of oil in bulk as cargo. It shall be
issued or certified by the appropriate authority of the State
of the ship's registry after determining that the requirements
of article VII, paragraph 1, of the CLC Convention have
been complied with.
CLC 1969,
article VII
Certificate of insurance or other financial security in
respect of civil liability for oil pollution damage
A certificate attesting that insurance or other financial
security is in force in accordance with the provisions of the
1992 CLC Convention shall be issued to each ship carrying
more than 2,000 tons of oil in bulk as cargo after the
appropriate authority of a Contracting State has determined
that the requirements of article VII, paragraph 1, of the
Convention have been complied with. With respect to a
ship registered in a Contracting State, such certificate shall
be issued by the appropriate authority of the State of the
ships registry; with respect to a ship not registered in a
Contracting State, it may be issued or certified by the
appropriate authority of any Contracting State.
CLC 1992,
article VII
Enhanced survey report file
Bulk carriers and oil tankers shall have a survey report file
and supporting documents complying with paragraphs 6.2
and 6.3 of annex A and annex B of resolution A.744 (18)
Guidelines on the enhanced programme of inspections
during surveys of bulk carriers and oil tankers.
SOLAS 1974
(2002 amendments),
regulation XI-1/2;
resolution A.744(18)
Record of oil discharge monitoring and control system
for the last ballast voyage
Subject to provisions of paragraphs (4), (5), (6) and (7) of
regulation 15 of Annex I of MARPOL 73/78, every oil
tanker of 150 gross tonnage and above shall be fitted with
an oil discharge monitoring and control system approved by
the Administration. The system shall be fitted with a

recording device to provide a continuous record of the

discharge in litres per nautical mile and total quantity
discharged, or the oil content and rate of discharge. This
record shall be identifiable as to time and date and shall be
kept for at least three years.
MARPOL 73/78,
Annex I,
regulation 15(3)(a)
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Cargo Information
The shipper shall provide the master or his representative
with appropriate information, confirmed in writing, on the
cargo, in advance of loading. In bulk carriers, the density of
the cargo shall be provided in the above information.
SOLAS 1974,
regulations VI/2
and XII/10;
MSC/Circ.663
Bulk Carrier Booklet
To enable the master to prevent excessive stress in the ship's
structure, the ship loading and unloading solid bulk cargoes
shall be provided with a booklet referred to in SOLAS
regulation VI/7.2. The booklet shall be endorsed by the
Administration or on its behalf to indicate that SOLAS
regulations XII/4, 5, 6 and 7, as appropriate, are complied
with. As an alternative to a separate booklet, the required
information may be contained in the intact stability booklet.
SOLAS 1974,
regulations VI/7 and;
XII/8;
Code of Practice for the
Safe Loading and
Unloading of Bulk Carriers
(BLU Code)
Dedicated Clean Ballast Tank Operation Manual
Every oil tanker operating with dedicated clean ballast tanks
in accordance with the provisions of regulation 13(10) of
Annex I of MARPOL 73/78 shall be provided with a
Dedicated Clean Ballast Tank Operation Manual detailing
the system and specifying operational procedures. Such a
Manual shall be to the satisfaction of the Administration and
shall contain all the information set out in the Specifications
referred to in paragraph 2 of regulation 13A of Annex I of
MARPOL 73/78.
MARPOL 73/78,
Annex I,
regulation 13A
Crude Oil Washing Operation and Equipment
Manual (COW Manual)
Every oil tanker operating with crude oil washing systems
shall be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying
operational procedures. Such a Manual shall be to the
satisfaction of the Administration and shall contain all the
information set out in the specifications referred to in
paragraph 2 of regulation 13B of Annex I of
MARPOL 73/78.
MARPOL 73/78,
Annex I,
regulation 13B

FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Condition Assessment Scheme (CAS) Statement of
Compliance, CAS Final Report and Review Record
A Statement of Compliance shall be issued by the
Administration to every oil tanker which has been surveyed
in accordance with the requirements of the Condition
Assessment Scheme (CAS) (resolution MEPC.94(46), as
amended) and found to be in compliance with these
requirements. In addition, a copy of the CAS Final Report
which was reviewed by the Administration for the issue of
the Statement of Compliance and a copy of the relevant
Review Record shall be placed on board to accompany the
Statement of Compliance.
MARPOL 73/78,
Annex I
(2001 amendments
(resolution MEPC.95(46)),
regulation 13G;
resolution MEPC.94(46)
Hydrostatically Balanced Loading (HBL) Operational
Manual
Every oil tanker which, in compliance with
regulation 13G(6)(b), operates with Hydrostatically
Balanced Loading shall be provided with an operational
manual in accordance with resolution MEPC.64(36).
MARPOL 73/78,
Annex I
(2001 amendments
(resolution MEPC.95(46)),
regulation 13G
Oil Discharge Monitoring and Control (ODMC)
Operational Manual
Every oil tanker fitted with an Oil Discharge Monitoring
and Control system shall be provided with instructions as to
the operation of the system in accordance with an
operational manual approved by the Administration.
MARPOL 73/78,
Annex I,
regulation 15(3)(c)
Subdivision and stability information
Every oil tanker to which regulation 25 of Annex I of
MARPOL 73/78 applies shall be provided in an approved
form with information relative to loading and distribution of
cargo necessary to ensure compliance with the provisions of
this regulation and data on the ability of the ship to comply
with damage stability criteria as determined by this
regulation.
MARPOL 73/78,
Annex I,
regulation 25
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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4 In addition to the certificates listed in sections 1 and 3
above, where appropriate, any ship carrying noxious
liquid chemical substances in bulk shall carry:
International Pollution Prevention Certificate for the

Carriage of Noxious Liquid Substances in Bulk

(NLS Certificate)
An international pollution prevention certificate for the
carriage of noxious liquid substances in bulk
(NLS certificate) shall be issued, after survey in accordance
with the provisions of regulation 10 of Annex II of
MARPOL 73/78, to any ship carrying noxious liquid
substances in bulk and which is engaged in voyages to ports
or terminals under the jurisdiction of other Parties to
MARPOL 73/78. In respect of chemical tankers, the
Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk and the International Certificate of
Fitness for the Carriage of Dangerous Chemicals in Bulk,
issued under the provisions of the Bulk Chemical Code and
International Bulk Chemical Code, respectively, shall have
the same force and receive the same recognition as the
NLS certificate.
MARPOL 73/78,
Annex II,
regulations 11 and 12A
Cargo record book
Every ship to which Annex II of MARPOL 73/78 applies
shall be provided with a Cargo Record Book, whether as
part of the ship's official log book or otherwise, in the form
specified in appendix IV to the Annex.
MARPOL 73/78,
Annex II,
regulation 9
Procedures and Arrangements Manual (P & A Manual)
Every ship certified to carry noxious liquid substances in
bulk shall have on board a Procedures and Arrangements
Manual approved by the Administration.
Resolution MEPC.18(22),
chapter 2;
MARPOL 73/78,
Annex II,
regulations 5, 5A and 8
Shipboard Marine Pollution Emergency Plan for
Noxious Liquid Substances
Every ship of 150 gross tonnage and above certified to carry
noxious liquid substances in bulk shall carry on board a
shipboard marine pollution emergency plan for noxious
liquid substances approved by the Administration.
MARPOL 73/78,
Annex II,
regulation 16
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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5 In addition to the certificates listed in sections 1 and 3
above, where applicable, any chemical tanker shall
carry:
Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk
A certificate called a Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk, the model form of which
is set out in the appendix to the Bulk Chemical Code, should
be issued after an initial or periodical survey to a chemical
tanker engaged in international voyages which complies
with the relevant requirements of the Code.
Note: The Code is mandatory under Annex II of
MARPOL 73/78 for chemical tankers constructed

before 1 July 1986.

or
BCH Code,
section 1.6;
BCH Code as modified by
resolution MSC.18(58),
section 1.6
International Certificate of Fitness for the Carriage of
Dangerous Chemicals in Bulk
A certificate called an International Certificate of Fitness for
the Carriage of Dangerous Chemicals in Bulk, the model
form of which is set out in the appendix to the International
Bulk Chemical Code, should be issued after an initial or
periodical survey to a chemical tanker engaged in
international voyages which complies with the relevant
requirements of the Code.
Note: The Code is mandatory under both chapter VII of
SOLAS 1974 and Annex II of MARPOL 73/78 for
chemical tankers constructed on or after 1 July 1986.
IBC Code,
section 1.5;
IBC Code as modified by
resolutions MSC.16(58)
and MEPC.40(29),
section 1.5
6 In addition to the certificates listed in sections 1 and 3
above, where applicable, any gas carrier shall carry:
Certificate of Fitness for the Carriage of Liquefied Gases
in Bulk
A certificate called a Certificate of Fitness for
the Carriage of Liquefied Gases in Bulk, the model form of
which is set out in the appendix to the Gas Carrier Code,
should be issued after an initial or periodical survey to a gas
carrier which complies with the relevant requirements of the
Code.
GC Code,
section 1.6
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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International Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk
A certificate called an International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk, the model form
of which is set out in the appendix to the International Gas
Carrier Code, should be issued after an initial or periodical
survey to a gas carrier which complies with the relevant
requirements of the Code.
Note: The Code is mandatory under chapter VII of SOLAS
1974 for gas carriers constructed on or after 1 July
1986.
IGC Code,
section 1.5;
IGC Code as modified by
resolution MSC.17(58),
section 1.5
7 In addition to the certificates listed in sections 1, and 2
or 3 above, where applicable, any high-speed craft shall
carry:
High-Speed Craft Safety Certificate
A certificate called a High-Speed Craft Safety Certificate
shall be issued after completion of an initial or renewal

survey to a craft which complies with the requirements of

the 1994 HSC Code or the 2000 HSC Code, as appropriate.
SOLAS 1974,
regulation X/3;
1994 HSC Code,
section 1.8;
2000 HSC Code,
section 1.8
Permit to Operate High-Speed Craft
A certificate called a Permit to Operate High-Speed Craft
shall be issued to a craft which complies with the
requirements set out in paragraphs 1.2.2 to 1.2.7 of the 1994
HSC Code or the 2000 HSC Code, as appropriate.
1994 HSC Code,
section 1.9;
2000 HSC Code,
section 1.9
8 In addition to the certificates listed in sections 1, and 2
or 3 above, where applicable, any ship carrying
dangerous goods shall carry:
Document of compliance with the special requirements
for ships carrying dangerous goods
The Administration shall provide the ship with an
appropriate document as evidence of compliance of
construction and equipment with the requirements of
regulation II-2/19 of SOLAS 1974. Certification for
dangerous goods, except solid dangerous goods in bulk, is
not required for those cargoes specified as class 6.2 and 7
and dangerous goods in limited quantities.
SOLAS 1974,
(2000 amendments),
regulation II-2/19.4
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
Page 15
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9 In addition to the certificates listed in sections 1, and 2
or 3 above, where applicable, any ship carrying
dangerous goods in packaged form shall carry:
Dangerous goods manifest or stowage plan
Each ship carrying dangerous goods in packaged form shall
have a special list or manifest setting forth, in accordance
with the classification set out in the IMDG Code, the
dangerous goods on board and the location thereof. Each
ship carrying dangerous goods in solid form in bulk shall
have a list or manifest setting forth the dangerous goods on
board and the location thereof. A detailed stowage plan,
which identifies by class and sets out the location of all
dangerous goods on board, may be used in place of such a
special list or manifest. A copy of one of these documents
shall be made available before departure to the person or
organization designated by the port State authority.
SOLAS 1974,
(2002 amendments),
regulations VII/4.5 and
VII/7-2;
MARPOL 73/78,
Annex III,
regulation 4
10 In addition to the certificates listed in sections 1, and 2
or 3 above, where applicable, any ship carrying
INF cargo shall carry:
International Certificate of Fitness for the Carriage of

INF Cargo
A ship carrying INF cargo shall comply with the
requirements of the International Code for the Safe Carriage
of Packaged Irradiated Nuclear Fuel, Plutonium and
High-Level Radioactive Wastes on Board Ships (INF Code)
in addition to any other applicable requirements of the
SOLAS regulations and shall be surveyed and be provided
with the International Certificate of Fitness for the Carriage
of INF Cargo.
SOLAS 1974,
regulation VII/16;
INF Code
(resolution MSC.88(71)),
paragraph 1.3
11 In addition to the certificates listed in sections 1, and 2
or 3 above, where applicable, any Nuclear Ship shall
carry:
A Nuclear Cargo Ship Safety Certificate or Nuclear
Passenger Ship Safety Certificate, in place of the Cargo
Ship Safety Certificate or Passenger Ship Safety
Certificate, as appropriate.
Every Nuclear powered ship shall be issued with the
certificate required by SOLAS chapter VIII.
SOLAS 1974,
regulation VIII/10
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
Page 16
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Other certificates and documents which are not mandatory
Special purpose ships
Special Purpose Ship Safety Certificate
In addition to SOLAS certificates as specified in
paragraph 7 of the Preamble of the Code of Safety for
Special Purpose Ships, a Special Purpose Ship Safety
Certificate should be issued after survey in accordance with
the provisions of paragraph 1.6 of the Code for Special
Purpose Ships. The duration and validity of the certificate
should be governed by the respective provisions for cargo
ships in SOLAS 1974. If a certificate is issued for a special
purpose ship of less than 500 gross tonnage, this certificate
should indicate to what extent relaxations in accordance
with 1.2 were accepted.
Resolution A.534(13) as
amended by
MSC/Circ.739;
SOLAS 1974,
regulation I/12;
1988 SOLAS Protocol,
regulation I/12
Offshore support vessels
Certificate of Fitness for Offshore Support Vessels
When carrying such cargoes, offshore support vessels
should carry a Certificate of Fitness issued under the
"Guidelines for the Transport and Handling of Limited
Amounts of Hazardous and Noxious Liquid Substances in
Bulk on Offshore Support Vessels". If an offshore support
vessel carries only noxious liquid substances, a suitably
endorsed International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in Bulk may be
issued instead of the above Certificate of Fitness.
Resolution A.673(16);
MARPOL 73/78,

Annex II,
regulation 13(4)
Diving systems
Diving System Safety Certificate
A certificate should be issued either by the Administration
or any person or organization duly authorized by it after
survey or inspection to a diving system which complies with
the requirements of the Code of Safety for Diving Systems.
In every case, the Administration should assume full
responsibility for the certificate.
Resolution A.536(13),
section 1.6
Dynamically supported craft
Dynamically Supported Craft Construction and
Equipment Certificate
To be issued after survey carried out in accordance with
paragraph 1.5.1(a) of the Code of Safety for Dynamically
Supported Craft.
Resolution A.373(X),
section 1.6
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
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Mobile offshore drilling units
Mobile Offshore Drilling Unit Safety Certificate
To be issued after survey carried out in accordance with the
provisions of the Code for the Construction and Equipment
of Mobile Offshore Drilling Units, 1979, or, for units
constructed on or after 1 May 1991, the Code for the
Construction and Equipment of Drilling Units, 1989.
Resolution A.414(XI),
section 1.6;
Resolution A.649(16)
section 1.6;
Resolution A.649(16) as
modified by
resolution MSC.38(63),
section 1.6
Wing-In-Ground (WIG) Craft
Winginground Craft Safety Certificate
A certificate called a WIG Craft Safety Certificate should be
issued after completion of an initial or renewal survey to a
craft, which complies with the provisions of the Interim
Guidelines for WIG craft.
MSC/Circ.1054,
section 9
Permit to Operate WIG Craft
A permit to operate should be issued by the Administration
to certify compliance with the provisions of the Interim
Guidelines for WIG craft.
MSC/Circ.1054,
section 10
Noise levels
Noise Survey Report
A noise survey report should be made for each ship in
accordance with the Code on Noise Levels on Board Ships.
Resolution A.468(XII),
section 4.3

72.
As a Chief Engineer on a vessel scheduled to make a voyage from
India to the U.S. Coast, list the salient items you will inspect, machinery
installations you will ensure for satisfactory operation and documents you
will keep handy for making a satisfactory voyage. Give reasoning in each
case.
Ans. The salient items to be injected on a vessel scheduled to make a voyage
from India to US coast are:-

I.S.M. Code

(a) Confirm that there is a Company Safety & Environmental Protection

Policy on board & that all the key Personnel are familiar with Safety
Management System (SMS).
(b) Ensure the Safety Management Documentation & Manual are upto date
& reality available.
(c) All personnel should be able to give the identity at D.P.A. (Designated
Person Ashore) who is to be contacted for a energy ensure procedure
are in place to establishing to maintaining contact with shore
management through the DPA in an emergency.
(d) Records for maintenance, periodic testing, training drills, books & safety
register are to be updated.
(e) Ensue that you (C/E) are familiar with any non conformity that has been
reported to the company & what corrective action is to be taken.
Communication:-

Ensure that all key personnel are able to communicate & understand each
others signals during drills.

Fire drills & Fire equipment:-

Confirm that all crew members can titrate the fire alarm & know the location
of battens & are familiar within the documented procedures for reporting the
fire to the bridge & sections to be taken check whether all the fire fighting
parties promptly master at the Designated Station, when the alarms
sounded during a smelted fire drill, confirm that all crew members are able to
demonstrate he correct are at the appropriate fire fighting equipments.
Ensure that the following items are functioning correctly

the doors, including remote operation (if applicable)

fire dangers & smoke pips, quick closing valves; spicy stops of fans & F.O.
pumps; Fire detection & Fire alarm system; Main & Spicy fire pumps.

Bunkering Operation:-

Ensure Bunkers Procedures are posted, understood by all personnel & Spill
Equipments are readily available. Test the means of communication between
ships bunkering personnel & shore procedures to report & detail with oil spills
should be understood by all (SOPEP)

Control of oily mixtures from machinery spaces:-

Ensure that all the operational requirements of Marpol Annex I have been
complied within taking rate account

1) The quantity of sludge / oil residues being generated daily

2) The capacity at sludge & bilge water holding tanks
3) The capacity at oily water separator / incinerator. Ensure both OWS &
incinerates are functioning properly.
4) Check that oil record book is upto date & correctly filled up.
5) Ensure correct use at reception facilities, inadequate facilities noted &
reported by the master to the has state
6) Ensure that responsible persons are familiar with the procedure for
handling sludge & bilge water.
Operation of Machinery Installations:-

1) Emergency & stlby sources at electrical power to be listed but they are
readily available. Especially in a black art situation stand by generator
engines automatic start to be tried out.
2) Check that the load sharing system at generators is tested is functioning
correctly.
3) Confirm Emergency stop for pump & blower functioning properly.
4) Emergency generator, Emergency Air Compressor, Emergency steering
arrangement Emergency bilge suction & bilge pumps to be working with
record of all maintenance upto date .
5) Try out M.E. start from local control station.
6) Check life boat & rescue boat engines are working correctly.
7) Check proper functioning of safety cut-outs of ME; Aux / engine & boiler.

Basically the most important aspect at ship operation is conformance at ISM

on board as any deviation will mean a major non conformity.

Communication is the next single most important factor while dealing with
emergencies.

Most common emergencies on board is a fire hence impacting knowledge

about fighting fire & its equipments is paramount in savings line ship.

Oil pollution liabilities may be so with that may can even shake up big oil
companies, hence control oil / bunker operation is important in day to day
operation as a Chief Engineer.

Lastly keeping all machinery installations up to the mark with

documentations can enable satisfactory peacefully sailing for Chief Engineer
& all onboard
82

Classification society are neutral third party survey organization under taking ship
survey in support of insurers. The societies are the primary means by
which the shipping industry regulates itself and verifies the maintenance
of ship safety. Classification society establish and apply technical
requirements for the design, construction and survey of marine related
facilities. The requirements are published as classification rules.
SOLAS and other International conventions permit the flag administration
to delegate inspection and survey of ships to classification society. Thus
a classification society becomes a recognized organization by the flag
state. When issuing or endorsing statutory certificate on behalf of the
flag administration verify that the condition of ship confirms with relevant
rules and regulations of the flag state (i.e.) it performs a Governmental
function). However, it needs to be clearly understood that the primary
objective of a classification society is to undertake ship survey in
accordance with the class rules.
Maintenance of class depends on the program of periodical Hull and
machinery surveys, being carried out within stipulated periods. Survey
programmes comprise of special, annual and Intermediate surveys.
Classification societies however, are private entities and class surveyors
are not a substitute for governmental officials who have enforcement
powers.
1.

Special Surveys : Special surveys of hull and machinery are carried out
at 5 yearly intervals in order to establish the condition of hull structure /
machinery respectively, to confirm that the same is in accordance with
the class requirements. Special surveys are intended to detect possible
damages and establish that extent of any deterioration following
satisfactory completion of special surveys, a new certificate of class is
issued by the society.

2.

Annual Survey : Must be carried-out 3 months before or after each

anniversary date of completion, commissioning or special survey in order
to confirm that the general condition of the vessel is maintained at a
satisfactory level. following satisfactory completion of annual survey, the
certificate of class is endorsed by the class surveyor.

3.

Intermediate surveys : are carried out on all ships, instead of either

second or third annual survey.

4.

Docking Surveys : Docking surveys are carried-out by arrangement

with owners ships under 15 years old must be examined in dry dock
twice in any 5 year period, not more than 3 years may elapse between
docking ships with 15 or more years old, must be examined in dry dock
at 2 yearly intervals with extension to 2 1/2 years, when suitable high
resistance paint is applied to the underwater portion of the hull.

5.

Continuous Surveys : Continuous survey of hull are permitted on all

ships other than bulk carriers, combination carriers and oil tankers, which
are now subjected to enhanced surveys. All hull compartments are to be
opened up for survey and testing in rotation with 5 years interval
between examination of each part.

6.

Continuous survey of machinery : are carried-out every 5 years, with

parallel arrangement as for the hull.

7.

C/E's examination of Machinery : May be made where the society

agrees to some items of machinery being examined by the Chief
Engineer at ports where the society is not represented or where
practicable at sea. A limited confirmatory survey is carried out at the
next post where the society surveyor is available. Where an approved
planned maintenance system operates.
Confirmatory surveys may be held at annual intervals.

8.

In-water surveys : May be accepted in line of one of the two docking

surveys required every the information, normally obtained from docking
surveys. The beam must be greater than 30m (or as agreed) and a
suitable high resistance paint must have been applied to the under water
portion of the hull.

9.

I. G. System Survey : Annual survey. In addition, on ship to which IGS

notation has been assigned, a special survey of the IG plant must be
carried out every 5 years.
LIMITATIONS OF CLASSIFICATION SOCIETY
While the authority to carry-out statutory surveys and inspections on
behalf of flag administration may be delegated to the RO, the powers of
enforcement of R.O. are limited when required repairs or corrective
actions are not carried out or a survey is not passed satisfactorily, R.O.'s
do not have the powers need to detain the ship. At the most R.O. can
withdraw the statutory certificates or declare them invalid, and notify the
ships flag state and the port state where vessel happens to be located
for further action.
Also, classification societies are not guarantors of safety of life at sea or
the seaworthiness of vessel because classification society has no control
over how a vessel is operated and maintained in between the periodic
surveys which it conducts. Therefore, responsible ship owners employ
highly qualified superintendents, carry out vessels maintenance on a
regular basis and ensure that their ships undergo all class surveys and
retain class.

94(a)
INTERNATIONAL CONVENTION ON LOAD LINES, 1966, or
PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL CONVENTION ON
LOAD LINE, 1966
RECORD OF CONDITIONS OF ASSIGNMENT
TERMINOLOGY CONDITIONS OF ASSIGNMENT REFER TO
INTERNATIONAL LOAD LINE CONVENTION.

Conditions of Assignments deal with following in order to determine the load

lines. Master of the ship must be provided with information on conditions
implemented on their ships.
It is imperative that the items coming under each heads below are maintained
as described. It is only when the conditions are met that the assumptions
considered for maximum inclination hold true. Unfortunately poor maintenance
of these items, however trivial they may appear can be catastrophic and lead to
uncontrolled flooding

REG 10 _- REG 26

1. LOADING INFORMATION (Reg. 10(1))

2. SUPERSTRUCTURE END BULKHEADS (Reg. 11)

2. OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS (Regs. 12, 17 & 18)

3. DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND

DECKHOUSES PROTECTING.

4. OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS .

5. HATCHWAYS AT POSITION 1 AND 2 CLOSED BY PORTABLE COVERS AND
SECURED WEATHERTIGHT BY TARPAULINS AND BATTENING DEVICES (Reg.
6. VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS (POSITION 1
AND 2) (Reg. 19).
7. AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS (Reg. 20)

8. CARGO PORT AND OTHER SIMILAR OPENINGS (Reg. 21)

9. SCUPPERS, INLETS AND DISCHARGES (Reg.22)

10. SIDE SCUTTLES (Reg. 23)
11. FREEING PORTS (Reg. 24)

12. PROTECTION OF THE CREW (Regs. 25 & 26)

13.TIMBER DECK CARGO FITTINGS (Reg. 44)

96

Statutory certificates & documents to be carried on board by all ships.

LI-2
LI-10

15)

Sr. No.
1.

2.

Name of Certificate
Reference
International Tonnage Tonnage convention Article 7
certificate 1969
International Load line
certificate
L.L. convention (1966) Article 16
L.L. Protocol (1988) Article 18

3.

International load line L.L. convention (1966) Article 6

exemption certificate
LL. Protocol (1988) Article 18
Intact stability Book let

4.

Solas (1974) Reg.

1/25 - 8

II-1/22 & II -

L.L. Protocol (1988)

Regulation 10
5.
Damage control Plans Solas 74 Reg. II - 1/23
& Booklets.
2-3-1, 25-8
MSC / Circ 919.
6.

Minimum safe manning

document.
SOLAS 74
2000 Amendment
Reg. V/14-2

7.

Fire
safety
manual

Training
Solas'74 (2000 Amend)
Reg. II 2/15.2.3

Fire control Plan / Book

let
8.
Solas 1974 (2000 Amend)
9.

Onboard Training
Drills Record.

& Reg. II-2 / 15.2.4

Solas'74 (2000 Amend't)
Reg. II-2 / 15.2.25

Fire Safety Operational

Booklet
10.
Solas '74 (2000 Amendt)
11.

Certificates
masters, officers
Ratings.

for Reg. II-2/16-2

or
STCW 1978 Art VI Reg I/2
STCW Code Sect A-I/2

12.

International
oil
pollution
Prevention

13.

Certificate.

Marpol 73/78

Oil Record Book

Annex I, Reg. 5
MARPOL - 73/78

14.

International
sewage Annex I Reg. 26
pollution
prevention
certificate.
MARPOL 73/78
Annex IV Reg.5

15.

Garbage
Plan

uanacement MEPC / circ 408

MARPOL 73/78

16.

Annex V Reg. 9
Garbage Record Book

17.

18.

MARPOL 73/78
Voyage data recorder
system certificate of Annex V Reg. 9
compliance
Solas 74 Reg.
Document
of
compliance
V / 18-8
SOLAS 74
Reg. IX / 4
ISM Code, Para 13

A.

Additional certificates carried by the vessels carrying Dangerous

Goods.

1.

Document of compliance :
With the special requirements for ships carrying dangerous goods as per
SOLAS 1974 (2000 Amendments) regulation II-2/19.4.
The administration shall provide the ship with an appropriate document
as evidence of compliance of construction and equipment with the
requirements of regulations II-2/19 of solas 1974.

2.

Dangerous Goods manifest or STOWAGE PLAN Detailed in IMDG code.

B.

Additional certificates carried by the vessels carrying NOXIOUS

LIQUID CHEMICAL SUBSTANCES IN BULK.

1.

International pollution prevention certificate for the carriage of Noxious

Liquid substances in Bulk (NLS Certificate)
This certificate will be issued after survey in accordance with the
provision of regulations 10 of Annex II of MARPOL 73/78 and regulation
11 & 12 A.

2.

Cargo Record Book

As per MARPOL 73/78 Annex II, Req.9 Every ship to which annex II of
Marpol 73/78 applies shall be provided with a cargo Record Book,
whether as part of the ships official log book or other wise in the form
specified in appendix IV to the Annex.

C.

Additional Certificates carried by Gas Tankers

1.

Certificate of Fitness for the carriage of liquefied Gases in Bulk.

This certificate should be issued after an initial or periodical survey to a

Gas carrier which complies with the relevant requirements of the Gas
carrier code (G.C. Code) Section 1.6.
2.

International Certificate of Fitness for the carriage of liquefied Gases in

Bulk.
This certificate should be issued after an initial or periodical survey to a
gas carrier which complies with the relevant requirements of the
International Gas carrier Code.
The code is mandatory under Chapter VII of SOLAS 1974 for gas carriers
constructed on or after 1 July 1986.
Reference :

IGC Code Section 1.5

IGC Code as modified by
resolution nsc 17 (58)
Section 1.5

98

Most of the merchant ships trade internationally all over the world. Many
companies today employ multinational crew on board. People from different
countries not only have different cultures but have different beliefs values and
attitudes. This kind of backgrounds can lead to differences in opinions /
perceptions which may create problems on board ships.
While satisfying organizational needs, A person in addition will try to satisfy
his own individual needs. As a result of this individuals join together knowingly or
unknowingly to form groups and social systems. Being a social animal, he has to
interact with other fellow working men. Hence there are chances of interpersonal
conflict.
Attitude and behavior makes a person liked or disliked among others in a
group. This results in the formation of groups with like minded people. Wherever
there are groups, there are different arms and goals. Hence chances of conflict.
In an organization conflicts can be due to

Unnaturally competitive environment

Differences in values, goals, attitudes expectations

Stereotyped behavior stubbornness unfair decisions or wrong judgement

due to some prejudices.

Someone taking under advantage and not sharing in team work.

Misunderstanding lack of understanding or communication

Ego.

Conflicts may be actual or even threatened with the misuse of force, which
proves hindrance in any continuing social or working relationship interpersonal
conflicts creates an unhealthy atmosphere on board. It not only affects the
efficient running /operation of the vessel but could also become a safety hazard.
Strategies for Interpersonal conflicts resolution
There are lot of theories about interpersonal conflict resolution. A few of
them are :
i)

Lose - Lose : wherein both parties lose

This could be achieved by
a)

Compromise

b)

Pay off one of the party

c)

Arbitration or the use of outside party

d)

Resort to bureaucratic rules.

ii)

Win - Lose : wherein one party attempts to marshal its forces to win and the
other party losses.

iii)

Win - Win : This is the most desirable strategy of conflict resolution from a
human and organizational stand point. Energies and creativity are aimed at
solving the problem rather than defeating the other party. The needs of both
parties in the conflict situation are met and both parties receive rewarding
outcomes. Win-win decision strategies are associated with better judgments,
favourable organizational experience and more favourable bargains.

Interpersonal conflict can be resolved by taking into consideration the

nature of differences.
Amicable solution could be found where acceptance of differences can be
agreed upon.
Interpersonal conflict can be resolved by developing a co-operative
relationship based on job related performance rather than on communal / race
basis.
To avoid interpersonal conflicts or to minimize

A biased approach should be avoided

A common language should be used for communication to minimize

misunderstanding.

Individual must be respected for his skill / effort.

Everybody should be made to realize that a team effort is required for

efficient running of the ship.

Instructions / Directives should be clearly explained to all.

100.
As Chief Engineer Officer how will you motivate good inter personal
relationships and teamwork.
Ans. A Chief - Engineer officer has to be a good manager to achieve his goals
safely and successfully. On board a vessel, chief engineers goals
are mostly related to physical work such as maintenance of
machinery and running of engine room operation smoothly etc.
Jobs involved on board ship cannot be done alone or just with the
involvement of 2 or 3 persons. If needs 'team work' and good 'Inter personnel
relationship' among the team member to complete a job smoothly and safety
so it becomes very important for chief engineer to inculcate good inter
personal relationship and team work in the engine room staff to get the job
done.
But there are some factors which causes dissatisfaction and de motivation
on-board. Chief Engineer should try to remove the causes for this
dissatisfaction and de-motivation to achieve his goals as teamwork.
Following are the reasons for dissatisfaction and denomination:1)

Multinational crew onboard: Difference of culture, values language religion

and poor understanding of each others problem.

2)

Reduced number of crew manpower: Leeds to overwork and work stress.

3)

Commercial pressure: C Need to finish job within the short time frame, lead
to overload and extra working hours.

4)

Frequent port of Call: Duties at port require more physical effort and longer
working hours.
All these factors lead to do silly mistakes by a person. He adopts shortcuts
to finish his job.
Following factors also leads to psychological stress and ultimately to demotivation.

1) Problem at home e. g. family problem.

2) Not being relieved on time.

3) Difference of opinions among colleagues
4) Dissatisfaction with company policies / arguments with regard to salary /
promotion / leave and found on board.
Inter personnel Relationship : The key to good inter personnel relation ship is
that the people should know each other well so that they are able to
understand the values, knowledge and the skill other people do have. For this
to happen people should come together so that they can interact with each
other. So chief engineer should try to ensure that people interact with each
other. Quite often this can be done by:i) Morning tool Box meeting : Should involve whole engine room staff during
assigning the daily E / Room work, safety precautions to be taken and
suggestion for the improvement of work process should be discussed.
ii) During tea Breaks : All E/Room personnel shook sit together for tea in the tea
break session during working hours where crew can discuss the work in
progress or other things which they feel to discuss.
iii) There should be training session onboard in which all crew sit together and in
safety committee meeting should try to ensure the participation of the
maximum no of crew.
iv) People should sit together in officer lounge or crew lounge to watch movies or
play games.
v) In a month there can be kept a day for sport where all the people should
participate.
vi) Parties and get together should be organized so that people can inter act with
each other.
If these above mentioned problems are addressed a good team work can be
obtained while maintaining good inter personnel relationship and goals can be
achieved safely within time frame and peacefully using resources properly.
To motivate the good inter personnel relationship and team work C/E should
do the following.
1) C/E has to communicate with people onboard (E/R staff) one should create a
trust in him of others. C/E should understand the problems of individuals
through open communication. Good communication skills help to interact with
each other and create good harmony among the team.
2) C/E should understand needs / grievances with respect to money / wages
approval / promotion, special recognition for good work by seeking to create a
more transparent atmosphere so that no ambiguities remain.
3) Recording Performance: Which will motivate the performer to work harder and
create an environment of "willingness to improve".
4) Assigning responsibilities to an individual / team for doing a particular job
makes him feel important (Give feeling of an important part of team and
perform with greater skill and efficiency).
5) Justifiable praising: which should be specific to his / her actual performance this
makes performer feel good" often a pat on back works under this motivated
person will work harder than who works for money
6) Conduct small gathering / parties / meeting: this makes the people to feel a
part of the team, interact and understand the others it helps in good inter
personnel relationship and motivation.
7) Discuss problems regarding signing off, payment and through master contact
the company office to solve the problems.
8) Use common language which every crew understand, while communicating
with others onboard.
9) Also try to ensure that food is served onboard without any discrimination.

101.
As Chief Engineer on board stress the issues you will address for lack
of motivation, differences in attitude and to increase sense of
competitiveness for better management and effective control? Also
formulate a flow chart for a work programme to be availed within a target
date from a group of Engine Room Personnel of above mentioned mixed
thought processes.
Ans. Lack of Motivation: - Man is a social animal and to make him work in isolation
will lead to dissatisfaction and unnecessary stress. Companies often employ
multinational crew, which may lead to potential conflicts. In order to improve
profitability, companies try to reduce the number of crews on board to a
minimum. In case every thing works properly, there is no perceived problem. In
case something should go wrong, the manpower available is not sufficient to
deal with the problem. This is one of the main reasons leading to stress, which
would either be physical or psychological.
Reasons leading to physical stress & then to lack of motivation could be
reduction in manpower on ships to reduce costs or frequent calling at ports.
This leads to an imbalance in the human biological clock, when working/rest
hours (in port) are different from those at sea... Duties in ports may require far
more physical effort and longer working hours due to the work load
completing the work to sail.
Therefore officers and crew members, working in above environment,
will reveal typical symptoms of fatigue. Reasons leading to de-motivation could
be:Problems at home/family end
Not being relieved on time which could lead to home sickness.
Differences of opinion among colleagues
Job pressures
Dissatisfaction due to companys policy; arguments with regards to
salaries/promotion/leave etc.,
Issues and reasons related to differences in attitude:INTEREST: - Different people have different interests in a work
organisation. In ships environment different people like different jobs. Some
people are expert in finding out solutions to a problem, some are very good
in workmanship, and some are good in planning. But, the problem is usually
confronted when these interest are not met. Thus attitude of a person
changes. KEITH DAVIS (professor of management in the School of Business
Indiana University) said, Human relations, an area of management
practise, are the integration of people in to work situation in a way that
motivates them to work together productively, cooperatively and with
economic, psychological and social satisfaction. It simply means that there
should be no diversity in interest; but an attempt should be made to
integrate the interest of each person with the interest of all others in the
organisation.
COOPERATION: - No objective can be achieved without cooperation
among people. In shipboard management also if subordinates are not
satisfied with cooperation of their superiors, attitude of a person is bound to
change as a result, a problem of disobedience, lack of interest or even
confrontational behaviour itself will be evident. In KEITH DAVIS definition;
secondly, principal objectives of integration should be to secure the willing
cooperation of the employees. As a result of sincere efforts on the part of
management, the workman can be motivated to offer their willing
cooperation for achieving the targets of greater, better and cheaper
production. In ships, an environment of cooperation is essential due to
diversity in kind of work/jobs required on board at a given time. To do this,
personnel have to understand each others comfort and care for their help in
any situation.
PERCEPTION: - Human beings react to different situations differently.
Even the same human beings may react to different situations differently at
different points of time. The way a human being looks at a thing is called
perception. It is worth noting that perception of a fact may not be the fact
itself. Then reality as it is and the reality as we see it may be quite different.
As a matter of fact we see realities in our own way and consider that to be
the only way.
There are various need levels which a human being attempts to
satisfy through work; which was first written by Mr. A. H. MASLOW, known as

MASLOWS NEED HEIRARCY 1943:-

SELFACTUALIZATION NEEDS

achievement

status

ESTEEM
NEEDS

friendship

BELONGINGNESS
NEEDS

stability

food

SECURITY NEEDS

PHYSIOLOGICAL NEEDS

Maslow viewed human motivation as a hierarchy of five needs, ranging from

the most basic physiological needs to the highest needs for self
actualization.
Physiological needs are the most basic physical needs for food, water
shelter, etc. On shipboard environment, engine room temperature,
proper ventilation/E/R blowers; engine control room A/C not working
and accommodation A/C not functional or food served is not of taste,
then attitudes of people are definitely bound to change.
Security needs are the needs for a safe and secure environment in
the work place. If people are not happy with wages, bonuses, etc;
their behaviour will show in negative approach towards job
requirements.
Belonging needs relate with their relationship with other ship staff. If
people are involved in backbiting, lot of politics, then peoples
behaviour will not be in favour of ships efficient running. Hence
atmosphere has to be guarded against these factors
Esteem needs relate to pat on the back when certain jobs are done.
This creates lot of wonders. Every one wants word of appreciation
from others/superiors. That creates a lot of faith between themselves.
Self actualization need relate to peoples self fulfilment. This is
highest & most matured approach towards a situation/persons. In
this, person wants to help others; impart some knowledge to them;
guide them and be happy in himself. These types of people to be
regarded in same manner
As a manager, I have to be seeing always above stated needs
when dealing with persons on board. I have to see that where a person
concerned stands and accordingly I have to make an atmosphere of
cooperation, to increase fair competitiveness to achieve another step in
the hierarchy triangle. Once faith is established, manager has full
control over situations/persons.
People may have their own mixed thought processes; that means
in a group of people, some may be on first step or others may be on say
second or third step; but as far as manager knows where they stand and
why a particular person behaves in a particular manner. He has to act
according to that. Here, mixed thought processes and different attitudes
can be turned around to make positive effect on efficient running of
ship.
FLOW CHART: - for a work program to be availed within a target date
from a group of engine room personnel of mixed thought processes.
Liner renewal within 12 hours
Ship Name
:- M. V. Darya Ganj

Co. Name
:- Chellaram Shipping (HK) Ltd., Hong Kong
Last departure port :- GOA (INDIA)
Arrival Port
:- DALIAN (CHINA)
ETA
:- 15th May07 @ 0200 hrs
Engine
:- 6S42MC, MAN B&W
BHP
:- 8370
Personnel
:- C/E, myself, INDIAN; age 34 yrs
:- 2/E, Bangladeshi,
-- 39 yrs
:- 3/E, Ukrainian,
-- 39 yrs
:- E/O, INDIAN,
-- 50 yrs
:- Fitter, INDIAN,
-- 45 yrs
:- Oiler, INDIAN,
-- 50 yrs
:- Tr. Wpr. 1, INDIAN,
-- 22 yrs
:- Tr. Wpr. 2, INDIAN,
-- 22 yrs
Perceived behavior & thinking of E/R personnel:2/E: - is in the company from long time, wants to pursue a career with
company and wants to become chief engineer as fast as possible. Full of
motivation, fast worker, but expects others also to be in same speed,
but looses control if expectations are not met. Do not get along well with
fitter and 3/E.
3/E: - is new in company and due for sign off; hence has casual attitude
and lacks in interest, motivation. Do not believe in PMS. Believes that if
this is working OK, why to open it. Very hard working but chooses work
according to his wish. Small jobs, he does not consider for himself. He is
not always obedient to me and 2/E.
E/O: - Old hand of company. Specialist in deck cranes and other
electrical jobs. Has good knowledge and experience. Has drinking habit,
due to which is not reliable. Does not like late night or early morning
working. Has complaining nature. Do not get along with C/O. But, gets
along nicely with 2/E and 3/E.
Fitter: - Old hand of company. Very hard working and full of motivation,
but highly short tempered. Likes others to work/help with him; especially
2/E. He wants superiors to give ideas for work. Does not like only orders,
expects others to have a discussion prior bigger, technical jobs. Does
not like late evening and early morning working.
Oiler: - Old hand. Not much interested in jobs. Wants to finish his time
for the day and leave E/R. Does only jobs which are ordered. Sometimes
shows short temper. Does not participate in technical job discussion.
Wants good overtime. Always complains about tr. wprs. Is not interested
in their training also.
Tr. wprs: - Both are young and obedient and hard working. Cannot be
given independent jobs, and they are under training.
On 1st May07, while making/checking maintenance status of Main
Engine, found out that a liner renewal is coming due this month. Spare
new liner is found OK after calibration. New piston rings made ready and
put in spare piston with new stuffing box after calibrations. During
sailing itself, spare piston removed and kept on cyl. head platform, i.e.
on 14/05/07 pm.
I have checked tools with the help of 2/E.
1) Liner measuring tool
2) Feeler gauges
3) Liner lifting tool
4) Hydraulic jacks
5) Hydraulic p/p and pipes
6) All required spanners(told to fitter)
7) Crankcase job to 3/E; his spanner and jacks are made ready with
him. As he likes working independently, he himself has prepared for the
job. But, 2/E is in between checking all the tools. I have personally told
3/E that night 12 oclock will be 2 hrs notice; hence he can take leave
from E/R @ 1500 hrs, after preparing for crankcase job with oiler. He has
prepared and left, very happy as he is signing off and new 3/E (with
higher ticket) is signing on.
I have clearly communicated to Co. that new 3/E must be sent in
the morning or may be up to noon; so that new 3/E gives hand to old 3/E
and handing over-taking over is done timely.

Since job is lengthy and requires continuous stressful working, fitter

is also given rest @ 1500 hrs.
3/E @ standby has to call me and 2/E in the morning. Job is
scheduled to start @ 0630 hrs. My effort has been to make engine room
personnel happy and sufficiently rested before starting job. 2/E will stay
up to 1730 hrs, put watch in 3/E cabin and take leave. Now all tools
ready, job planning is:0630 to 8000 hrs cyl. head out & banjo bolts for quills out.
1000 hrs piston out
1200 hrs cyl. liner out
1300 hrs new cyl. liner in (people have lunch one by one and work
continues)
1400 hrs spare piston in
1500 hrs spare piston tightened and quills bolts tightened
1600 hrs cyl. head tightened
1700 hrs all connections finished
1800 hrs water opened up
1900 hrs engine to try out.
3/E is conveyed that, since he will depart @ 2000 hrs only and
since he has been working very hard and I had been happy with his jobs;
hence not to loose interest in the job; finish it with all his vigor and
interest and utilize new 3/E also fully.
New 3/E is told you have to help him as he is signing off and you
have to face the problem; if anything goes wrong and he has been
offered a promotion by Co. when present 2/E signs off. Hence he will be
thorough with all the jobs of Main Engine and fully responsible for this
job. He is not given the impression that I will be judging him for his
promotion, and this fact is communicated that I have all the faith in him
(by body language), but simultaneously watching him also.
The entire job finished at 2000 hrs as jacks started leaking. Liner
came out easily and new one went in easily. In between 2/E took over
crank case job and I was at cyl. head. 3/E took over fully. It has taken
13 hrs. 3/E has signed off happily with a warm hug by me and 2/E.
Happiness was there on every face and one tr. wpr. and fitter;
2/E & E/O went out together for relaxation. Although people are of mixed
thinking, but if faith is developed and love and affection is
communicated honestly it does wonders

102

Man is a social animal and to make work in isolation will lead to dissatisfaction
and unnecessary stress. Many companies are trying hard to remove this
dissatisfaction by implementing motivational techniques as below.
i)

Loyalty : Gearing greater trust, better communication and sharing

problems. The sense of belonging motivates the person to work for the
team.

ii)

Understanding needs / grievances w.r.t. money / wages apparel /

promotion, special recognition for good work by seeking to create a more
transparent atmosphere, so that no ambiguities remain.

iii)

Rewarding performance, which will motivate the performer to work

harder and create an environment of willingness to improve.

iv) Justifiable praising as per performance, creates a feel good factor in the
workers. Often a pat on the back works wonders. The motivated worker
will work harder than one who is only doing it for money.
v)

Responsibility helps the person to participate willingly as responsibility

imparts a sense of importance.

vi) Encourage in action thereby facilitating team work.

1.

INCENTIVE PROGRAMME : Considering the motivational techniques,

money can never be overlooked as motivation. Whether in form of
wages, bonus incentives etc. An incentive program based on
performances may be developed for the engine room and deck crew on
quality basis. This is turn increases the effectiveness and performance
level of the workers. Crew members may be rewarded for good work by
either giving extra overtime, bows etc. Junior officers may work harder
for the much sought after promotion, which in turn brings better wages.
Thus incentive in any form increases the over all effectiveness of the
crew.

2.

Long term personnel development concept : An individual is judged

for his skill and job competence special skills and innovative jobs should
be recognized and entered in his appraisal report, for further
development without delay. By developing such a transparent
atmosphere individual will have long term in personnel relation
development.

3.

Human resources quality assurance : Shipping companies are very

particular while recruiting personnel for deployment on their ships. The
background of the person is known, and his qualification and last
company records are checked. Their skills are tested before finally
employing them. These techniques are really working and quality of
personnel on board the ships is getting better day by day. An individual is
also assessed and appraised on board ships. On board training helps to
improve the individuals over all competence.

4.

Attitude and motivation development : Shipping companies are

trying various theories to develop individual's attitude and motivation by
applying techniques like positive reinforcement, behaviour modification,
stress relief etc. It may be in manner of continuous employment in
company and on rotation basis, so that the individual can plan his leave
and come back on finishing his leave, for better prospect and need of
money, self esteem, security etc. As a chief engineer, one should deploy
techniques to identify and slowly change the behaviour of dissatisfied
personnel. Due to the complexity of the world and increase in personal
needs, competition is also increasing. One has to prove that he can fit
into any organization. The attitude and motivation is also improving by
the fear of losing job.

5.

Emergency response : Each and every person should be allotted his

duties in case of different types of emergencies. All personnel should be
educated about their duties and responsibilities. Frequent drills and
energizes on board ships help the personnel to be familiar with the
procedures and improves their response to any type of emergency
situation. Also during drills the important of team work is emphasized
which motivates people in acting faster and in an organized manner in
any kind of emergency.

6.

Training Programs : The drills conducted on board should be as

realistic as possible. The response of personnel is assessed and any need
of training is considered. Training programs make people more confident
in all aspects of their jobs and enhances their complements. Different
techniques adopted for training may include videos, lifetimes,
demonstrations, computer based training programs etc.

7.

COPING WITH STRESS : The personnel on board a ship are burned with
the magnitude of work due to reduced crew strength on ships. This along
with the fear of doing something wrongly, differences among various
people and lack of sleep may lead to tremendous amount of stress in the
personnel living a way from home for months together compounds this
problem many folds. It is the duty of C/E to ensure that his staff do not
get over stressed. This can be done by encouraging better in the
personnel relations, praising persons for good jobs done, briefing them
how to avoid mistakes and delegating work so that nobody is
overburdened. In addition to all these, talking personally to people,
engaging about their family and other personal matters sometimes helps
in keeping the environment cool and thereby reducing the chance of over
stressing.

110What is perception and perceived behaviour? As a Chief Engineer on board

how do you foresee such issues can be a critical area in man management?
Ans. Perception:- is the set of processes by which an individual becomes aware of
and interprets information about the environment. Basic perceptual processes
that are particularly relevant to organisation are:- (1) Selective Perception
and (2) Stereotyping
Selective Perception:- is the process of screening out information with which
we are uncomfortable or that contradicts our beliefs, e.g. suppose manager is
exceptionally fond of particular worker. The manager has a very positive
attitude about the worker and thinks he is a top performer. The manager may
notice the worker goofing off. Selective perception may cause the manager to
quickly forget what he observed. Similarly manager might form a negative
image of a particular worker. In such case the manager may not recognize the
good job done by the same worker; hence it may be quite detrimental.
Stereotyping:- is the process of categorizing or labelling people on the basis
of single attribute. Common attributes from which people often stereotype are
face and gender. Of course, stereotypes along these lines are inaccurate and
can be harmful. For example, suppose that manager forms the stereotype, that
women can perform only certain tasks and that men are best suited for other
tasks. This can affect managers hiring practices. On the other hand, certain
forms of stereotyping can be useful and efficient. Suppose manager believes
that common skills are important for a particular job and that communications
majors tend to have exceptionally good communication skills. As a result, at
the time of interviewing he pays close attention to speech communications
major.
As a chief engineer, selective perception will affect the performance of his
staff. Say even though third engineer is doing his job satisfactorily, but to chief
engineer has already made up his mind. This will not help the full potential of
third engineer to be exploited. The company on the other hand may loose this
persons service in future. Senior management personnel must judge person
based on the facts rather than selective perception.
Stereotyping perception; say a person may not be able to express himself
properly even though he understood his job. Well , in such case chief engineer
has to judge person at work rather than judging him on the basis of his
communication skills.
Stereotype perception of his boss may dissuade him from taking initiative.
Sometimes it is necessary for chief engineer to leave his office, if not always to
evaluate competence of his team on site. At other times chief engineer may
have come across different nationalities of crew on board. Under such
circumstances it becomes all the more important to exercise professional
judgement based on facts rather than perception to deal with people on board
and run engine room.
113
NO ANSWER AVAILABLE

125.
A successful voyage for a Chief Engineer is a combination of trouble
free run of machineries, optimum use of fuel, minimum interpersonal
conflicts and less intervention from shore authorities. Considering the ship
as an Organisation how this can be best achieved?
Ans. Conflict is a process in which an effort is purposely made by 'A' to offset the
offset of 'B' That will result in frustrating 'B' in attaining his goals or
frustrating his interest. It would also be defined as the actual or
threatened use of force in any continuing social relation ship conflict
surface due to :
1)

Limitation of resources

2)

Difference in values, goals, attitudes, expectation, etc.

3)

Competitive
rewarded.

environment

as

in any organizations

competency is

4)

Stereo typing or sharp judgment leads to elevate others list & form
hurried opinion of them.

5)

Biased behaviour

6)

Habit of taking under advantage of others.

The interpersonal conflict because of above said reasons, can be best
resolved or taken case of by adopting win-win attitude. In this need of
both parties in the conflict are met and both parties in the conflict
receive rewarding outcome win-win decision strategies are associated
with better judgment, favourable organization, experience and more
favorable bargains. A close interpersonal relations is maintained by
building trust, acceptance and support, in case one party becomes angry
with other when failing to meet psychological contact, these first party
should constructively confront other party. The effectiveness of
constructive confrontation can & improved by observing the following
principles

i)

Importance of relationship

ii)

Use of empathy, View the problem from the confutes perspective

iii)

Ability to confront with other persons only when you perceive he or she
has the ability to act on your feed back. If the confrontation is not
changing the behaviour the confrontation may lead to frustration.

iv) Focusing on behaviour. Focus your feedback on specific behaviour rather

than the person.
v)

Use the I language such as words like I, me or we to reduce the

defensiveness of confronted your language is more closely to related to
criticism.

vi) Use of descriptive statements. Describe how you are and fact about the
situations Evaluating Judgmental statement can easily evolve defensive
behaviour because such statements can be interpreted as criticism.
vii) Exploring alternative behaviour Instead of suggesting any specified
solution to the problem help the person to explore various means of
overcoming it.
viii) Importance of Privacy : confront the person in private. Open
confrontation can be taken as a personal attack rather than helpful
encounter.
ix) Use of non verbal behaviour use of non-verbal behaviour which speaks
louder than words to express yourself to others. Eye contact, appropriate
tone of voice and correct posture can all add the effectiveness of
confrontations.
x)

Selection of time since time is important for as effective confrontation

select a time when the confrontee is released or more open to receive
feed back without being defensive.
Rules and procedures should be established in advance which will
regulate interdepartmental contact.
Hierarchy : This condition is achieved by referring the problem to the
common superior in the organization (ship).
Planning : If each workgroup has specific goals for which they are
responsible then each know what it is supposed to do. Intra group tasks
that create problem are resolved in terms of goal & contribution of each
group.
Potential source of conflict and dissatisfactions should be avoided and
properly taken care of These sources are as follows.

i)

Inadequate training program and familiarization

ii)

Poorly designed equipment and technology.

iii)

Wrong choice of person for a particular job.

iv) Physical environment and lack of amenities (e.g. A/C, drinking water,
sanitations etc.)

v)

Personality clash.

vi) Use of alcohol

vii) Insecurity of employment
viii) Class structure and attitude
ix) Failure or insensitivity to appreciate social, personal and community
relation.
Efficient of economical running of equipments / machineries.
To achieve the efficient and economical operation the following stops
should be observed.
1)

Ensure a good healthy atmosphere or ship

2)

Chief Engineer should know how to get best out of his mess. For this he
has to develop managerial skills.

3)

Chief Engineer should try his best for economy and maximum possible
output. Wastage of material, time, money should be avoided.
Wastage of time can be avoided by minimizing fatigue and proper
planning of job.
Ability of C/E to take proper decision at proper time will save lot of man
house and avoid lot of machinery breakdown.

4)

Right selection of passes for a particular job is very important as it will

help in completing the job efficiently and quickly.

5)

Make sure that all officers are proficient in their job. If anybody is lacking
in carrying out their job additional training programs should be
developed. This may help to avoid lot of break downs.

6)

All machineries to be properly run and maintained so as to give optimum

performance.

7)

Planned maintenance system and conditions monitoring system to be

followed strictly to minimize the machinery breakdowns.

8)

Spares and stores to be consumed only when required.

9)

F.O. & C.O. consumption to be recorded regularly and any deviation from
optimum consumption should be avoided.

10) Any leakage of C.O. I.O. should be rectified immediately.

For efficient and economic running of machinery C/E should know how to
get best out of his man, how to operate machineries to optimum
performance and how to minimize the store & spares consumption.

128.
With respect to engine room man management enlist the key issues
you will address with proper justification in the following areas (i) incentive
programmes (ii) Long term personnel development concept (iii) Human
resources quality assurance (iv) attitude and motivation development (v)
Emergency response.
Ans. As a chief engineer, following issues will be addressed with an objective
of safe, efficient & effective team management in consideration with relevant
compliance with international regulations.
(1) Incentive Programmes Incentive programmes, especially safety
incentive programmes have their intended effect : a reduction in the loss due
to accidents. They also have positive side effects. For one thing, they are a
profitable proposition in industry, as the savings usually exceed the costs.
Incentive programmes can help improve the general organisational climate &,
therefore, make a positive contribution to productivity over & above the gain
due to accident reduction. Reinforcing safe acts removes the unwanted side
effects with discipline & the use of penalties; it increases the employees job
satisfaction; it enhances the relationship between the supervisor & employees.
E.g. gift for reporting near-misses.

This is one of the methods of motivation. This can be effective in the sense
that people will work hard, thereby improving the performance of the team,
due to either greed or some need. Many companies have framed an incentive
program for the ships crew on a quarterly basis which is entirely based on their
performance. Crew members are rewarded by either giving them extra
overtime, bonuses etc. Junior officers may work that much harder when
promotion is used as an incentive, which would also bring better wages.
(2) Long term personal development concept The success of any industry
do not only depend on the technical qualification of existing & potential
employees but also on the social competence, decision making qualities, team
spirit, guidance qualities, ability to communicate etc. Senior management on
board must observe the performance of the engine room personnel in due
regard with the above mentioned criteria. Accordingly, crew must be advised to
improve upon the area which they are lacking by providing them the respective
assistance. Moreover, company must be informed for the specific training
requirement of the concerned crew by Appraisal Report. In due course,
resources invested in long term personnel development programme earns
higher return by the service of the effective & efficient personnel involved.
An individual is judged for his skill and special work in a particular field or
an innovative job performed by him should be recognized & the same can be
entered in his appraisal report for further deployment without delay & can be
recommended for promotion. By developing such a transparent atmosphere,
an individual will look at a long term personal development concept as
beneficial to his own needs
(3) Human Resource quality assurance:- Human resource quality refers to
the competence of the personnel involved in any of the specific job on board.
STCW (adopted on 7th July 1978) was the first convention to establish
mandatory minimum requirements on training, certification and watch-keeping
for seafarers on an international level. In due respect to the code, companies
have to assure that they employ the personnel in compliance with the code:Chapter 1 deals with general provisions & includes mandatory medical
standards, communication skills, simulator training, revalidation of certificates,
companies responsibilities etc.
Chapter 2 gives mandatory minimum requirement for master & deck
department officers/ratings.
Chapter 3 deals with engine department officers/ratings.
Chapter 5 deals with special training required for personnel on certain type
of ships.
Chapter 6 deals with emergency, occupational safety, medical care &
survival functions.
Chapter 7 deals with alternative certification.
Several shipping companies are very particular while recruiting
personnel for deployment in their ships. The background of the person is
checked, his qualifications and last company records scrutinized as well as the
reasons for leaving his last company. There are also some computer based test
programs that are conducted to ascertain his knowledge & skill as also
interviews conducted to check that he will fit into the new organization. These
techniques are working and quality of personnel on board are substantially
increasing. Also an individual is assessed based on his on board performance
in the form of an appraisal report & mentioned whether any additional shore
based training (value added courses) is required or not
(4) Attitude & Motivation development:- It seems likely that peoples attitude all
cohere, in other words they fit together without contradicting one another.
They do not contradict one another, because they derive from underlying
core system of values. This view of the internal consistency of attitudes
seems to be supported by liberal-conservative factor. Shipping companies are
trying various theories to develop an individuals attitude and ways to
motivate him to perform better. A persons attitude is influenced by various
factors such as his needs, his state of mind i.e. stress levels, feeling of
security, self esteem etc. The most important step before trying to develop
an individuals attitude & to motivate him is understanding. Only after

understanding him & realizing his needs, aims etc. can one go about trying to
improve his attitude & motivate him. The feeling of belonging / incentives,
both promotion & monetary wise / recognition of a job well done etc. go a
long way in improving an individuals attitude & thereby also motivating him
to give more to the team.
For developing attitudes, it is essential to know following Assuming that we
can actually determine what peoples attitudes are in the first place, then it
seems that attitudes work best as predictions of behaviour when:1) they are strong and consistent
2) they are based on and related to personal experience
3) they are specifically related to the behaviour being predicted.
Common barriers in attitude change:1) they are likely to have arisen at an early age and are therefore virtually
personality traits.
2) because each attitude is correlated with others in the whole scheme of
attitudes & is therefore likely to be difficult to change piecemeal.
Motivation Development:- Five factors stood out as strong determiners of job
satisfaction
Achievement
Recognition
Work itself
Responsibility
Advancement
The last three factors were found to be most important for bringing about
lasting changes of attitude. Recognition here refers to recognition for
achievement as opposed to recognition in the human relations sense.
The determinants of job dissatisfaction were found to be : Company policy
Administrative policies
Supervision
Salary
Interpersonal relations
Working conditions
Motivation development, henceforth, must be issued keeping following twodimensional need structure :- 1) one need structure for the avoidance of
unpleasantness, &
2) a parallel need system for personal growth
Corrective Motivation is :Job enrichment: adding different tasks to a job to provide greater
involvement and interaction with the task
Job loading: adding meaningful tasks that will lead to growth
Monetary incentives
Support style of leadership techniques
(5) Emergency response:- By assigning every person on board a particular duty
for different emergencies & also responsibilities, every individual will know
exactly what to do in a given situation. Drills & pre & post drills
briefing/debriefings also help the crew members understand what is expected
of them & where they could improve. Drills should be made as realistic as
possible & not made a routine that persons labour through. Different
emergencies at different locations should be practiced so that crew members
are exposed to as far as possible all the emergencies they may be faced with.
By doing this the response of the crew members will be swift as they will
know what is expected of them in any given emergency.

Clause 8 of ISM code deals with the emergency preparedness. As per this
clause, company should have an integrated ship and shore contingency plan,
which should comprise of the following

o Composition and duties of each person in various .

o Procedure for mobilisation
o Procedure to be followed in response to different types of
accidents & hazardous occurrences.
o Procedure for establishing & maintaining contact between ship &
shore based management.
o Availability of ships particulars, plans & stability information, safety
& environmental protection equipment on board.
o List of contact names & telecommunication details of all relevant
parties, who may need to be informed & consulted.
o Reporting methods for both ship & shore based management.
o Procedure for notifying with next of kin of the persons on board.
o Backup arrangement for companys initial response in the event of
a protected emergency
o Procedure for issuing information bulletin to media & answering
queries from media & public.

129.
You are required to send a Voyage abstract to the head office
containing all salient data as per regulatory feature. For making the
spreadsheet, underline the specific computer application tools you will use
and formulate a format for the abstract, which will show the salient data
within available format of software to the best advantage. Use realistic
data.
Ans. Specific computer application tools that will be for making the voyage
abstract spreadsheet is Microsoft Office software and in that we will use
Microsoft Office Excel.
The abstract of the voyage should contain all salient data pertaining to
a particular voyage. The abstract is sent to head office, hence it should have
all items which can give a fair idea to owners/managers/charterers about the
voyage, related to but not necessarily limited to fuel consumption of each
machinery, different grades of lube oil consumption and their ROBs, running
hours in that voyage of important machineries, any major breakdown or
repair during voyage, any stoppages etc. A format of abstract which will show
the salient data of a voyage abstract is drawn below.
Name of
Company

Ship
Name

MV Canmar
Pride

Date

24/01/0
7

Anglo-Eastern
Abstract
Voyage No.

004/ L

LADEN

BALLAS
T

Departure from

BITUNG

Date

DEC,17

FEW
hrs

21:30

Arrival to

ROTTERD
AM

JAN, 24

FEW
hrs

12:30

Displacement

Date

sea
passage
54150 miles

9906

sea
passage
11.8 revs.

485798
0

propelle
r pitch
713 m

4.08

Maneuvering
hrs

average
27 rpm

113.63

anchorage/harb
or hrs

average
145 speed

13.9

total voyage
hrs

885 %age slip

7.44

Mean Draft
Sea Passage
hrs

M.E.HFO cons.
Sea passage
tons

M.E.HFO
daily
863.2 cons

M.E.HFO cons.
Maneuvering
tons

29.08

9.7

M.E. cyl. Oil

cons for
passage
ltrs

M.E.cyl
oil daily
7750 cons

M.E. lube oil

cons for
passage
ltrs

M.E.lube
oil daily
1000 cons
Voyage
running
hours

261.05

85

Running
hours since
decarb.

L.O.
cons

Aux. Eng 1

460

1410

285

Aux. Eng 2

440

1030

275

Aux. Eng 3

480

600

300

Aux. Eng 4
Shaft Gen.
A/E HFO total
cons.
A/E lube oil
total cons.

tons

cons/da
73 y

2.1

ltrs

cons/da
860 y

23.8

F.O. / L.O.
STATUS
Type

HFO
DO
MGO
Cyl Oil

ROB
before

Quantity

Bunker

ROB end sp.gr. total

voyage

bunkered

Port

voyage

326
--

1697 Singapore
--

109
16500

15250

--

919
--

cons.
0.98
97
--

1104
--

102

24000

7750

C/Case Oil

30000

29000

1000

A/E Oil

15000

14140

860

Hyd Oil

8200

8000

200

Gear Oil

3050

3000

50

200

185

15

Grease

Name of
Company
Anglo-Eastern
Abstarct Voyage
No.

Ship
Name

MV Canmar
Pride

004/ L

LADEN

BALLAST

Departure from

BITUNG
ROTTERD
AM

Date

DEC,17

Date

JAN, 24
sea
passage
miles
sea
passage
revs.
propeller
pitch
m
average
rpm
average
speed
%age slip
M.E.HFO
daily
cons

Arrival to
Displacement

Mean Draft

54150

11.8

Sea Passage hrs

713

Manoevering hrs
anchorage/harbo
ur hrs
total voyage hrs
M.E.HFO cons.
Sea passage
tons
M.E.HFO cons.
Manoevering
tons
M.E. cyl. Oil cons
for passage
ltrs
M.E. lube oil
cons for passage
ltrs

27

h
h

145
885
863.2

FEW
hrs
FEW
hrs

24/01/
07

21:30
12:30
9906
48579
80
4.08
113.63
13.9
7.44
29.08

9.7
M.E.cyl
oil daily
7750 cons
M.E.lube
oil daily
1000 cons
Running
hours since
decarb.
1410
1030
600

Voyage
running
hours
Aux. Eng 1
Aux. Eng 2
Aux. Eng 3
Aux. Eng 4
Shaft Gen.
A/E HFO total
cons.
A/E lube oil total
cons.
Type

Date

460
440
480

tons

ROB

261.05
85
L.O.
cons
285
275
300

73 cons/day

2.1

ltrs
860 cons/day
F.O. / L.O.
STATUS
Quantity
Bunker
ROB end

23.8
sp.gr

total

before
voyage
HFO
DO
MGO
Cyl Oil
C/Case Oil
A/E Oil
Hyd Oil
Gear Oil
Grease

326
-109
16500
30000
15000
8200
3050
200

.
bunkered

Port

1697 Singapore
--15250

voyage
919
-102
24000
29000
14140
8000
3000
185

cons.
0.98
97
--

1104
-7
7750
1000
860
200
50
15

130.
Detail the inspection that you as the new Chief Engineer of a
passenger ship, would make on joining the ship with regard to (i) Stability
(ii) Damage control (iii) Fire fighting (iv) Critical Machinery and
equipment installed.
Ans. As a New Chief Engineer on joining I will check w.r.t. to stability following

1) Stability:- I will check if chief officer has the book called Trim and Stability
which give details of GM, GZ area under GZ curve and other parameters
for different conditions.
I will check whether the basic intact stability criterion for passenger
ship is being complied with .

I will double check that this important book is approved and endorsed
by Director General of Shipping or DGS surveyor.

a) Damage Stability for:- Damage Stability Passenger ship has to comply

with Solas Chapter II 1 for adequate stability in damaged condition from
this I will know the nimbersand location of the transverse bulkheads
which divide the hull.
b) Damage Control:- A passenger ship must have a damage control plan
and damage control booklet.
These documents will contain boundaries of water tight
compartments location of water tight doors, pumping out arrangements
cross flooding arrangements etc.

I will check that all the water tight doors in water tight bulkheads are
in good working order & check the controlling and indicating panels
which will be found in central control station.

In addition, I will also test the bilge alarm in EIR check that the
Emergency bilge suction is looking good order.

Also I will confirm that the bilge pump (Emergency bilge PIP) require
on passenger ship are in good working order.

I will also ensure that damage control equipment for structure welding
equipment Nuts, bolts studs, canvas are available for stopping any
leaks and carrying any damage repair.

c) Fire Fighting:(a) Fire plan I will study the fire plan, check the maintenance Registers
for which 3rd officer / 2nd Engineer may be responsible officer and no
urgent fire fighting stores are outstand ting.

I will personally inspect the CO2 room, the farm system fitted and
inspect all the outlets to confirm that everything is in order.

As per Solas Chapter II 2

FSS fire safety system &
FTP Fire Test Procedure are mandatory w.e.f. 1.7. 2002.

I will ensure that Training Manual and Training booklet for fire are
available in officer & crew mess room and that all persons are well
aware the contents of these Manual.

d) Critical Machinery:- As per safety management system required by ISM

Code element 10 maintenance, E/R should have a list of critical items
of machinery and procedures for inspecting and maintaining such
machineries such as.
1)
2)
3)
4)
5)

Steering gear
Emergency comp
Emerges
Emerge Fire P/P
Breathing air comp

6) Anchor handling equipment

7) Cargo gear
8) Main & Aux machinery
9) All ISA / FFA items
10) SOPEP
11) Water fight doors
12) Anti pollution comp.
13) Bilge / ballast pumping & separator system
14) Navigational equipments
15) Fire gas and heat detection system
16) I.G. System.
17) Communication equipment.

Critical spare list

1) At least one liner (spare)

2) At least one spare (cylinder head complete)

3)
4)
5)
6)
7)

At least one lubricator

Some mechanical seals
Some fuel pump plungers
Bilge alarms
Calibration equipments for thermometers and Pr gauges.

Maintenance routing as per Solas Chapter III for fie fighting equipments
and critical machinery is carried out.

131.
Detail the inspection that you as the new CE on an Oil Tanker / Gas
carrier would make on joining the ship with regard to (i) Stability (u)
Damage Control (iii) Critical Machinery
Ans. With regard to stability most important document provided on board of ship
is stability booklet which gives an accurate guidelines regarding the
stability of ship under various conditions of service. Chief Engineer must
have knowledge of details given in stability booklet. If any alternation is
made to ship then C/E should ensure that amended stability booklet is
availability. He should ascertain the validity of oil Tanker / gas carrier
safety load line certificate watertight integrity of peak & space bulk
heads, drainage & scupper arrangements must be checked look for
cracks, deformation or repairs carried out, if any. Ensure that these are
no opening for manhole, ventilation, pipe cable in collision bulkhead
check the effectiveness of stern tube sealing management stability
aspect of oil container / gas carrier is dealt. With in detail in SOLAS.
As stability & damage is concerned all tankers gas carrier are safest as
they have zero permeability all tight integrity of deck and low free
surface effect double her requirement for oil tanker / gas carrier provided
then extra buoyancy but this lead to high permeability due to double
hulls.
Damage control : This is in dealt with SOLAS Ch-2 C/E should aware of
permanently exhibited & readily available damage control plan on
navigation bridge for guidance of officers. A plan showing clearly each
tank double bottom boundaries of water tight compartments opening
wherein means of closers & position of any controls there of arrangement
of correction of any hit due to flooding. All ballasting, de-ballasting &
bilge arrangement should be properly studied. Most important is
emergency power supply CE should check handing over reports,
condition of class, previous dry dock reports for any damage faced by
vessel in history damage plates or structure should be verified.
Critical Machinery : New CE for tanker & gas carrier test out critical
machinery operating procedures for along with out going CE &
deficiencies rectified if any. He should thoroughly undergo with part stay
control & class surveyor inspection reports superintendent give quite
close picture of these machinery Saturday routine books should be check
for proper working of these emergency machinery. Responsible person
should be concerned for any deficiencies for operational problems. As
soon as possible all emergency equipment must practically tried out for
e.g. main engine change or procedure to emergency mode from remote /
bridge control.
- Emergency steering gear.
- Fire pumps & emergency fire pumps.
- Emergency generated & emergency batteries.
- Emergency air compressor, these taken for filling up emergency air
battle.
- Sprinkler, S.W. pumps, cut in / out & compressor lifeboat engines.
Water tight doors & their indicator mechanics

- O.W.S.
- Indicator
- Sewage Treatment plant.

132

132.
Suggest with reasons, why each of the following courses of action are
appropriate if a ship operating in heavy seas: (a) frequently sound all hold
bilges (b) frequently sound bilges in chain locker, fore and aft peak tanks,
cofferdams and other void spaces (c) sound all fuel, fresh water and ballast
tanks (d) if satisfied with (a), (b) and (c) trim ship by the stern and correct
any list (e) reduce speed of the main engine.
Ans (a) If a ship is operating in heavy seas, there is more likelihood of structural
damage to the hull, hatch covers, ventilators, etc. due to green seas. This
could allow water ingress in to the hold & there will be an increase in the
mean draft, as a result of flooding, to make up for the lost buoyancy. In
addition, if the centre of buoyancy of the intact volume after bilging does
not lie in the same transverse plane as the centre of gravity, there will be a
change in trim, and if the bilged space is asymmetrical with respect to the
centreline of the ship, the ship will heel till the centre of buoyancy of the
intact underwater volume lies in the same fore and aft plane(perpendicular
to the equilibrium water line) as the centre of gravity. If the metacentric
height GM in the flooded condition is negative, the resulting moment will
cause the vessel to heel to the angle of loll, even though the bilged space is
symmetrical with respect to centreline. This is a permanent list, due to
instability due to shift of centre of gravity.
The result of heel and trim may also result in further entry of seawater
through non-watertight openings which would further aggravate the
situation; by causing loss of stability by flooding and free surface effect &
could cause cargo damage. So frequent soundings of the bilges give an
indication of any such damage
(b) Again, checking and sounding bilges in chain locker, fore and aft peak
tanks, cofferdams and other void spaces for water ingress will indicate any
structural damage affecting watertight integrity, e.g. chain(spurling) pipe
covers to the chain locker, air pipes to the tanks. The effect on stability
would be the same as in case of (a) above & there also may be a problem of
increased trim by head, with more green seas being taken at forward,
aggravating the problems.
(c) Checking for watertight integrity problems & particularly with fuel tanks
& fresh water tanks for sea water contamination. Fuel oil contamination with
seawater would increase the amount of water & sodium content in the fuel
oil. The presence of sodium is determined for main engine, when sodium to
vanadium ratio increases more than 1:3, this could lead to main engine
components failure due to hot corrosion with serious consequences. Fresh
water tanks contamination would lead to water shortage on board. Flooding
of ballast tanks will affect the stability of the vessel due to free surface
effect and unbalanced moments. So sounding of all above mentioned tanks
is important for vessel safety.
(d) Generally even keel is the desirable sailing condition, but in heavy seas
if a trim by stern is maintained particularly in ballast condition, then there
would be less likelihood of propeller/rudder emerging out of water. Thus
propeller racing and engine load fluctuation is avoided giving better power
and steering. A trim by the head would cause more green seas to be taken
over the bows making the condition worse. Any list would reduce the roll
angle necessary for deck immersion, hence any list should be corrected.
(e) Reduction in main engine speed would lower the effect of green seas &
thus reduce the possibility of structural damage, particularly at the fore end.
Ship motion(rolling, pitching, etc.) would generally be better & the change
in speed would cause a change in the periodic time of wave encounter;
which would reduce resonant motions & vibrations if they had been
occurring.

134
134.
Detail the inspection that you, as the new Chief Engineer of a Ro-Ro
passenger ship, would make on vehicle decks. The followings headings are
suggested:
(i) Stability (ii) Damage control (iii) Fire fighting (iv) Machinery
Give reasoning in each clause of your inspection.
Ans. IMO - Ship constructions standard for passenger ship:- Standards for the
construction of the equipment of passenger ship on international voyage are
set out in Solas chapter II1 (Construction, structure, Fire fighting, Protection,
Fire detection and fire extinction regulations imposed for the supervision on
their closing. They also impose requirement for the control of watertight and
weather tight door fitted in bulkhead above the bulkhead decks.
1.

Stability: Under stability the subdivision load lines applicable under the
different type of voyages depending on the number of passenger carrying or
cargo carrying in passenger spaces. Regulation 31 of the MS Regulation Act
1998 provides that every subdivided ship of the classes III, IV, V or VI (A) on
completion must be inclined and the elements of her stability determined.
For passenger ships, the angle of heel due to crowding should not
exceed 10o
Similarly, the angle of heel due to turning should not exceed 10o.
RoRo ship has to conform to the Severe Wind Rolling Criterion as ships has
high windage factor.

2.

Damage Control: Solas Regulation chapter II- 1B damage control plan shall
be permanently exhibited for the guidance of officer in charge of the
passenger showing clearly for each deck and hold. The boundaries of water
tight compartment, the openings therein and means of closure the
arrangement for correction of list due to flooding. In addition to damage
control plan booklets containing the same information must be made
available by the owners for the use the officers of the ship. Ramp door seals
are satisfactory and in accordance with the regulations.

3.

Fire Fighting: Prior to being assigned ship board passenger ships (as per
regulation II-1) seafarer must have completed the following training:- Training in crowd management.
- Training in passenger safety and hull integrity.
- Training in crisis management and human behavior and other training like
the standard modular courses for all ship types as per STCW-95.
The Chief Engineer to understand that fire protection for Ro-Ro spaces
comes under Special Category ships, requiring horizontal zoning as
vertical zoning is not possible
The Chief Engineer to ensure following safety and fire-fighting items to be
ready for any emergency use:

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Sprinkle system.
Co2 flooding system.
Familiarization with all portable and fixed fire extinguisher.
Location of fire hoses and hydrants.
SCBA fireman outfit &its location.
Familiarization of all areas of E/R, accommodation & cargo spaces.
Fire pumps & emergency fire P/P.
Location of fire dampers.
Location of quick closing valves and remote stops for fire control station.
Location of water tight door local and remote operation and their control
room.
11. Location of fire control plan and with international shore coupling.
The following items to be inspected for condition and operation:1.

Confirming that the fire control plans are properly posted.

2.

An examination of the fire main system and confirming that each fire pump
including emergency fire P/P can be operated separately so that required jet
of water can be produced simultaneously from different hydrants and
different pumps
An examination as far as possible and testing of the fire and/or smoke
detection system.
Confirming as far as practical that remote control for stopping fan and fuel
P/P and for shutting off fuel supplies in machinery spares are in working
order.
An examination of the closing arrangement for ventilators, funnel flaps
skylights door ways etc.
Machinery(including critical machinery): The new Chief Engineer for
passenger ship should list out critical machinery operating procedure along
with out going C/E if any deficiency observed should be rectified.

3.
4.
5.
4.

1.

Main engine change over procedures to emergency mode from remote /

bridge control.
Emergency steering gear.
Fire pumps and emergency fire P/P.
Emergency generator and emergency battery.
Emergency air compressor, time taken for filling up the emergency air
bottle.
Sprinkler sea water P/P in/ out and compressor.
Satisfactory operation of bow thrusters (if any fitted)
Satisfactory operation of fin stabilizers (if any fitted)

2.
3.
4.
5.
6.
7.
8.
148

Answer:(ADOPTED : 1-11-1974, IN FORCE : 25-5-1980)

Main Objects : Of the convention is
1) To specify the minimum standards for the construction, equipment and
operation of ships, and their reliability toward safety.
2) Flag states are responsible for ensuring that ships under their flag, comply with
its requirements.
3) A no. of certificates are prescribed in the convention as a proof of compliance.
4) Control provisions allow contracting governments to inspect the ships of other
contracting governments if their are clear grounds for believing that the ship
and its equipment do not substantially comply with the requirements of the
convention this procedure is known as PORT STATE control.
RESPONSIBILITIES & CONTROL PROVISIONS
Chapter 1 : General provisions of the SOLAS 1974 convention includes
provisions for the control of ships in ports of other contracting Governments.
a) The contracting governments undertake to give effect to provisions of the
present convention and the Annex there to, which shall continue an integral
part of the present convention
b) The contracting governments undertake to promulgate all laws, decreases,
orders and regulations and to take all other steps which may be necessary to
make the present convention effective, so as to ensure that the safety of
seafarers on board is not impaired and the ship is fit for the service for which it
is intended.
CHAPTER OF SOLAS
The current SOLAS convention articles setting out general obligations,
amendments procedure and so on followed by an annexure divided into 12
chapters.
CHAPTER General Provisions
This Chapter includes regulations concerning the survey of the various types
of ships and the issuing of the documents signifying that the ship meets the

requirements of the convention. This chapter also include the provisions for the
control of the ship in the ports of the contracting governments.
Chapter II - 1 Construction : subdivision and stability machinery and Electrical
installations.
The Subdivision of passenger ships into watertight compartments must be
such that after assumed damage to the ships hull the vessel will remain afloat
and stable. The degree of sub division measured by the maximum permissible
distance between two adjacent bulkhead varies with ships length and the
service in which it is engaged the highest degree of subdivision apply to
passenger ships.
Requirements covering machinery and electrical installation are designed to
ensure that the services which are essential for the safety of the ship are
maintained under various emergency conditions.
CHAPTER 2-II Construction : Five protection, Five detention and fire extinction
This chapter includes detailed five safety provisions for all ships and specific
measures for passenger ships, cargo ships and tankers they include the
following principle.
1) Division of ships into main and vertical zones by thermal and structural
soundness.
2) Separation of the accommodation spaces
thermal and structural boundary.

from the reminder of the ship by

3) Restricted use of combustible materials

4) Detection of any five in the zone of origin.
5) Containment and extension of five in the space of origin.
6) Protection of the means of escape of excepts for fire fighting purpose
7) Ready stability of fire extinguishing appliances
8) Minimization of the possibility of ignition of flammable cargo vapor.
CHAPTER - 3

Deal with the life saving appliances and arrangements for

passenger and cargo ships

CHAPTER - 4

Deals with Radio communications provision of

communication services, GMDSS and ship requirements

CHAPTER - 5

Deals with the safety of navigation which includes navigational

warnings, life saving signals, ship reporting system ship
meaning, carriage requirement for ship borne navigational
systems.

CHAPTER - 6

Deals with carriage of cargoes which deal with special provision

for bulk cargo other then given are carriage of grains.

CHAPTER - 7

Deal with the carriage of dangerous goods which includes

carriage of delivery goods in packaged form, in solid form in
bulk, covers construction of ships carrying dangerous liquids
chemicals in bulk and construction of ship carrying liquefied
gasses in bulk,

CHAPTER - 8

Nuclear ships : Give requirement for nuclear powered ships

and is particularly concerned with reduction hazards.

CHAPTER - 9

Management for safe operation of ships. The chapter makes

mandatory the international safety management (ISM) code,
which requires a safety management system to be established
by the ship owner or any person who how taken responsibility of
managing the ship.

CHAPTER - 10

Safety measures for High speed craft

radio

CHAPTER - II - I Deals with special measured to enhance maritime safety which

include enhanced surveys, ships ID number PSC operational
requirement.
CHAPTER II - 2 Deals with special measures to enhance maritime security
which includes 'ISPS' codes and responsibility of company, ship
and port.

CHAPTER 12

Deals with additional safety measures for bulk carriers which

include damage stability requirement applicable to bulk carriers
& structured strength of Bulk carriers.

149.Highlight the following amendments to IMO Conventions and its effects in

ship operation thereof. Mention their date of entry into force
(a) CLC and Fund Convention (b) SOLAS-IMDG Code
An older version of CLC convention was adopted by IMCO in 1969 and came into
force on 19-6-75. An amendment was adopted in 1992 and entered into
force on 30th May 1996. In October 2002 another amendment, giving the
new limits for liability was adopted and entered into force on 1-11-2003.
Objectives:1. Ensure adequate compensation is available to persons
who suffer from oil pollution by ships even if the owner is unable to pay
the same.
2.

Adopt uniform international rules & produces to determine civil liability

etc., for losses due to pollution of oil from ships. (Note : civil liability
means responsibility to compensation etc. in money. It does not include
criminal liability may be finalized by fines and / or imprisonment etc.,)

3.

To encourage government and others to feel more confident in taking

early and decisive action in containing / minimizing the adverse effects of
oil pollution .
Salient features of this convention :
The owner of every tanker is liable for pollution damage caused by his
tanker (even though he may have taken all possible care and
precautions) unless the damage is caused by reasons external to (i.e.,
not connected with) the ownership and operation of the tanker) This
strict liability is based on the principle "polluter may pay.
The owner of every tanker may limit his total liability in the following
manner. For a ship not exceeding 500 gt liability is limited to 4.51 million
SDR.
For a ship 5000 to 140,000 gt liability is limited to 4.51 million SDR plus
631 SDR for each additional gross tonnage over 5000.
For a ship over 140,000 gt liability is limited to 89.77 million SDR (1 SDR
= 15 GF, 1 GF = 65.5 mg of Gold of 900 fineness).
No claim can be made against the charter include Bare boat, master,
pilot crew, salver or agent of the ship.
After a pollution incident, if owner wishes to avail of the benefit of
limitation as described above, he deposits a run equal to its maximum
liability either with the court or with any other competent authority of the
country.
If the owner incurs any expenses to prevent or minimize pollution
damage, then such expenses are deductible from the amount deposited
by the owner in the same ratio as other claims on the fund. The object of
this provision is to encourage immediate measures by the owner to
minimize / contain damage and be willing to spend money therefore.
Every tanker of 2000 GT and above has to maintain an insurance or other
financial security (such as a bank guarantor) to ensure that the tanker
can meet her pollution damage liabilities to the extent indicated above.
The flag state shall issue a certificate to each ship after she has complied
with the above condition regarding financial security.
The certificate must be carried on the ship and must show the name of
the insurer etc., giving security in respect of the ship certificates by all
countries that have ratified the convention.
The liability insurer (P & I clubs) of the ship owner usually provides the
proof of insurance policy / financial security. On the basis of this

document the flag state issues the "certificate of civil liability of oil
pollution damage" (CLC certificate)
The certificate shall not be valid beyond the validity of the insurance
policy.
Any one who suffers loss due to oil pollution from a ship may she either
the owner of the V/L or even the insurer who has issued the policy within
three years of the loss. Ever if the owner goes into liquidation, the insurer
continuous to be liable to those who may have suffered a loss.
Fund Convention was first adopted in 1971. This was amended and
renamed in 1992. Entered into force 30-5-96. Aim of this convention is to
provide compensation for losses due to pollution where the security
provided by the 1992 CLC convention is inadequate. Fund provides
supplementary compensation to oil pollution disasters. The fund
convention is an attempt to ensure that losses due to oil pollution
damage are borne not only by the shipping industry, but in part also
borne by the cargo interests.
Salient features : 1.
All persons / companies in any country
importing more than 150,000 tons of oil in any year shall make
contributions to the fund. This fund is managed as an independent entity
under the overall supervision of al director who is appointed by and
responsible to IMO.
2.

October 2000 amendments which entered into force in 1-11-2003 raised

the max. amount of compensation to 203 million SDR as compared to
135 million SDR. However, if three states contribute to the fund receive
more than 600 million tones of oil per annum, the maximum amount is
raised to 300, 740,000 SDR.
Effects of CLC and fund convention in ship operation :

1.

After the implementation of CLC convention every tanker of 2000 GT and

above has to maintain an insurance or other financial security and obtain
a certificate of CLC for oil pollution damage based on that.

2.

CLC convention fixed a upper limit to liability of ship owners in case of oil
pollution from tankers so, ship owners were encouraged to invest in high
risk venture like oil transportation.

3.

Both CLC & fund convention ensured adequate compensation is available

to parties who suffer from oil pollution by ships even if the owner is
located in a country for away from the scene of disaster or he may not
have sufficient financial resources to meet all the claims.

4.

These conventions encourage government and others to take early and

decisive action in containing or minimizing the adverse effects of oil
pollution, because these conventions ensure adequate compensation. If
owner incase any expenses to prevent of minimize pollution damage,
then such expenses are deductible from his total liability.
IMDG Code :
The IMDG code was developed as a uniform international code for the
transport of dangerous goods in packaged form by sea covering such
matters pas packing, container traffic and stowage with particular
reference to the segregation of in compatible substances. The IMDG code
lays down basic principles; detailed recommendations for individual
substances, materials and articles and a number recommendations for
good operational practices including advice on terminology, packing,
labeling, storage, segregation and handling and energy response action.
The IMDG code was made mandatory from 1st Jan. 2004 by IMO, by
adopting SOLAS chapter VII on 24 May 2002.
This code applies to all ships carrying dangerous goods in packaged
form. Provisions of this code do not apply to ships stores.
Effects of IMDG code in ships operation.

1)

In documents relating to the carriage of dangerous goods, a proper

shipping name of this goods shall be used.

2)

The transport document prepared by the shipper shall be included a

signed declaration or certificate that the consignment is properly
packaged mark, labelled and in proper condition for carriage.

3)

The person responsible for loading a dangerous goods in a container

shall provided a signed container packing certificate stating that cargo
has been properly packed.

4)

Ship shall have a detailed storage plan which identify by class and sets
out the location of all dangerous goods onboard.

5)

Administration shall issued detailed instruction on emergency response

guide and medical first aid guide relevant to incidents involving
dangerous goods.

150. Briefly discuss the reasons for Bulk-Carrier losses in the last decade and
explain how provisions detailed in Chapter XII of SOLAS 74 as amended
will contribute towards the safety of bulk-carriers?
Ans. Originally grain was carried in sacks

Then Bulk carrying concept

Sinkage

1948 & 1960, Solas required expensive temporary fittings

and/or bagged grain

Next 4 years 6 ships loaded according to 1960 Solas were lost

Because it underestimated the Sinkage

IMO assembly in 1969 adopted new resolution

1969 equivalent grain regulation

These (1969 rules) were adopted in Solas 1974

IMO also adopted

Code of safe practice for Solid Bulk Cargoes

which was adopted in 1965

It categorized cargoes
highlights dangers associated with shipment of particular cargo.
Gives properties of different cargoes and handling procedures.
It emphasis the need to distribute cargo throughout the ship to
avoid overstressing and improve stability.
Cone when loaded
Angle between slope of cone and bottom of hold is called angle of
repose
Iron has

high angle of repose

Grain has low angle of repose (more shifting ability)

hence more prone to dry surface movement
o To overcome this code states that cargo should be trimmed
reasonably level and all spaces should be filled as fully as possible.
o Use of shifting boards or bins

No. of accidents dropped during 1980s and it seemed to many that the
problem of bulk carriers safety has been solved.

Until: 1990

20 Bulk carrier sank 94 lives lost

1991

24 Bulk carrier sank 154 dead

Investigation proceeded :1.

2.

Importance of age:There was a clear link between accidents and age of bulk carriers
o 1990 18/20 ships lost were over 18 years old
o In 1995 LR of shipping published a table giving details of accidents
involving 88 Bulk carriers between Jan 1990 and Dec 1994 only 3
ships were less than 10 years old and nearly half were over 20 years
Corrosion and fatigue:The main reason why age is so relevant here is that corrosion and
general fatigue increases as ship grows older.
This is partly because of stress to which the ship is inevitably
subjected by routine operation, cargo handling, weather, waves and partly
due to sea water effect on steel.
Bulk carriers is great lakes survive to 50 or 60years sulphur residues
present in coal also aggravate the corrosion.

Intercargo investigations shows:of 15 losses in 1994

40% were caused by plate failure followed by

ingress of sea water.
6 - 7% losses never explained because ships
disappeared too quickly.

70% losses occurred in heavy weather

American B.S. in 1991 said
The recent spate of casualties on conventional bulk carrier appears to be
directly traceable to failure of cargo hold structure.
L.R said :that prime cause of most casualties is the inability of the side structure
to withstand the combination of local corrosion, fatigue cracking and
operational damage.
Operational Factors:Corrosion was important so was physical damage
operations. Loading pattern can make the effect worse.
A)
B)

suffered

during

Dense cargoes like iron ore often carried in alternate holds to raise
(CG). This according to LR increases the stress on inner hull
components (Bulkheads etc)
Cargo handling method:For faster turn-around the loading rate is increased some
terminals can load up to 16000 ton / hr. iron ore. IACS in a report said
high cargo rates under uncontrolled process could result in an over
loading which can cause local or global damage.

1994 One proof was when vessel TRADE DRINKING, Cyprus, 1974, 145000
dwt, breaks at Ponta Madeira
July 1993 - wreck of Derbyshire (went down Sept 1980)
1991 Mineral Diamond (Anglo Eastern) but in 1976 all 26 died
In a study by IACS showed that a
5% overload
shear forces by 5%
10% overload
force by 20%

increases still water bending moment by 15% &

increases still water bending moment by 40% and shear

A 10 percent overload could be caused by a 5 to 8 min delay in stopping

conveyor belt with capacity of 16000 t/hr
Last of the cargoes are removed by bull dozers and hydraulic hammers
fitted to extended arms of tractors
Question of attitude
Owners try to run ships where Port State Controls are relaxed
High tensile steel:In early 1980s increasing use has been made of high tensile steel,
especially in construction of bulk carriers. As thinner plates can be used
without loosing any strength.
A normal MS plate will be 24-29 mm thick, using HT steel this can be
reduced to 20mm. The weight saving might amount to several thousand
tons. This cuts building costs and enables to carry more cargo. But there is a
price to pay one simple fact that HT corrodes just as quickly as MS. As HT
plates are thinner, corrosion is likely to reach danger point more quickly.
IACS observed that most common example where failure had occurred on
HTS built bulk carriers was at side longitudinal connection to web frame.
According to LR in Sep 1995, HTS ships are also prone to a phenomenon
known as springing
Chapter XII:- (13 Regulations)

1.
2.

Enhanced survey schedule

Old fore most cargo hold flooding
New any cargo hold flooding

3.
4.
5.
6.
7.

Code of safe practice for loading & unloading (BLU Booklet)

Any restriction of cargo type.
Loadicator
Bilge Alarms
Pumping system

151.
List the amendments to the existing Conventions of IMO to come into
force in the year 2005. Briefly describe the amendments. What changes
are likely to be foreseen on ship operation worldwide on implementation of
these amendments?
Ans) The amendments to the existing conventions of IMO to come into force in
the year 2005 are as
under:2) MARPOL 73/78 (Adopted: 4 Dec 03, Enforced: Apr. 05)
Annex I - Phasing out cat 1 tanker 2005 from 2007 cat 2 & 3 tanker 2010 from
2015
CAS for all single hull tanker more than 15 yrs new reg 13H
3) LL 1966 ( Adopted: jun-03, Enforced:1 Jan 05)
Amend to annex B
4) FUND 1971 (Adopted:16 May 03, Enforced : 3 Mar 05) supplementary fund

1)MARPOL 73/78 (Adopted 1 Apr 04, Enforced: 1 Aug 05) amend annex IV and
V
5) MARPOL 73/78 (Adopted: 26 Sept 97, Enforced 19 May 05) Protocol of 1997
add annex VI

MARPOL 73/78
1) The protocol of 1997 (Annex VI-Regulations for the prevention of Air
Pollution from ships) Adoption : 26 September 1997 Entry into force : 19
May 2005
The protocol adds a new Annex VI on Regulation for the prevention of
Air pollution from ships to the convention. The rules set limits on sulphur
oxide (Sox) and nitrogen oxide (NOx) emission from exhaust and prohibit
deliberate emissions of ozone depleting substances.

Annex VI
Includes a global cap of 4.5% m/m on the sulphur content of fuel oil and
calls for IMO to monitor the world wide avg sulphur content of fuel oil

Contains provisions allowing for special Sox emission Control Areas

to be established with more stringent control on sulphur emissions.

In this area the sulphur content of fuel oil used on board ships must
not exceed 1.5% m/m or alternatively ships must fit an exhaust gas cleaning
system or use any other technological method to limit SOx emissions. The Baltic
sea is designated as a Sox Emission control area in the protocol.

It prohibits deliberate emissions of ozone depleting substances, which

includes halons and chlorofluorocarbons

(i) new installations are prohibited on all ships

(ii) new installations containing HDFCs are permitted until 1 Jan 2020

Note:- These requirements of IMO are in accordance with the Montreal

Protocol of 1987, as amended in London in 1990
The Montreal Protocol is an international environmental treaty, drawn
up under the auspices of the UN, under which nations agreed to cut CFC
consumption and production in order to protect the ozone layer.

It sets limits or emissions of nitrogen oxides (NO x) from diesel engines.

A mandatory NOx technical code developed by IMO defines how this is to be done.

as
(PCBs).

It also prohibit he incineration on board ships of certain products, such

contaminated packaging materials and polychlorinated ..

Also, appendices of the Annex VI give criteria and procedures for

(i) designation of Sox emission control areas

(ii) information for inclusion in the tanker delivery note
(iii) approval and operating limits for shipboard incinerators
(iv) test cycles and weighting factors for verification of compliance of
marine diesel engines with the NOx limits and
(v) details of surveys and inspections to be carried out.

2) The 2003 Amendments

Adoption

4 December 2003

Entry into force

April 2005

Regulation 13G of Annex I was revised:

The final phasing out date for cat 1 tankers (pre-MARPOL) is brought
forward to 2005 from 2007.
The final phasing out date for Cat 2 and Cat 3 tankers (MARPOL
tankers and small tankers) is brought forward to 2010 from 2015
Under the revised regulations, the condition Assessment Scheme
(CAS) is to be made applicable to all single hull tankers of 15 yrs or older
It allows the Admin to permit continued operation of Cat 2 or 3 tankers
beyond 2010 subject to satisfactory results from the CAS, but the
continued operation must not go beyond the
anniv of the date of delivery
of the ship in 2015 or the date on which the ship reaches 25
years
of
age after the date of its delivery whichever is earlier.
A new regulation 134 to Annex I of MARPOL on the prevention of oil
pollution from oil tankers when carrying heavy grade oil (HGO) the
carriage of HGO

(i) In single hull tankers of 5000 tons dwt and above (ii) in single hull oil
tankers of 600 tons dwt and above but less than 5000 tons dwt not later
than the anniv. of their delivery date in 2008.
The regulation defines HFO as any of the following:
(i) Crude oils having a density higher than 900 kg/m3@ 15oC
(ii)
fuel oils having a density higher than 900 kg/m3@15oC or a
kinematic viscosity higher than 180mm2/s @ 15oC
(iii)
bitumen, tar and their emulsions.

The regulation has some exemption like it may allow operation of

(i) Oil r\tankers 5000 tons dwt and above carrying crude oil with a density
higher than 900kg/m3 but lower than 945kg/m3 @ 15oC with
satisfactory CAS results and
(ii)
single hull oil tankers of 600 tons dwt and above dwt less than
5000 tons dwt, if in the opinion of the Admin the ship is fit o continue
such operation and
(iii)
an oil tanker 600 tons dwt and above engaged in voyages
exclusively with in
an area under the Partys jurisdiction or under
the jurisdiction of another party, provided it aggress and
(iv)
the same applies to floating storage units (FSUs)
the
sea

all the above may be denied if the party feels this is necessary for
purpose of securing the safety of a ship or caving life at

3) The 2004 (April) Amendments

Adoption

1 April 2004

Entry into force

1 August 2005

The revised Annex will apply to new ships engaged in international

voyages of 400 GRT and above or which are certified to carry more than 15
persons.
Existing ships will be required to comply with the provisions of the
revised Annex IV five years after the date of its entry into force.
The Annex requires ships to be equipped with either a sewage
treatment plant or a sewage commuting and disinfecting system or a
sewage holding tank.
The discharge of sewage into the sea will be prohibited, except when
(i) the ship has in operation an approved sewage treatment plant or
(ii) in discharging comminuted and disinfected sewage using an approved
system at a distance or more than three nautical miles from the nearest
land or
(iii) is discharging sewage which is not comminuted or disinfected at a
distance of more than 12 nautical miles from the nearest land
Also, amendments to the appendix to MARPOL Annex V on prevention
of pollution by garbage from ships which relate to the recording of the
disposal of cargo residues in the Garbage record Book.
International Convention on Loadlines, 1966 2003 Amendments
Adopted

June 2003

Entry into Force

1 January 2005

The amendments to Annex B to the 1988 load lines protocol include a

number of important revisions, in particular to regulations concerning
strength and intact stability of ships

International Convention on the Establishment of an International

Fund Compensation for Oil pollution Damage (Fund), 1971
The 2003 Protocol (Supplementary Fund)
Adoption

16 May 2003

Entry into Force

3 March 005

The 2003 protocol establishing an International Oil Pollution

Compensation Supplementary Fund was adopted by a diplomatic
Conference held at IMO headquarters in London. The aim of the
established fund is to supplement the compensation available under
the 1992 civil liability and fun
conventions with an additional their tier
of compensation. It is optional and the total amount of compensation
payable for any one incident will be limited to a combined total of 750
million special Drawings Rights (SDR) (just over Rs 1000 million) including
the amount of compensation paid under the existing CLC/fund conventions

152

Various IMO convention have been developed to deal with the prevention of
pollution by ships. Various IMO instruments are listed below.:
1)

MARPOL - 73/78 : International convention for the prevention of

pollution from ships 1973, as modified by the protocol of 1978. The
various annexes to this conventions are as follows :
Annex - I : Deals with regulations for the prevention of pollution by oil.
Entry into force on 2nd October 1983.
Methods and aids to prevents pollution includes following :

a)

International oil pollution prevention certificate (IOPP) - (Reg.5) This

certificate is mandatory / statutory certificate to be issued in initial or
renewal survey, to any takes of 150GT and other ships 400 GT.
Valid for 5 years issued by administration.

b)

Oil Discharge monitoring and control system (ODMCS) shall be provided

for tankers to control oil in shops (Reg.-15)

c)

Oil filtering equipment, OWS, for any ship 10,000 GT, should be
provided with alarm and automatic stopping device, in case the effluent
exceeds 15 ppm, for E/R bilges.

d)

Bilge water, sludge and dirty oil reception facilities to be provided at all
ports or terminals (Reg.-12)

e)

Segregated clean ballast tanks (SBT) and crude it working system (COW)
to be provided for oil tankers.

f)

Imploding the requirements for the design & construction of oil tankers to
prevent oil pollution in the Event of collision and standing. Reg. 13F for
new tankers & Reg. 13G for hinting tankers which apply to crude carriers
20,000 DWT and product carriers 30,000. Introduction of
Enhanced survey programs during periodical almost & intermediate
surveys.
(phasing out of single hull tankers)

g)

Oil record book : Every tanker 180 GT & other ships 400 GT shall
have an oil record book. Reg. 20

h)

Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker

150 GT and others 400 GT shall carry supplied SOPEP plan by
Administration.

i)

Sufficient sludge and bilge water holding tanks stop should be provided
to all ships.

j)

Double hull and double bottom requirements for oil tanks delivered after
6 July 1996 & before 6 July 1996. (reg.19)

k)

Pump room (cargo) bottom protection (Reg.22)

l)

Limitation of size & arrangement of cargo tanks.

Annex - II Defines regulations for the control of pollution by noxious
liquid substances in bulk.
Methods and aids to prevent pollution includes :

a)

Categorization and control of noxious liquid substances in and outside

special areas Reg. 3 & 5

b)

Cargo record book : To record loading, unloading cleaning and ballasting

facilities at terminals for discharge of residues and mixtures containing
NLS Reg.7.

c)

To have shipboard marine pollution prevention Emergency plan (SMPEP)

along with SOPEP or a combined plan.
Annex - III Defines regulations for the prevention of pollution by harmful
substances carried by sea in packaged form E/F = 1st July 1992

a)

Marking and labeling - Reg 3.

b)

Storage shall be properly stored and secured so as to minimize hazards

Reg.5.

c)

Document correct technical names to be used and further identified by

the words marine pollutant.
International maritime dangerous goods (IMDG) Code : defines the
harmful substances, which are identified as marine pollutants.
Annex IV : Defines regulations for the prevention of pollution by sewage
from ships forced on 27th Sept. 2003.
Methods and aids :

a)

An International sewage pollution prevention certificate is issued by the

administration after survey has been carried out in accordance with
reg.3.

b)

Ship must have in operation an administration approved sewage

treatment plant Reg.8

c)

Reception facilities at ports & terminals Reg.10.

d)

Standard discharge connection.

Annex V - Regulation for prevention of pollution by garbage from ships
E/F 31st dec. 1988.
Methods and Aids

a)

Requirements for disposal of garbage with in & outside sp. areas.

b)

Reception facilities in parts & terminals.

c)

Placards shall be displayed for every 12 m ship for the crew.

d)

Every ship 400 GT to carry garbage management plan.

e)

Garbage record book required for ship > 400 GT and preserved for 2
years after last entry.
Annex VI : Regulation for prevention of air pollution from ships enforced
19th May 2005
Methods and Aids :

a)

Ships must have an International Air Pollution prevention (IAPP)

certificate by administration, after initial survey. valid for 5 years.

b)

Restriction of use of ozone depleting substances (ODS) such as HCFCs.

phasing out of existing ODSs by 1st January 2020. (i.e. R-22)

c)

Control of emissions of sulphur oxides (SOx) by limiting sulphur contest

of fuel oil to 4.5% m/m and 1.5% for sulphur emission control areas
(SECAs) Reg.13

e)

Installation of approved incinerators with monitoring devices for fuel gas

outlet and combustion chamber temperatures.

f)

Reception facilities for exh. gas cleaning residues, oil etc.

g)

Bunker delivery notes must specify parameters of fuel supplied,

h)

F.O. samples must be taken in continuous drip method, stored for not less
than 12 months.

i)

VOC system for tankers sailing to VOC designated port.

As a Chief Engineer on board ship, one must ensure the following, for
successful implementation of methods and aids to prevent pollution to
the Environment.

1)

Familiarization of personnel's responsible for operating pollution

preventing equipment, with the operation & maintenance of equipment

2)

Familiarization of personnel with MARPOL regulations.

3)

Regular testing of parts / million equipment, (15ppm), alarms and stops.

4)

Must ensure minimum recommended spares always onboard for pollution

prevention equipment. Eg. spare set of filter cartridge.

5)

Proper documentation via IOPP, LAPP, ISPP certificate and their validity.

6)

Surveys due for pollution prevention equipment.

7)

Bunker checklist bunker transfer procedures are clearly posted.

8)

To properly keep bunker samples & delivery notes.

9)

Operating procedures for pollution prevention equipments must be

clearly posted.

10) Regular testing of pollution prevention equipments.

11) Entries in oil record book.
12) Ensure sounding records updated.
13) Good E/R house keeping minimum leakages.

153.
List the IMO Conventions and guidelines dealing with marine
environment protection. State how each of the convention contributes to
the protection of the marine environment.
Ans) Convention are the main instruments of IMO, a binding legal instrument
regulating some aspect of maritime affairs of major concern to IMO (eg
safety, pollution). Various conventions have been developed to deal with the
prevention of pollution by ships some of which are as listed below:
(1) International Convention for the prevention of pollution from ships, 1973 as
modified by the protocol of 1978 (MARPOL 73/78). The various annexes to
this convention are as follows:

a] Annexe-1: Deals with regulations for the prevention of pollution by oil.

Entered into force on 2nd October 1983 few important regulations in this
annexe includes the following
(i) International Oil pollution prevention certificate (IOPP):- The IOPP
certificate is issued after an initial or renewal survey to any oil tanker of
ISO GT and above and other ships of 400 GT and above. The certificate is
valid for 5 years and issued by the administration as per regulation 5.
(ii)
Oil discharging monitoring and control system of approved type to be
fitted in tankers to provide a continuous record of the discharge in terms of
quantity, oil content, rate etc as per regulation 15 which also regulates the
retention quantity of oil on board.

(iii)
Oil filtering equipment or any ship of 10000 GT and above should be
provided with arrangements for an alarm and automatic stopping device in
case the effluent exceeds 15ppm
(iv)
Reception facilities to be provided at ports and terminals as per
regulation 12.
(v)
Segregated clean ballast tanks (SBT) and crude oil washing system
(COW) to be provided for oil tankers
(vi)
Improving the requirements for the design and construction of oil
tankers to prevent oil pollution in the event of collision and stranding for
new tankers and for existing ships. Which apply to crude carriers of 20000
DWT and above and product carriers more than 30000 DWT, which shall be
subject to enhanced programme of inspections, during periodicals
intermediate and annual surveys.
(vii)
Oil record book: Every oil tanker of 150 GT and above and all other
ships of 400 GT and above shall have an oil record book for recording all oil
transfers as well as recording all bilge and sludge transfers, oily water
separator operations and incineration/disposal to shore regulam 20
(viii) Shipboard Oil pollution Emergency Plan (SOPEP) Reg 26 : Every tanker
of 150 GT and above and all other ships of 400 GT and above shall carry on
board an oil pollution emergency plan approved by the administration.

b] Annexe II: Defines regulations for the control of pollution by noxious liquid
substance in bulk. This involves entered into force on 6thn April 1987.
(i) Categorization and control of discharge of noxious liquid substances in and
outside special areas as per reg 3&5
(ii)
Cargo record book which records loading unloading cleaning and
ballasting facilities at terminals for discharge of residues and mixtures
containing NLS-reg7
c] Annexe III: Defines regulations for the prevention of pollution by harmful
substances in packaged form entered into force on 1st July 1992. Important points
in their annexe are
(i) It contains general requirements for the issuing of detailed standards on
packing, marking, labeling, documentation, stowage, quantity limitations
and exceptions and notifications for preventing pollution by harmful
substances.

d] Annexe iv: Regulations for the prevention of pollution by sewage from ships
entered into force 27th Sept 2003. The following are the important points in this
annexe
(i) An International Sewage pollution Prevention certificate is issued by the
administration, after survey has been carried out in accordance with
regulation 3
(ii)
Ship must have in operation an administration approved sewage
treatment plant to meet the operational requirements regulation 8
(iii)
Reception facilities at ports and terminals for reception of sewage .
Regulation 10
(iv)
Standard discharge connections for discharge of sewage to terminals

e] Annexe v: Regulations for prevention of pollution by garbage from ships.

Entered into force 31st Dec 1988
(i) It lays down requirements for disposal of garbage within and outside
special areas.
(ii)
Reception facilities at terminals and ports to be provided for reception
of garbage

(iii)Placards to be displayed for every ship of 12m or more in length which

notifies the crew of disposal regulations
(iv)
Every ship>400GT, certified to carry 15 persons or more shall have a
garbage management plan, which provides written procedures for storing,
collecting, processing and disposing of garbage.
(v)
Garbage Record book required for ships>400GT and carrying more
than 15 persons which shall be preserved for 2 years after the last entry is
made.

Annexe vi: Regulations for prevention of air pollution from ships. Entered
into force 19th May 2005
(i) Issue of International Air Pollution Prevention (IAPP) certificate by the
administration after initial survey as per regulation which will be valid for 5
years
(ii)
Restriction on use of ozone depleting substances (ODS) such as
HCFCs on board ship
(iii)
Control of emission of Nitrogen Oxides (NOx) from diesel engines and
other modes of propulsion (Reg 13)
(iv)
Control of emission of Sulphur Oxides (Sox) by limiting Sulphur
content of fuel to 4.5% m/m and 1.5% m/m for Sulphur Emission Control
Areas (SECA) (Reg 14)
(v)
Installation of approved incinerators for shipboard incineration of
sludge and oil waste. The fuel gas outlet temperature and combustion
chamber outlet temperatures are monitored
(vi)
Bunker delivery Note (BDN) must specify in detail the parameters of
the fuel supplied and these are to be retained on board for a period of 3
years after the bunkers are received.
(vii)
F.O.Sample to be taken continuously by an approved sampling method
and stored in a clearly marked designated place for a period of not less
than 12 months from the time of delivery.
(viii) ODCs should be clearly marked and stored in a designated place
assigned for that purpose
(ix)
VOC system for tankers sailing to a VOC designated port.

2) International Convention relating to Intervention on the High seas in cases of

Oil pollution causalities 1969.
Entered into force on 6th May 1975. this convention affirms the right of
coastal state to take such measures on the high seas as may be necessary to
prevent mitigate or eliminate danger to its coastline. The 1973 protocol
extends convention to even cover pollutants other than oil.
3) Convention on the prevention of marine pollution by dumping of wastes and
other matter (LDC), 1972. Entered into force on 30th Aug 1975. This is also
known as the LONDON Convention 1972. it prohibits dumping of certain
hazardous materials, requires a prior special permit for the dumping of a
number of other identified materials and a prior general permit for other
wastes or matter.
4) International Convention on oil pollution preparedness, response and
cooperation (OPRC 1990)
entered into force on 13th MAY 1995
The convention requires
(a) Ships must carry an approved plan
(b) Provide for establishment of a stock of oil spill combating equipment.
Holding of oil spill combating drills and development of detailed plans for
dealing with pollution incidents
(c) All parties must provide assistance to others in the event of an
emergency
5) Protocol on preparedness response and cooperation to pollution incidents by
hazardous and Noxious substances, 2000: Adoption 15 March 2000. Entry

into force: twelve months after ratification by not less than fifteen states
which are states party to the OPRC conventions.
6) International Convention on the control of Harmful anti fouling systems on
ships (AFS), 2001
Adoption: 5th October 2001. Entry into force: the convention will enter into
force 12 months after 25 states representing 25% the worlds merchant
shipping tonnage have ratified it.This convention prohibits the use of harmful
organisations (in antifouling paints) used on ships and establishes a
procedure to prevent potential suture use of other harmful substances in anti
fouling systems
7) International convention for the control and Management of ships ballast
water and sediments, 2004
Adoption 13th February 2004. Entry into force 12 months after ratification by
30 states, representing 35 per cent of world Merchant Shipping tonnage.

181

The June 1997 Amendments

Adoption : 4th June 1997
Entry in to force : 1st July 1999
SOLAS Chapter II-I
New Regulation 8.3 on special requirement for passenger ships, other than RORO passenger ships carrying 400 persons or more.

The November 1995 amendments

Adopted 29th November 1995
Entry in to force 1st July 1997

SOLAS ro-ro passenger ship stability standards :Regulation 8-1 Of SOLAS Chapter II-I provides that ro-ro passenger ships built
after 1st July 1997 must comply with regulation II- 1/8, (stability of passenger ships
in damaged condition), as amended by Resolution MSC-12(56), not later than a
date of compliance which is tabulated in the regulation according to the value of
the ships A/Amax and which ranges from 1st OCT 1998(for ships with an A/Amax of
less than 85%,) to 1st OCT 2005,(for ships with an A/Amax of 97.5% or more). In the
case of a ro-ro passenger ship carrying 400 persons or more (including crew),
Regulation 8-2 applies notwithstanding the provisions of regulation 8 and 8-1 and
the compliance date is modified with the new standard until OCT 2010.

The Conference also adopted a new regulation 8-2, containing special

requirements for ro-ro passenger ships carrying 400 passengers or more, this is
intended to phase out ships built to a one compartment standard and ensure that
they can survive without capsizing with two main compartments flooded following
damage.
Amendments to Chapter II, changes arrangements of life saving appliances and
arrangements, including the public address system, information of passenger and
the provision of a helicopter pick-up or landing area, other Chapter IV radio
communication & chapter V Safety of navigation & working language.

The November 1997 SOLAS Conference :

The November 1997 Conference adopted a new chapter XII to SOLAS Additional
safety measures for bulk carriers, which entered in to force on 1st July 1999. The
new requirements cover survivability and structural requirements to prevent bulk
carriers from sinking if water enters the ship for any reason. Existing ships which
do not comply with the appropriate requirements will have to be reinforced or
they may have to limit either the loading pattern of the cargoes they carry or
move to carrying lighter cargoes, such as grain or timber.
The regulations state that all new bulk carriers 150 mts or more in length (built
after 1st July 1999) carrying cargoes with a density of 1000kg/m3 and above should
have sufficient strength to withstand flooding of any one cargo hold, taking in to
account dynamic effects resulting from presence of water in the hold and taking in
to account recommendations adopted by IMO.
For existing ship (built before 1st July 1999) carrying bulk cargoes with a density of
1780 kg/m3 and above, the transverse watertight bulkhead between the two
foremost cargo hold should have sufficient strength to withstand flooding and the
related dynamic effects in the foremost cargo hold. Cargoes with a density of
1780 kg/m3 and above include iron ore, pig iron, steel bauxite and cement. Less
denser cargoes, but with a density of more than 1000 kg/m3, include grains such
as wheat and rice, and timber.
Chapter XII allows surveyors to take in to account restrictions on the cargo carried
when considering the need for, and the extent of, strengthening of the transverse
watertight bulkhead or double bottom. When restrictions on cargoes are imposed,
the bulk carrier should be permanently marked with a solid triangle on its side
shell.
The date of application of Chapter XII to existing bulk carriers depends on their
age. Bulk carriers which are 20 yrs old and above on 1st July 1999 have to comply
by the date of the first intermediate or periodical survey after that date,
whichever is sooner. Bulk carriers aged 15-20 yrs must comply by the first
periodical survey after 1st July 1999, but not later than 1st July 2002. Bulk carriers
less than 15 yrs old must comply by the date of the first periodical survey after
the ship reaches 15 yrs of age, but not later than the date on which the ship
reaches 17 yrs of age. The criteria and formulae used to assess whether a ship
currently meets the new requirements, for example in terms of the thickness of
the steel used for bulkhead structures, or whether reinforcement is necessary, are
laid out in IMO standards adopted by the Conference.
Under the new Chapter XII, surveyors can take in to account restrictions on the
cargo carried in considering the need for and the extent of strengthening of the
transverse bulkhead or double bottom.
The SOLAS Conference also adopted a number of Resolutions including:Recommendations on Compliance with SOLAS Regulation XII/5 (IACS) :The Resolution refers to the new requirement for bulk carriers built on or
after 1st July 1999 and notes unified requirements issued by IACS regarding
longitudinal strength, evaluation of scantlings and evaluation of allowable hold
loading for single side-skin construction, whether or not they are classed with
classification societies which are members of IACS, to comply with the IACS
unified requirements.
Hull stress monitoring equipment on bulk carrier above 200 dwt or more :Standards for the evaluation of scantlings of the bulkhead between the two
foremost cargo holds and standards for the evaluation of allowable hold loading of
the foremost cargo hold.
The Resolution sets out the standards, which are mandatory under Regulation
6 of the new Chapter XII. The technical standards provide formulae for calculating
when steel renewal is necessary on scantlings, and for calculating the allowable
hold for a bulk carrier, taking in to account load and the shear capacity of the
double bottom.

Recommendation on loading instruments :The Resolution urges Governments to apply IACS Recommendation No. 48 on
loading instruments when approving loading instruments as required by
Regulation 11 of the new Chapter XII, and to ensure that loading instruments
already fitted have been approved in accordance with the standards of recognized
organization.

196.
State the action taken by a survey society towards handling of an ISM
certificate in case
(I) When a major non-conformity is found (ii) When
non-conformities are found
(iii) When extension of the certificate is
requested for (iv) When revision of an entry for a certificate is requested
for. Under what circumstances may SMC and DOC be invalidated.
Ans. As per ISM, a major non conformity is defined as an identifiable deviation
that poses a serious threat to the safety of personnel or to the ship
or a serious risk to the environment and requires immediate
corrective action & include the lack of effective and systematic
implementation of a requirement of the ISM code.
A major non conformity can arise where there has been a serious breach of
the SMS such as failure to under take management reviews or internal audits
or perhaps a vital piece of machinery or technical system has been left out of
SMS.
If might also include a failure to implement properly the SMS. For example :
where crew member make a tick mark of fill a form to show that maintenance
is being carried out but without actually performing the maintenance or
reporting defects
i) When a major non conformity is found if can lead to either SMC or DOC or both
being withdrawn or becoming invalid.
ii) Any non-conformity from precious external audit for which corrective action
has not been taken within specified time period shall be recorded a major non
-conformity and a major non-conformity can lead to withdrawal or invalidation
of both smc and doc.
iii) Reasons for which a Doc may become invalid / withdrawn :
a)

Corrective action are not taken within the agreed time period.

b)

A periodical verification is not requested.

c)

A renewal assessment is not undertaken as required.

d)

Applicable amendments to the ISM code are not taken info account.

e)

There is an evidence of an unresolved existing major non conformity

f)

Cancellation is requested by the doc holder.

g)

Substantial modification to the sms is not notified to the administration

and rectified by the auditor.

iv) Reasons for which smc may become invalid / withdrawn include
1)

Any condition as mentioned below are not met

existence of a Doc (not interim doc) valid for that type of ship.
maintenance of compliance with the requirement with national / and
international regulatory requirements.

Maintenance of valid statutory certificate.

2)

Corrective action are not completed with the agreed time period

3)

A periodical verification is not carried out.

4)

A renewal assessment is not undertaken as required.

5)

There is an evidence of an existing major non-conformity.

6)

Cancellation is requested by the Doc holder.

7)

Substantial modification to the sms is not modified to the maritime

Administration & verified by the Auditor.

iv) INTERIM DOC : An interim Doc may be issued to facilitate initial

implementation of the Ism code in cases where compliance with Ism code is a
new requirement or where changes to the company administration or its
operations have rendered the existing certificate in appropriate for example
when a company is newly establish or where new ship types are added to the
existing Doc.
An interim Doc valid for not more than 12 months may be issued to a
company following a demonstration at the company premises that the
company has a documented sms which address all elements of the ism code &
that plans exists for its implementation throughout the organization and its
fleet within the period of validity of the interim Doc. the purpose of such
implementation may be reviewed and verified at regular intervals during the
validity of the interim doc. It is required that the company demonstrates plans
to implement a sms, meeting the full requirement of the Ism code within the
period of validity of interim Doc.

202

List the objectives of an ISM Internal Audit of a ship. How an internal audit helps in
External Audit of a vessel? Name the salient issues addressed in the Internal
Audit and the persons responsible to carry out the same.
Ans. Internal audit is carried out to verify whether the various elements of the
Safety Management System of the organization are effective and suitable, in
achieving the stated management objectives.
The auditor should check: Plans / procedures are being followed
Laws and regulations are being followed
Records / Documentations are being maintained to provide adequate and
accurate information
Deficiencies are identified and corrective action taken
Personnel are familiar with the use of SMS
As per ISM Code Part A element 1.4, Functional Requirement for a
Safety Management System are to be taken in consideration during the
Internal Audit. If any deficiency is found can be corrected regards to:(a) Procedures (b) Personnel (c) Non-conformity (d) Corrective action
How Internal Audit helps in External Audit: The Internal Audit is carried out as per the procedure laid down in
companys SMS at regular interval(functional requirement of SMS as per
ISM Code Part A 1.4)
It is conducted by companys person who is other than the field of
auditee
Any deficiency found can be corrected as per procedure laid down in
companys field
If any deficiency found, concerned responsible person is informed
By this all documents, displays, procedures, emergency equipments etc.,
are checked for proper order
As it is only company matter so time is not the issue.
By this it can be said that internal audit is helpful for external audit.
Salient issues addressed in the internal audit are: About safety and environment protection policy
Instruction and procedure to ensure safe operation of ships

 Level of authority and lines of communication between shore and

shipboard personnel
Procedures for reporting accidents and non-conformities
Procedures to prepare for and respond to emergency situations
Companys DOC validation
Person who carry out the Internal Audit is Companys man and most probably
from ISM cell.
D.P. is the responsible person for carrying out / organizing the internal as well
as the external audit
The audit is carried out by a competent person belonging to the department
other than the field being audited. He must have gone through the auditor
courses and must be trained. He must be familiar with the company
procedure with regards to:--- Conducting audit
---- Corrective action and procedure

203

The ISM Code Section 12 (company verification, review and evaluation) make it
mandatory to maintain and control the shore and ship based safety
management system.
Objective Of Internal Audit:a) Internal Audit are conducted for self-evaluation of the safety management
system on board.
b) Whether companys safety and environmental policy is continually (still)
in compliance with the requirement of this code.
c) Any deficiencies as regards to the below can be corrected:i) Procedure:- Testing procedure for lifeboat engine, arrival/departure
procedure etc.
ii) Personnel:- Maintaining of training records, familiarisation with
equipments and their duties etc.
iii) Documents:- Update for any recent changes incorporated like deletion
of concerned section from ORB as regards to discharge
through 100 ppm equipment kept with concerned book;
permit to work etc.,
iv) Corrective Action :- Reporting of near misses and SMS incorporated the
change etc.
v) Non-Conformity Reporting as per above.
How Internal Audit helps in External Audit:1) The Internal Audit is carried out as per the laid procedure of the
companys SMS at regular intervals by competent person/persons.
2) Any deficiency found can be corrected as per procedure laid down in
SMS.
The deficiency is generally conveyed to the responsible person, who in
turn takes corrective action for the same.
Internal Audit is conducted as the same strength and intensity as
External Audit and off course before the occurrence of an External Audit.
Any deficiency/non-conformity which would have been left un-attended
or un-addressed till the time of External Audit, thus will be brought up and
corrective action procedure laid down for, during the Internal Audits
observation.

Thus an Internal Audit helps a lot in conducting of External Audit; the

effectiveness of the former will certainly affect the effectiveness of the
latter.
As laid down, the dynamic elements of ISM Code which enable
continuous improvements are :a) Personnel :- Master properly qualified and trained. Ship is manned with
qualified, certificated, medically fit sea farers. New personnel are
given proper familiarisation with their duties. Personnel involved in
SMS should have adequate understanding of relevant rules,
regulations, codes and guidelines. Training, safety drill, critical and
emergency operation to be given.
b) Procedure :-Procedure and instruction written in simple and clear language
and understood by the personnel. Ship personnel are able to
communicate effectively with passenger and other crews.
c) Documentation :- Documentation control, validity of documents, change and
amendment, obsolete documents and Safety Management Manual.
Any non-compliance of the above with regards to applicable rules and
regulations will incorporate a Non-Conformity Reporting to a responsible
person, who will in turn be responsible for corrective actions as regards to the
same.
Last but not the least as the Company is responsible for maintaining the
SMS up to date, it will also incorporate changes to the SMS as per the data
received; through the Internal/External Audit and also being in constant touch
with the latest amendments and legislations which may need to be addressed
in SMS in the form of Corrective Action.
Non-Conformance:- means an observed situation where objective evidence
indicates non-fulfilment of a specified requirement. This may be classed in to
2 categories:1) Minor Non-Conformity : In this case the threat to safety of ship, personnel
or environment is very slight, like an omission of noting down the testing
of steering gear before arrival in engine room log book or movement book.
2) Major Non-Conformity :- Any deviation which poses a serious threat to
personnel, ship or environment and requires action. Like test showing that
the tank vent for one tank not able to cope up with pressure rise caused
by loading at full rate and SMS also omits the same, but plant manual has
mention of the same. The same requires immediate rectification to both
venting arrangement and the companys SMS, through a corrective action.
Difference between Corrective Action and Preventive Action :Any procedure/measure or change incorporated in the SMS of the company,
in response to the reporting of a Non-Conformity is classified as a
corrective action. Like SMS incorporating the noting down of pre-arrival
testing of steering gear in relevant sections of the log book and/or
movement book.
A preventive action on the other hand is any action which is generally
performed in order to prevent occurrence of any accident.
The preventive action list may be judiciously formulated by
reading/understanding of a job and/or reading of code of safe working
practices. The occurrence of preventive action may be helpful for ones
safety.

204. With reference to ISM Code write short notes on

(a) Role of company office
(b) Advantage of drills and exercises
(c ) Documented procedure
(d) Management Review
Ans. The purpose of ISM Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention

The Assembly adopted Resolution A 443 (XI), by which it invited all

governments to take the necessary steps to safeguard the ship master in the
proper discharge of his responsibilities with regard to maritime safety and the
protection of the marine environment.
The cornerstone of good safety management is commitment from the top
in matters of safety and pollution prevention. It is the commitment,
competence, attitudes and motivation of individuals at all levels that
determine the end result.
(a) Role of Company Office :- As per the ISM Code the company should
establish a safety and environment protection policy and ensure that the
policy is implemented and maintained at all levels of the organisation

The Company should define & document the responsible authority and inter
relationship of all personal related to and affecting safety and pollution
prevention.

The Company should designate a Designated person ashore (DPA) having

direct access to the highest level of management

The Company must define the masters authority & responsibility and
ensure that the master and all other personnel are properly qualified for the
job and fully conversant with the company safety management system.

The Company should establish procedures, instructions and checklists for

key shipboard operations.

The Company should establish procedures to identify, describe and respond

to potential emergency situations.

The company should establish procedures to ensure that the ship is

maintained in conformity with provisions of the relevant rules and
regulations.

The Company should establish and maintain procedures to control all

documents and data which are relevant to the safety management system

The Company should carry out internal safety audits to verify safety and
pollution prevention activities comply with the safety management system.

(b) Advantages of drills and exercises :ISM Code element 8 deals with emergency preparedness and states that
the Company should have an integrated ship and shore contingency plan
comprising of

Composition and duties of a person

Procedure for mobilisation

Procedures to follow in response to different types of accidents/hazardous

occurrences

Procedures for establishing and maintaining contact between ship and

company office

Availability of ship particulars, plans, stability information, safety and

environment protection equipment on board.

List of contact names & telecommunications details of all relevant parties

who may need to be notified.

Reporting methods for both ship and shore based management.

Procedures for notifying and liaising with next of kin of persons on board

Back up arrangements for companys initial response in the event of

protected emergency

Procedures for issuing info bulletins and answering queries from the media
and public

1) Drills and exercises are important as they ensure all persons are well
aware of their duties and responsibility in case of an actual emergency.

2) Drills develop confidence and competence of personnel who may be

involved in actual emergencies.
3) Drills familiarise ship and shore personnel with companys documented
procedures
4) And finally it is only by conducting drills and exercises that one can verify
the suitability of the companys procedures; consequently shortcomings
can be found out and rectified.
(c) Documented Procedure :ISM Code element No. 7 Development of plans for shipboard
operation :- The Company should establish procedures for the preparation
of plans and instructions, including checklists as appropriate, for key
shipboard operations, concerning the safety of the ship and the prevention
of pollution. The various tasks involved should be defined and assigned to
qualified personnel
(d) Management Review :ISM Code Element No.12 ( Company verification, Review and
Evaluation )
1) The Company should carry out internal safety audits to verify whether
safety and pollution prevention activities comply with the safety
management system.
2) The Company should periodically evaluate the efficiency of and, when
needed, review the safety management system in accordance with
procedures established by the Company
3) The audits and possible corrective actions should be carried out in
accordance with documented procedures.
4) Personnel carrying out audits should be independent of the areas
being audited unless this is impracticable due to the size and nature of
the Company
5) The results of the audits and reviews should be brought to the
attention of all personnel having responsibility in the area involved.
6) The management personnel responsible for the area involved should
take timely corrective action on deficiencies found.

209.As a Chief Engineer you have joined a vessel which is about to undertake a
six month round voyage. Underline and describe the key issues that you will
inspect, check, prepare, establish and maintain towards proper Planned
Maintenance of Engine Room and associated areas under ISM Codes.
Ans. 1) Read the handing over notes of previous chief engineer thoroughly
2) Fuel oil, diesel oil, gas oil & lub oil soundings to confirm the actual figures
match with the log book figures before taking over from outgoing C/E.
1) Voyage requirements to be ascertained
2) Bunkers expected
3) Consumption patterns; any special instructions for same
4) Check oil record book
5) Overdue certificates, surveys if any
6) Status of main and auxiliary machinery
7) Since PMS is on the basis of running hours and time based, so record of
running hours should be collected & checked from outgoing C/E
8) Spares: Check whether inventory is updated. There should be minimum
no. of spares stock available on board at all times, for carrying out
maintenance as per PMS. If no. of spares are not enough, then indent
should be raised at the earliest.

9) Stores: Since the vessel is going on a long voyage, so required stock of

stores should be available on board. Inventory should be updated.
Requisition should be raised asap.
10)
Pollution prevention equipment like OWS, Sewage Plant, Incinerator
and associated pumping systems are in order
11)

Be familiar with the vessels sailing program

12)

Check inventory of all important special and precision tools on board.

13)

Port State Control inspection records to be checked

14)

Readiness for Port State inspection

15)

Check all files and records

16)

Check maintenance records carried out by the ship staff/workshops.

17)
The maintenance carried out during each month shall be entered in
the log abstract; & forwarded to the concerned superintendent at the end
of every month. Renewal of major components, breakdown repair,
detection of any cracks, other defects to be highlighted in the above
abstract.
18)
Complete set of drawings and instruction books/manuals as per the
acceptance protocol shall be kept and indexed. In case of any structural
change, modifications, renewal, retrofit or decommissioning of any
equipment, the records shall be suitably amended with the concurrence of
the concerned superintendent.
19)
Random testing of alarms & critical safety devices should be carried
out. Audio-visual alarms/cut-outs and auto starting of equipments,
wherever provided shall be tested. Simulation test such as L.O. pressure,
low cool water pressure, cut-outs, boiler water low alarm and low-low
water cut-out should be checked regularly. Alarm devices should not be
bypassed under normal running conditions; but if bypassed due to some
reason, all concerned personnel should be informed.
20)
Check the records of CSM(Continuous Survey of Machinery) &
equipment certificates as well as original makers certificates as per the
acceptance protocol. C/E should make sure that all the certificates under
his charge are in order and valid. If any deficiency is found, it should be
reported to the superintendent.
21)
Check all engineer officers are familiar with PMS operations of all
equipments & operations of all safety equipments, & Safety &
Environmental Protection Policy of the company and they are strictly
following it.

212

Maintenance Plan :
A maintenance plan should be such that it provides an efficient service
at optimum cost. It is to be designed in a way to keep every machinery
to an acceptable standard.
Objectives of maintenance plan should be :
a)

Ensure ready availability of the equipment.

b)

To ensure adequate level of equipment efficiently (least Down Time)

c)

Above objectives should be achieved at an optimum cost.

ISM code and planned Maintenance :
ISM code element IO deals with the maintenance of ship and
equipment.

10.1

Company procedures for maintenance.

10.2

To meet above requirements company should ensure that.

10.3

i)

Inspections at appropriate intervals.

ii)

Nonconformities reported with possible causes.

iii)

corrective action taken.

iv)

Record of all above maintained.

Identification of critical equipment and its maintenance.

A efficient and successful maintenance program can be
designed and implemental on board by considering above mentioned
guidelines mentioned in ISM code.
Following key features should be considered when making &
implementing PMS on board ship.

1.

Corrective Action Process :

Identify The Problem
Establish the clause
Propose Solutions
Evaluate solutions
Accept One

Reject All
Implement solution
Evaluate Effectiveness

Effective

In effective

Close
2)

When developing and Improving maintenance procedures company

should take into account the following.
i)

Maintenance recommendations and specifications of the equipment

manufacturer.

ii)

History of equipment including failures, defects and damages and the

corresponding remedial action.

iii)

The result of third party inspections.

iv)

Age of the ship.

v)

Identified critical equipments and systems.

vi)

The consequences of failure of equipment on the safe operation of

ship.
3) A systematic Approach to maintenance :
A systematic approach to maintenance will include.

i)

Establishment of maintenance intervals.

ii)

The definition of the methods and frequency of inspections.

iii)

The specification of the type of inspection and measuring equipment to

be used and accuracy required of it.

iv)

Establishment of appropriate acceptance criteria (pass/fail).

v)

Assignment of responsibility for inspection activities to appropriately

qualified personnel.

vi)

Assignment of responsibility for maintenance activities to appropriately

qualified personnel.

vii)

Clear definition of reporting requirements and mechanisms.

4) Maintenance Interval :
should be based on the following.

(i)

Manufacturers recommendations and specifications.

(ii)

Predictive maintenance determination techniques (Lub oil analysis,

vibration analysis)

iii)

Practical experience in operation and maintenance of ship and its

machinery, including historical trends in the results of the routine
inspections and in nature and rate of failures.

iv)

The use to which the equipment is put continuous, intermittent, stand

by or emergency.

v)

Practical and operational restrictions e.g. inspection that can be only

performed in d/dock.

vi)

Intervals specified as part of class, convention, administration and

company requirements.

vii)

The need for regular testing of S/B arrangement.

5) Inspections :
Procedure for planned inspection routines should be written to include
the following.

i)

Acceptance Criteria

ii)

Use of suitable measuring and testing equipment.

iii)

Calibration of measuring and testing equipment.

Examples of inspection and test that may be employed.

i)

Visual

ii)

Vibration

iii)

Pressure

iv)

Temperature

v)

Electrical

vi)

Load

vii)

Water Tightness
Inspection methods :

Sometimes checklist should be developed to ensure that

inspection, test and maintenance are performed according to the procedures, and
at the specified intervals. These checklist can be developed from manufacturers
recommendation or specifications.

223. With reference to project cost estimation towards a major ship repair with
multiple activities, explain (i) Cost groups (ii) Cost parameters (iii) Work
breakdown structure (WBS). How best in your opinion these modules assist
towards an optimum ship repair cost estimation?
Ans. Generally major ship repairs are carried out in dry-dock along with
intermediate docking survey or 5-yearly docking survey or may be
independently.

a) Cost Groups:- With reference to major repairs cost estimation, cost

groups are made for the jobs to be carried out to ascertain the
time/cost quotation from repair yards. The cost groups are:
1) Deck: which includesi) Hull, tail shaft, rudder
ii) Anchoring and deck machinery
iii) Cargo gear
iv) Tanks cargo, fuel, ballast, slop
v) Accommodation
2) Engine :
i) Main & Propulsion machinery
ii) Boilers (main & auxiliary)
iii)

IGS

iv) Engine room tanks

v)

Engine room Auxiliary machinery

3) Electrical : which includes engine, deck, accommodation, bridge,

galley, etc., related jobs.
4) Automation, Controls and Instrumentation related jobs.
b) Cost Parameters : Cost parameters are those parameters which
defines limits and scope of activity, such as :1) Breakdown maintenance or damage repair cost
2) General repair and maintenance cost
3) Spares procurement cost (only necessary spares)
4) Stores cost
5) Agency cost (i.e. agency fees)
6) Classification Surveyors fees
7) Repair yard cost (dry dock fee for dry-docking)
c) Breakdown Structure : means break up of jobs and hence their cost
for dry-docking repairs to obtain the time needed (which includes
period of repair, dry-dock and lead time in weeks) as well as to obtain
the repair cost and additional jobs quotations from the various yards.
Then the best suited quotations are selected and the yard informed.
A general work Breakdown Structure is as follows :Engine
1) Main engine / main turbine
2) Auxiliary machinery including generators, aux. condensers,
steering, engine room pumps and pipes etc.
3) Aux. boiler work without re-tubing
4) Boiler survey, soot blowers and chemical cleaning.
5) Additional specifications boiler work
6) IGS
7) Electrical motors and switchboard
8) Electrical Additional specification
9) COP control and valves
10) Machinery controls, E/R instrumentation for M.E., Boiler, etc.
11) Additional specification for boiler controls.
12) Navigational equipment
13) Radio and equipment
14) Safety & equipment

15) Miscellaneous jobs if any

Deck
1) General expenses
2) Anchor and chain
3) Hull anodes and sea chests
4) Tail shaft
5) Painting
6) Steel / shell
7) Ballast tanks internal inspection / survey & anodes
8) Accommodation
9) Cargo gear, deck machinery
10)

COP and stripper pumps

11)

Tank washing machines and pipes

12)

Misc. as per additional dry dock specs.

13)

Hydraulic pipes and valves

14)

Steel damage

A repair plan which is made by taking into account of or with

consideration of cost groups, cost parameters and especially work
breakdown structure helps in achieving an optimum ship repair cost
estimation, by making use of the spares, facilities and manpower on
board in an efficient manner within the minimum time.
By breaking up work / jobs in repair plan it can be decided by the
chief engineer which jobs can be done by the ship staff effectively,
efficiently and within the stipulated time, to save part of total repair
cost and hence optimum cost estimation can be made on the basis of
received quotations from various repair yards

226

Dry docking is one of the most important activities that a vessel may come
across. Hence good co-ordination & planning will be vital towards
successful completion of dry dock.
The dry docking is governed by various factors
1)

Classification society requirements

2)

Statutory requirements

3)

Condition of the vessel

The refit specifications for a vessel dermises all known work to be carried
out & services to be supplied before a vessel arrives in a repair yard.

1)

Class, survey & statutory requirements.

Essential repairs

3)

Projects or modification which show an economic benefit

4)

Services supplied to the vessel during refit

The chief eng should inform the master.

1)

Scope of work in the dry dock categorizing especially time required shore
gang required (as planned with superintendent) work that will require to
be done by E/R & dock staff

2)

ROB of bunkers & lubes etc to the know & calculate turn & etc for
entering dry dock & ship may be put us for survey (charter changes)
most probably after the same.

3)

Any requirements for pumping of black water, oil sludge to reception

facilities & its arrangement.

4)

Spare requirements as to what all spares as intended have arrived &

what will be arriving

5)

Duration of intended dry dock with a flood time line of the activities that
you intend to do the more precise the better.

6)

List of survey temp to be submitted to the master

7)

Any special requirements like covering of vents, openings of tanks when

grit blasting is performed

8)

Co-ordinate with master as to reqd. list & trim required & put according
necessary FO & FW tanks in use as advised by him. Regd. details of trim
obtained from docking.

9)

Communicate with the master as to be in touch with the company /

superintendent as to any new requirements which the ship will fulfill after
her dry docking eg. Annex IV compliance may be headed & some steps
in this regard.

10) Any "rules" laid down by yard & to be followed. should informed to the
ships personnel by master.
11) A pre docking tank cleaning & line washing plan to be informed by
master to chief eng who it turn will co-ordinate with 2/E to mobilize the
resources to carryout the operation.
12) All refit requirements to be submitted as stated with appropriate data
e.g. pipe repair material, location, staging reqd. safety precautions etc.
The more specific these requirements the better as negotiation & rates
called prior to entry into dock to get best price. The higher the deviation
from jobs specs the more dock will charge because once unable the dock
the yard has an upper hand & masseuses its profit by exploring
deviations.
Delegation of responsibilities to E/R staff.
Preparedness for the same will start well in advance of the dry dock.
1)

C/E & 2/E who are management personnel of E/R dept to make a rough
plan to delegate responsibility of various jobs to be carried out to
personnel considering their ability.

2)

The preparedness will include brain storming sessions as to how to

change over the m/c for ling lay up eg. changing over of M/E & Blr to Do.
Changing over to shore power cooling SW for fridge & a/c plant.
Method of sewage disposal.

3)

C/E will delegate responsibility of arranging spares as they arrive.

4)

Personnel to prepare tags for various v/v with job no & fix them on the
v/v's

5)

All safety aspects discussed & safety precautions to be followed. Ensure

safety standards of dock workers & request them to stop when you feel
something they are doing is unsafe correct them if they do not listen call
chief Engg.

6)

A day to day work report to be mode & discussed to check weather all
jobs proceeding as per schedule or there is some delay if so then look
into the same.

7)

2/E & C/E to co-ordinate & divide various surveys which they will
oversee.

8)

Train Staff towards interpersonal conflicts among themselves shore staff

at any time.
Inspection & checking with dry dock Authorities

1)

Check about the plan of dry dock & ensure that task done there is done
in a well planned manner without delay of the vessel.

2)

Before any job on ME is planned ensure that crank shaft deflection prior
entry taken.

3)

The co-ordination & the availability of the surveyor to be properly coordinate.

4)

Any company requirement must be well informed to yard eg. lockout tag
out systems, permit to work & inform them who the ship safety officer is.

5)

All work to be conducted with company specific guide lines as regards to

PPE & as per company ISM policy

6)

Requirement for water in case some work to be under taken on forced

fire fighting system. Also alternate press of fire fighting to be put in place
prior to starting work.

7)

Day to day planning meetings its location time & attendees to be

discussed.

8)

Any dock specific requirements & check lists which may be different from
company checklist.

9)

A check of dry dock equipment & facilities to be done & all non
conformities noted down & informed to guard.

10) Any thing also not to the standards must be communicated to the
authorities so that accidents may i.e. avoid eg. old damaged slug used
for lifting heavy parts & equipments its use must immediately
discontinued.
232. Illustrate the provision kept towards establishing procedures to identify and
testing of critical equipments under ISM Codes. Enlist the shipboard items/
operations subjected to inspection and test under ISM codes. How the list of
critical equipment and systems are made and on what factors they are
dependent.
Ans)Critical equipments are the equipments whose failure can cause an accident
or result in a hazardous situation, . Causing injury to personnel or loss of
life or damage to the marine environment or
property.

As per element 10 of the ISM Code Maintenance of the ship and

equipment, it is the responsibility of the company to establish procedures in the
safety management system to identify such systems and/or equipments.

The safety Management System must with respect to critical

systems/equipments:
Have procedures to identify them
Have procedures to ensure their tests and functional reliability.
Have procedures to establish and use alternative arrangements on sudden
failure.
Have procedures to test standby equipment
Have procedures to ensure that a single failure does not cause loss of
critical ship function that could lead to an accident.
Have procedures to ensure that any system/equipment inactive for some
time is tested regularly and prior to conducting any critical operation.
As per element 7 of the ISM Code the company must establish procedures
for the preparation of plans and instructions including checklists if any for key
shipboard operations related to the safety of
the ship and prevention of
pollution.

Hence in combination with Element 10 the following shipboard

operations/equipments are subjected to inspection and test-

 Securing water tight integrity

Navigation safety, including corrections to chests and publications
Oil transfer operations related to:Hull and superstructure steel work
Safety, fire fighting, entire pollution, life saving equipment
Navigation equipment
Steering gear
Authoring and mooring gear
Main engine and auxiliary engine
Pipelines and valves
Cargo handling equipment
I.G. system
Electrical installations
Fire detection and alarm system

Bunkering operations
Navigation in restricted visibility/high density traffic area
Operation in heavy weather
Critical machinery system
Handling of hazardous cargo and noxious substances
Cargo operations on Gas/oil/Chemical tankers

Factors determining the list of critical equipments/systems:Since the onus of identifying the critical equipments rests with the company
hence the list of items made can be ship specific and relevant to the particular
ship type
The possible consequences of failure of equipments; If the failure of a component,
machinery or operation would lead to the possible risk of life or ship or the
environment system not in continuous use, lent vital for use in an emergency
situation e.g., LSA, FFA etc

233

The nature of ship operation is so unique that the general management principles
as regards inventory which are in practice for land based industry can
hardly be applicable to shipping. At the most, a ship can be termed as a
floating and moving power plant, and apply some basic principles of
inventory management to draw a plan to suit a particular ship.
Efficient running of a ship depends on a quality inventory management
plan as inventory carrying cost terms on important part of operating cost
of the vessel. Some of the features which are unique to ship operations
are as follows:
a)

Ships operate in international waters with very little time in port thus
exposing it to the risk of isolation from land (land support).

b)

The efforts that go into land items onboard the ship, approvals,
clearances, permits etc required by various countries before being
allowed to land spares / stores in their countries port.

c)

Economic consideration, which means procuring these spares at the

most economic price.
Therefore the above mentioned points have an important bearing in
formulating the inventory management plan.
It will be essential to develop separate inventory management plan for
stores & spares since the two are independent domain serving a common
interest.

Inventory management plan for stores.

1)

List out stores required under various heads and subheads.

ex. Deck

Engine

Deck
Stores

Pantry

Medical

Galley or

Stores

E/R

Deck m/c/

Stores

Cargo gear

saloon

stores

stores

to facilitate the requirements under various heads.

2)

Decide the minimum stock levels, recording level etc.

3)

Decide the supply cycle monthly, quarterly, six monthly etc. depending
upon consumption pattern & storage space.

4)

ISSA code book & such other books can serve an important reference
while formulating the plan.
Inventory management plan for spares :

1)

Decide the maintenance system to be followed onboard.

2)

Take statutory and class requirement (as regards machinery spares that
are required to be onboard) if any, into consideration

3)

Categories various machinery / systems based on their important /

criticality and nature of operation & based on the above: work out
i) the minimum stock level
ii) the recording level.
iii) Buffer stock level.
iv) Procedure for ordering spares, reporting consumption etc.
These days, many companies use a computer based inventory
management plan for their ships. These programs cater to most of the
ship types as they have be designed after a thorough study of
maintenance system adopted onboard and detected input from ship
builders and equipment suppliers. However, since the task given is to
Formulate the inventory management plan for an old ship, I will adopt
following procedure to accomplish the objective.
I will find out which of the following maintenance systems breakdown
maintenance, preventive planned maintenance condition based
monitoring it is presently followed on board. In absence of any of these
systems, I will formulate my plane based on preventive planned
maintenance. It will address the following issues :

1)

List out all shipboard machinery and systems and fid out logistic
requirement of each of item.

2)

Categories shipboard machinery / system into three or four board

categories such as critical /essential, normal etc.

3)

Work out minimum stock level of each of the above machinery systems.

4)

Decide re-ordering level.

5)

Consider the storage facility space available onboard.

6)

Purpose method for implementing this plan and involvement / assistance

of company office required in doing so
The above will be divided by

1)

Consumption pattern.

2)

History of defects and breakdown of machinery & system.

234. As a Chief Engineer describe the methodology you will practice during taking
over/handing over of your ship in a foreign port towards inventory
management of lube oil / fuel oil on board. In case of dispute arising thereof,
describe how it can be best solved? During the circumstances how you would
ascertain amount of oil not fit for use?
Ans. The normal practise during signing off and handing over, the out-going chief
engineer prepares handing over notes. It is a standard format set by the
individual company. C/Es handing over format is available on board and has
to be filled up while signing off. The new C/E or incoming C/E has to sign on it
and out-going C/E also has to sign on it. This handing over form is filed in
C/Es handing over file.
Handing over notes prepared by out-going C/E regarding fuel oil / lub oil
inventory, the incoming C/E has to check the bunker delivery report
file(bunker receipt of previous bunkers) for quality i.e. sulphur content,
viscosity, water content etc., and quantity received.

Check all the tank soundings and calculate the actual oil on board.
Also make sure that approved sounding table book is available in C/Es
office

Confirm that fuel oil actually found and log book figure are
matching(nearly)

Check lub oil quantity on board and compare with log book figures

Check for any letter of protest given by previous C/E , if any letter is
there it must be signed by out-going C/E and bunker party

Check per day consumption of fuel oil and lubes from other records
under different conditions, i.e. ballast and loaded

Check the oil ROB fulfils the voyage requirements and accordingly ask
company for bunkers as necessary

Check all entries in the oil record book are up to date.

Check bunker sample laboratory test report file

Check the bunker operation checklist file and updated

Check MARPOL bunker file and bunker sample bottles and stickers for
next bunkers and seals available

In case of any dispute arising over the quantity of lube oil / fuel oil
delivered on board, the out-going C/E must report the discrepancy to the
incoming C/E. if the out-going C/E is not able to show the cause for
difference in the bunker quantity or lube oil quantity, then the matter has
to be reported to the master who in turn will inform the company.
For ascertaining the amount of fuel oil not fit for use, C/E has to
check certain specifications of oil which is on board ship and compare
with test results obtained from the laboratory or as specified in bunker
delivery note. But C/E should not use the newly received bunker until the
old bunker are finished and laboratory report received and confirmed
that quality is OK.
Fuel Oil Specification:- To comply with the standard fuel oil quality always
use ISO 8217 standard fuel oil.
The only way of monitoring the delivered fuel quality would be to
test the fuel oil by standard fuel oil testing kit for immediate reference
and to be tested by approved and authorised testing agencies and labs.
The results obtained from the labs could be used in case:a. Disputes over quality supplied by supplier
b. Highlights area where operational adjustments of the main
engine may reduce damages
Bunker sample should be obtained at the point of bunker manifold
using continuous drip method. Sample should be representative of entire

bunker oil so that oil should be taken during starting to completion of the
bunker and sealed in sample bottles with sufficient or complete
information required. Bunker delivery note to be retained on board for
minimum 3 years and bunker samples to be retained on board for
minimum 12 months
As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel
should not exceed 4.5% and the oil used for sulphur emission control
areas should be less than 1.5%, which should be clearly specified on the
bunker delivery note.

239

When accepting bunkers from a barge or terminal, the C/E should always check
the local suppliers documents to make certain the bunker supply conforms to
specs.
The flash point, viscosity and other characteristics of fuel supplied should be
checked to ensure that fuel is suitable for vessels. The C/E should always check
that bunkers to be received do not contain unacceptable percentage of water.
The C/E and barge master should check the security of the here couplings on
the bunker barge and receivers vessel and should agree upon piping rate.
Barge master to show valid . Testing certificate to C/E
New bunkers to be segregated From old bunkers
Duty engineer to check sampling flange is correctly fitted in place the
sample must be representative of the total delivery and ideally taken by
drip feed.
Sample bottles should be sealed, dated and signed by both parties atleast
and samples need to be taken.
ENSURING CORRECT QUANTITY
It is the ships staff responsibility to ensure that the actual quantity received is as
per the ordered quantity. The 3/E must always check the barge soundings before
and after pumping-quantity calculated from the tables check the table for proper
authorization/stamp etc, case must be taken for test/trim and temp variations.
If flow meters are fitted-initial and final reading to be noted
Few record of the ships tank must be kept ready before bunkering. If the barge
person wants to check the ship soundings. He must be allowed to do so.
I o/ discrepancy in the quantity received can be .if the difference exceeds a
letter of protection must be written by the master and independent surveyor
called to investigate the findings. However if bunker fig are satisfactory the BDR
should be checked to ensure the information is includes as per annexe V
Name and IMO number of receiving ship
Port
Date and Time of commencement of delivery
Name, address and telephone number of marine fuel oil supplies
Product names
Sulphur content should be < 45%, meeting ISO 8217 standards. In sensitive
areas, sulphur content 21.5%
Quantity in metric tines, according to ISO 3675
Density @ 15 deg, according to ISO 8754.

Declaration should be signed and certified by fuel oil suppliers rep that the fuel oil
supplied conforms with reg 14(1)/4(9), reg 18(1) or annexe VI
Bunker quantity disputes

The disputes can arise due to

Measured volume of barge is diff to that recorded on BDR
Measured volume of barge is diff to ships received volume
Wt on bunkers delivery receipt calculated with incorrect density
High water content
Bunker quantity disputes
In recent years there has been a general deterioration in the quantity of fuel
supplied for bukers. The C/E should take care to ensure that bunker supplied
material the specs required by the vessel as per ISO 8217.
BDR should be maintained for 3 years. If poor quality fuel has been supplied, the
C/E should record all relevant information that can lead to machinery damage with
particular attention being given to the retention and preservation of oil samples.
Oil samples should be sent for shore analysis. The matter should be promptly
reported to owners.
If there is any dispute with regard to quality and quantity following should be done
Record of initial oil tank soundings must be kept oil transfer details to tanks
must be correctly tested and final sounding noted.
Location of tanks where suspected bunker have been used.
Details of usages noted and copies of BDR must be preserved for 3 years
All Notes of protests: engine and deck log book must be preserved.
The sealed samples taken during bunkering opn must be retained
A record of the following must be kept.
The C/E and other crew members involved in bunkering operations
The name of those present at the time when bunker samples were taken
The crew members involved in correcting any problems associated with
substandard bunkers
Owner must be notified promptly.

242. Discuss the contribution of the following factors on ship in identification of

proper training for a specific task performed (i) Internal Audits (ii) Emergency
drills (iii) Previous training and experience (iv) Familiarization with new
equipment.
Ans. Internal Audits:- The ISM Code section 12, Company verification, review
and evaluation makes it mandatory for the company to control the shore and
ship-based safety management system, and pollution prevention activities by
means of internal audits.
Internal Audits would help to :

Determine the level of conformity or non-conformity of the system

with specified requirements

Determine the effectiveness of implemented management system in

meeting specific objectives

Determine compliance with regulatory requirements

Internal Audit is a form of self verification.

It will identify, where appropriate with regard to training :Procedures - Bunkering, use of machinery checks arrival, departure, etc;
Documents - Oil Record Book, Log Book, Permits to Work, Safety Data
Sheet etc;
Personnel equipment.

Training Records, familiarisation location and use of safety

Corrective Action Reports of Accidents, Near-miss Application.

Equipment - Maintenance and Operation of OWS, LSA, FFA, etc;

There are two methods for audits to find out above : observing &
interviewing.
Observing :- It gives the visible flaws in documentation, machinery
condition/operation.
condition of ship, operation of ship.
Interviewing :- When a safety management procedure exists, the personnel
involved should
be able to describe their understanding of the way it is carried
out or in some
cases, provide evidence for the same. The auditor should
compare the
participants statement against standard procedure. If it is
not, it may lead to
personal harm, damage to ship/cargo/environment. This will
be a nonconformity.
Thus this may indicate the requirement of on-board training of personnel.
Emergency Drills:- Regulation 8 of ISM Code identifies the need for drills &
exercises to prepare for emergency action.
Musters and drills are required to be carried out regularly. These are
exercises which have the objective to prepare a trained and organised
response to potentially hazardous situations which may threaten life, property
or environment. It is important to be carried out as realistically as possible.
The initial response and action of personnel during these drills will bring
out the need (if any) to further train the personnel on board for operation of
safety equipments and safe procedures to be adopted in event of such a
situation.
Previous Training and Experience:- As per STCW 95 there are certain
courses which have to be done for joining the ship e.g. people have to be
trained at shore for various simulated emergencies.
For fire, AFF(Advanced Fire Fighting) & BFF(Basic Fire Fighting) courses
train the personnel how to deal with it and various technicalities of the same.
For abandon ship & to rescue a person in distress at sea, the
PSCRB(Proficiency in Survival Craft & Rescue Boat) course is there.
To deal with medical emergencies, various methods of first aid are taught
in MFA(Medical First Aid).
Personal Safety and Social Responsibility (PSSR) deals with the said
name.
All above courses are mandatory as per STCW 95 convention code A
Regulation VI.
Apart from above courses, for joining the specialised vessels like Oil Tankers,
LPG, Chemical Tankers, specialised courses are needed to be done.
There are other courses which are not mandatory, but company encourages
to do to improve the competency of the personnel, e.g. hydraulics, pneumatics,
electronics etc.
If required, on board training and drills should be carried out to train the crew
who do not have adequate knowledge.
Familiarisation with new Equipment:- While familiarising with new
equipment following points should be observed:

Operation of equipment

Normal operating parameters

All related safety alarms and cut-outs of equipment

Maintenance schedule

Operating procedure posted near equipment

Spares of new equipment kept and marked

All control places of equipment

243.The ship on which you are working as Chief Engineer has run aground and
some of the double bottom
tanks are suspected to be leaky with oil
going out. Describe the methods employed by you in the situation for oil
stock management and ascertaining the quantity of available oil.
Ans. Since the vessel has run aground, vessels contingency plan as per safety
management manual for the emergency situation will be followed. All tanks
including E/R tanks will be sounded at regular intervals to identify the
damaged tank. The same information will be conveyed to master, who will
inform Designated Person Ashore, neighboring coastal agencies, flag state,
classification society & P&I club.
In the event of any double bottom tank damage it is unlikely that oil will
find the way out. But if it is noticed that the oil is leaking out, this will be in
following cases:
1) Just at the time of impact or damage to the tank
2) When the hydrostatic pressure exerted by oil level in the tank is more
than the hydrostatic pressure by sea water outside the tank
Assuming the db tank containing F.O. is damaged & F.O. is leaking, the
quantity of oil in the tank before the accident can be ascertained from the
daily /weekly sounding book. Quantity of oil in the other tanks will also be
noted and quantity that can be transferred in them can be calculated
considering the stability factor. Efforts will be made to prevent oil
pollution along with efforts to salvage F.O.
Following steps will be adopted to save oil & reduce oil pollution:1. Transfer oil by using the F.O. transfer p/p. this method is effective only if oil
level in the tank exerts more hydrostatic pressure than the sea water
outside. Sample of oil at pump discharge will be checked regularly to
ascertain that only oil is being transferred to the other tank. Once sample at
the transfer p/p discharge confirms water, p/p should be stopped
2. If the tank is in the E/R, then sounding pipe will be just above the db tank.
Flexible hose can be connected on the sounding pipe just before the selfclosing cock and remaining oil can be transferred from the affected tank.
3. In case the affected tank is outside E/R, then the sounding pipe will extend
above the upper deck. Flexible hose can be inserted from the sounding pipe
or vent pipe up to the surface of the oil level & oil can be transferred using
portable Walden p/p to stock tank. This method can be used for E/R db tank,
also in case the vent pipe extends up to weather deck or above.
4. A check list must be filled and all precautions taken during and prior the oil
transfers. Stability must be a prime concern.
Once the quantity of oil remaining on board is ascertained, company
must be informed about the status of ships hull and machinery, and whether
ship can make to the port of call or port of refuge. In case the ship cannot
make to either port of call or port of refuge due to hull/machinery damage or
insufficient fuel quantity remain on board, tug assistance may be asked.
Depending upon the condition if the ship is ordered to proceed to port of
call or port of refuge, all possible measures will be taken to check fuel oil
consumption. Following measures can be taken to reduce fuel oil consumption.
o Check leakage from pumps, glands, pipelines, etc.,
o M/E to be run at economical speed as far as possible.

o Low load running of A/E

o Ensure efficient running of purifiers without overflow.
o Reduce load on boiler as far as possible

244. Develop a training program for activities of a vessel, where you have joined
recently as a Chief Engineer highlighting the specific training needs for
engine room personnel in case of (i) use of life saving appliances (ii) fire in
accommodation (iii) explosion in engine room, when the ship is in dry dock
Ans) STANDARDS OF TRAINING AND CERTIFICATES OF WATCHKEEPING(STCW
95)
Section A-1/6 deals with the training and assessments of seafarer onboard
training.

Use of life saving appliances: C/E should ensure that the entire crew is
trained on the use of
personnel life saving appliances like donning of life jacket,
use of lifebuoys and use of immersion
suit and anti exposure (CTPA) suit clear
instructions should given to the crew to understand the muster list and his duty in
case of an emergency situation operating instructions of life craft, life boat and
rescue boat should also be explained. Thus, the training in the use of life saving
appliances and the importance of communication until more confidence in to
crew. Crew is trained for emergencies
like fire in accommodation training
should include following type of action.

Immediate action on locating fire:

Raise alarm and inform C/E and master. All personnel should be mustered
and accounted for
All concerned should be informed about location of fire
Fire parties should be organized and equipped. Attack party should be ready
with fire suit and B.A.
Check and start emerging fire pump
All appropriate valves on the system should be adjusted to maintain fire
main pressure in required area.
If required close water tight doors
Stop all blowers, fans and close ventilation slaps and sky lights
Arrange evaluation of injured person and render first Aid if needed
Follow up

action:
Use appropriate fire extinguishing agent
Incase of dangerous cargoes consult IMDG code
Check effects on ships stability and maintain ship in upright position
Ensure fire parties working in pairs/teams
Try up limit the fire by spreading by shifting the combustible material
in the vicinity.
Make sure boundary cooling is provided
Monitor the temperature of boundaries being cooled.
Ensure sufficient protection to personnel is provided
Confirm is there is need of using smoothening methods like CO2 etc.

Fire fighting measures:

Make detailed record of items on fire fighting procedure used, progress
made and damage caused by fire.
If any medical assistance is required for victim injured crew member
Vessel rescue equipment deployed.

Explosion when ship is in Dry Dock

The training programme should include following aspects:Prevention of occurrence is the most important object of training especially in
this scenario. Need and use of permits w.r.t hot work, work on F.O, L.O. Tanks,
procedures required by shore authorities and their checks and certification
before carrying out operations. Such as above should be explained to all ship
staff. In the event of explosion the response has to be well organized and
training for this will include:Need to muster and location and muster stations
Need to establish proper head count and get information about missing persons
if any
Rescue procedures, first Aid for those injured
The need to identify and check/Monitor adjacent crew spaces to give early
warning of a secondary effect of explosion such as fire breaking out in adjacent
compartment.
Need to inform shore authorities and seek them assistance as required.
Also, in case of fire in accommodation chief officer c/o is a incharge of fire
team and second engineer will be in support team in charge and will assist the
fire fighting team in boundary cooling, fireman outfit SCBA etc.
In some ships C/E also acts as SSO Ship Security Officer/Ship Safety Officer
for safe working practices to be continued on board ship in E/R as well as on
Deck.
So C/E should ensure that all the personnel involved in the designated work
should be familiar in his field. He should know code of safe working practices.

245. You have joined a vessel as Chief Engineer recently. Outline a programme
that you will implement in training of Engine Room staff for (i) Fire prevention
and fire fighting
(ii) Pollution prevention (iii) Safe working practices. Enlist
the related STCW Codes for each of them.
Ans. Upon joining a v/l as c/e, programs that can be implemented for training of
E/R staff, shall be in accordance with chapter VI of STCW 95 Code; which
deals with standards and minimum mandatory requirement regarding
familiarising and basic safety training for emergency and occupational safety
along with medical care and survival functions.
The purpose of such a training should be to provide basic knowledge,
increase their proficiency and at the same time enhancing their skills by
subjecting them to simulated emergency situations, i.e. drills and exercises,
so that the personnel identifies the potentially hazardous situation that may
result in threat to life or the pollution of marine environment.
These will not only reduce the response time but also increase the
confidence level.
Fire Prevention & Fire Fighting:- Training program for this should be
complying with chapter VI Table A VI/1-2 , whereby specification of
minimum standards of competence in fire prevention and fire fighting are laid
down. Competence is in minimising the risk of fire and maintaining a state of
readiness to respond to emergency situation involving fire. This should
include the knowledge, understanding and proficiency in matters pertaining
to:The elements of fire and explosion, reminding them of fire triangle,
types and sources of ignition, flammable materials, fire hazards & spread of
fire.
All engine room personnel must be made well aware of Fire Plan on
board ship, their duties should be explained & importance of the same w.r.t.
emergency situation should be explained.
Classification of fire and applicable extinguishers, location of FFA in
engine room, emergency escape routes & internal communication should be

explained. Fire & smoke detection system and automatic alarm system should
be well conversed with.
The donning of fire fighters outfit, use of SCBA, ventilation control,
quick-closing valves, fire control station & places from where emergency fire
pump can be started remotely.
Instructions and knowledge regarding fixed installations and rescue
procedures. Under what conditions engine room to be evacuated etc. should
be explained.
Fire drills must be conducted weekly and during briefing sessions,
assessment of performance and improvement should be done. Personnel
should be rotated in their duties in order that they are conversant with other
emergency duties as well.
Pollution Prevention:- This is dealt with in chapter VI Table A VI/1-4
whereby specification of minimum standards of competence in Pollution
Prevention of Marine Environment is laid down. It includes the knowledge,
understanding & proficiency in matters pertaining to:Effects of operational or accidental pollution of marine
environment and basic environmental protection procedures. This will include
imparting knowledge of SOPEP, which is a contingency plan to prevent
pollution. Accidental pollution can occur during cargo loading/discharging,
bunkering, oil spill may also result due to collision and grounding etc. Same
should be explained along with location of SOPEP locker, equipments, their
use and personnel duties during SOPEP operation. Remote stop of COPs,
closing scuppers, testing & indication of high level alarms etc.for bunkering,
the bunker system, location of tanks, sounding procedures to be explained.
Bunker safety checklist to be followed. Communication means & mode settled
between ship staff and barge personnel, importance of constant vigil should
be explained.
Knowledge, operation and maintenance of pollution prevention
equipment like OWS, Incinerator and Sewage system should be explained.
SOPEP drills should be carried out weekly and during briefing
sessions the liability, compensation & fines that may result should be
explained along with engine room personnel duties in each case.
Safe Working Practices:- This is dealt with in chapter VI Table A VI/1-4
whereby specification for competence in safe working practice is laid down.
Knowledge, understanding and proficiency for the following must be
imparted;Knowledge of a safe attire is of prime importance, importance of
safety while carrying out various ship board operations should be explained.
This includes personal safety, safety of other men and m/c and safety of ship.
For E/R operations use of gloves, goggles, chemical handling suit
while working with hazardous chemicals, using gloves, goggles and shield
while carrying out welding or cutting jobs and use of PPE when on lathe,
grinding m/c etc.
Enclosed space entry C/L and hot work permit C/L should be
explained. Use of O2 analysis HC Detector should be explained. Procedure for
ship board operation of critical equipments should be posted at conspicuous
locations. Hazards of unsafe practices should be explained, as they result in
fire, collision and grounding. Also occupational hazards to be explained. Drills
for enclosed space entry such as rescue from P/P room etc. should be carried
out weekly or fortnightly.

246. As a Chief Engineer on a ship, how would you conduct a training program for
safe work practices in (i) Engine Room Workshop (ii) During Dry docking (iii)
Pollution prevention
Ans. Safe Working Practices followed on board ship is the requirement of ISM
Code. The chief engineer should ensure that all persons involved in different
type of work should follow safe working practices as deemed in Code of Safe
Working Practices in shipboard Safety Manual.

(1) Engine room Workshop:a) This is a designated hot work area, so all persons working in
workshop should be aware of the work being done. Persons who are
authorised to do hot work should be familiar with the welding
equipment. And chief engineer will authorise only those persons,
who are familiar with the use of the equipment.
b) All individuals involved in welding, should be familiar with its
correct use, importance of safety precautions and personal
protective clothing to wear while carrying out work.
c) All persons involved in welding/hot work should be familiar with fire
fighting equipment to be kept stby; & what to do in case of fire break
out while carrying out work.
d) No hot work to be carried out without permission of duty engineer.
e) Workshop to be kept free of oily rags, etc. because of different
types of jobs being carried out simultaneously.
f) All personnel working in engine room workshop made familiar with
correct use Personal Protective Equipment, such as goggles right
goggles for right job.
g) All personnel involved in machinery(in workshop) job should be
familiar with the controls and emergency stop for that machinery
h) All engine room personnel are given training for correct use of
grinding m/c, lathe m/c, drilling m/c, etc.
i) All tools should eb kept clean and stored in proper place.
j) Welding machine should be switched off after use
k) Oxygen and acetylene lines must be de-pressurised after use and
hose to be coiled properly, anti back-flow valve should be in working
condition.
l) Work to be planned out before commencing.
(2) Dry-Docking:1) Crew members to be explained about the dry-docking jobs to
carry out.
2) No fuel oil, lub. oil and fresh water transfer to be carried out
without permission from chief engineer to avoid unduly stresses on
the hull.
3) No opening to be unflagged or unattended.
4) Crew members and other shore staff working in engine room is
explained and briefed about what to do in case of fire situation.
5) All crew members are explained about correct use of PPE
6) Emergency exit to be properly designated in case of any work
carried out in the way of emergency exit.
Following points to be discussed for safe working practices in dry-dock
d) Importance of safety in dry-dock
e) Importance of ship familiarisation for shore workers
f) Use and demonstration of LSA to shore workers
g) List familiarisation with hazardous operations
h) Handling of deck machineries such as crane, mooring winch
i) Continuous fire watch
j) Proper use of caution
(3) Pollution Prevention:- Crew should be explained the different kinds of
pollution oil,
garbage, sewage, chemicals and exhaust. They should be made
familiar with the company policy for the prevention of pollution of sea by
ship board operation.

a) Oil Pollution:- Crew members should be explained the legal

consequences of oil pollution and why oil pollution to be avoided,
what all precautions should be taken while doing internal transfers of
fuel oil and lub oil. Procedures to be followed while taking bunkers,
(which is normally discussed in pre-bunker meetings). The personnel
and duty engineer should be familiar with correct operation of oily
water separator, and importance of correct entries in the Oil Record
Book, simultaneously being made aware of legal implications for
wrong entries in the oil record book.
All crew members made familiar with SOPEP locker and how to
act in case of
oil pollution, by drills and trainings, of correct use of
oil pollution containment equipments.
b) Garbage:- Crew members should be given proper knowledge of
segregation of garbage and garbage management plan, which is
normally done through table-talk drill, and demonstration, specially
galley crew is instructed to inform bridge, before throwing any food
waste overboard. Garbage plan posted outside mess room.
c) Sewage:- All engineers are made familiar with MARPOL Annexe IV
requirements, about discharge of sewage overboard.
d) Air Pollution:- All crew members and engineers involved made familiar
with the operation of incinerator. The above information can be given
through safety circulars, training videos, general meetings, and notice
displayed at appropriate areas. Persons should be encouraged to
avoid pollution and made well aware of penalties and punishments for
pollution incidents.

247. Underline the general procedures followed for flow of information among
ships personnel. As a Chief Engineer on a ship having multinational crew, how
instructions received from shore office for engine management can be best
utilized?
Ans. General flow for instruction from owner manager office to ship & from ship is
as follows.
Follows
E mail
TELEX
FAX
TELEPHONE

EXCHANGE OF
INFORMATION

office

Exchange of information
INFORMATION RECEIVED ON BOARD SORTED OUT BY MASTER & followed
to various persons shown.
MASTER

CHIEF OFFICER

CHIEF ENGINEER

2nd ENGG.

ELECTRICAL
OFFICER

2nd OFFICER

3rd OFFICER

3rd ENGG.
CREW
4th ENGG.

General flow of information is as shown in diagram.

CREW

Master sort out information received from Head Office to Engg. & Deck
department & pass it to respective persons as the case may be.
Certain information not required involvement of all ship crew in such case
master sets a meeting of departmental head & discuss the matter as the
case may be.
Information regarding safety pollution preventing can be best survey by
conducting ship meetings.
In this meeting issues on safety & pollution prevention can best be
discussed the company information's on such issues, what is recent
development & requirement. New convention regarding safely pollution
prevention, & security can be best way discussed, the crew difficulty in
understanding on any matter must best way to resolved.
Certain meeting must conduct before arrived of ports.
Master must address the crew regarding the situation at port, port stay
security level at port, behaviour of stevedore, on such ports, ships plan
etc.
From the office various circulars or send to ships regarding pollution
prevention companion, safely issue, various incident report.
Such circulars must kept available at common places, like smoke room all
crew member must read understand & sign the same such circulars may
repeat at safety meeting to know the feedback of crew on such circular or
not.
Information can pass through training videos. Such videos shown on
weekend & following with feedback session.
In case of multinational crew passing of information is little difficult but no
difficult even though use of English made compulsory but still the problem
is not completely solved.
In such case proper meeting of engine room staff taken chief engineer has
to explain the scope of information requirement from ship's personnel &
most important is feedback after information to ascertain that the
information require to communicate is understand or not he has to make
sure at any cost the proper require information only must conveyed.

248.As per STCW convention 78 and Code of 95, state to which branch do the
following sections refer to (a) Section A- III/1
(b) Section A- III/2
(c)
Section A- III/3
(d) Section A- III/4
Ans)STCW refers to the international convention on standards of training,
certification and watch keeping for seafarers, which was adopted on 7th July
1978 and was the first convention to establish mandatory minimum
requirements on training, certification and watch-keeping for seafarers on an
international level. It entered into force on 28th April 1984. Since then, a total
of 3 amendments have been made: The 1991, 1994 and 1995 amendments.

1991 Amendment- Adoption date: 22nd May 1991

Entry into force: 1st December 1992
It was adopted by resolution MSC 22(59) which made it mandatory to implement
the Global Maritime Distress and Safety System (GMDSS)
1994 Amendment-Adoption date: 25th May 1992
Entry into force: 1st January 1996
It was adopted by resolution MSC 33(62) whereby special training was required for
personal on tankers
1995 Amendment-Adoption date: 7th July 1995
Entry into force: 1st February 1997
The original 1978 convention was criticized on many accounts
Parties to STCW 78 were interpreting if differently on many accounts.

 Convention was never uniformly applied and did not impose any strict
obligations on parties regarding implementation.
Also parties realized that after 17 years, the 1978 convention between
26th June to 7th July 1995 at IMOs headquarters in London and the 1995
Amendments were officially adopted by resolution 1 of the conference of
parties to the international convention of STCW 78.
1995 amendment is a major revision. One of the major features of the revision is
resolution 2 of the conference of the parties to international convention on STCW
78.
The resolution is an attachment to the final act of the STCW conference, which is
given in form of annexes, containing VIII chapters.
Chapter I: Deals with general provisions and includes mandatory medical
standards communication skills, simulator training, revalidation of certificates,
companies responsibilities etc.
Chapter II: Deals with master and deck department. It gives provisions for:
Reg1: Mandatory minimum manning requirements for navigational watch-keepers
incharge of ships of 500 GT and above
Reg2: Mandatory minimum requirements for master and chief mates of ships of
500 GT and aleave
Reg3: Mandatory minimum requirements for master and chief mates of ships
between 500 3000 GT and also below 500 GT.
Reg4: Mandatory minimum requirements for ratings forming part of navigational
watch.
Chapter III: Deals with engine department and gives provisions
Reg1 : Mandatory minimum requirements for certification of OIC of an engineering
watch in a manned engine room or for the designated duty engineer in a
periodically unmanned engine room
Reg2: Mandatory minimum requirements for certification of chief and second
engineer officer of ships powered by main propulsion machinery of 3000 kw
propulsive power or more
Reg3: Mandatory minimum required for chief and 2nd engineer officers of ships
powered by main propulsion engines of between 7508 3000 kw power
Reg4: Mandatory minimum required for certification of ratings forming part of
watch in a manned engine room or designated to perform duties in a periodically
unmanned engine room.
CHAPTER V: Deals with special training required for personnel on certain type of
ships
Personal should have DC (dangerous Cargo) endorsement at management level,
operational level and support level as the case may be on the type of tanker to be
served.
CHAPTER VI: Deals with emergency occupational safety medical care and survival
functions and includes
Reg1: Familiarization with liasic safety training e.g., PST, Elementary first aid,
Basic fire fighting etc.
Reg2: PSCRB proficiency in survival craft and rescue boat
Reg3: AFF Advanced fire fighting
Reg4: Medical first aid and medical care
CHAPTER VII: Deals Alternative certification
This chapter allows a navigator meeting requirements of chapter 2 to undergo
training as required by section A-II of STCW code and get his certificate Endorsed
(after meeting its requirements satisfactorily). Similarly an engineer meeting
requirements of chapter 3 can undergo training as required by section A-II of
STCW code and get his certificate Endorsed
Reg1-Fitness for duty,

Reg2-Watchkeeping arrangement and principles to be observed. A proper and safe

watch must always be maintained whether at sea in port or at anchorage. Rest
hrs of watchkeeping should be taken into account.
STCW code: was adopted by resolution 2 of the conference of the parties to the
convention of 7th July 1995
Why go for a code? The convention only contains liasic requirements which are
then enlarged upon and explained in codes for tacit acceptance.
STCW code is divided into 2 parts: Part A is mandatory and includes provisions for
the standards required to be met or maintained by parties to the convention in
order to give full and complete effect to the provisional of STCW convention. PART
B are recommendations and give guidance to be followed by the parties to
convention, o implement STCW convention in a full complete manner
CHAPTER 3 of the STCW code part A
SECTION A-III/1- Mandatory min requirements for certification of an OIC on anb
engineering watch in a manned E/R or as designated duty engineer in a
periodically unmanned E/R
Provisions for onboard training: candidates must go through a structured training
programme under the supervision of a competent engineer. A documentary
evidence should be provided for said training standard of competence obtained
from Table A-III/1: specification of the minimum standards required for the
engineer OIC.
Table has 4 columns
Column 1: Competence
Column2: knowledge, understanding and proficiency
Column 3: Methods for demonstrating proficiency
Column 4: Criteria for evaluating competence and divided into function
Function 1 Marine Engineering at operational level
Function 2 Electrical, electronic and control engineering and operational level
Function 3 Maintenance and repair at operational level
Function 4 Controlling the operation of ship and care for persons on board at
operational level. A candidate must meet the requirement of all the columns
under said functions
SECTION A-III/2 Mandatory minimum requirements for certification of chief and 2/E
officers on ships of propulsive powers 3000 kw or more
Standard of competence is in table III/2, which is at management level
A candidate should be able to carry act task, duty, responsibility as per
specification given in table A-III/2
2/E officer should always be able to act as C/E officer wherever required
SECTION A-III/3: Mandatory minimum requirements for certification of CEO and
2EO on ship of prop. Power between 750 kw and 3000kw.
Standard of competence if given in table A-III/1 and AIII/2 is at management level
Candidate should carry out task duty and responsibility same at table A-III/2
Minimum knowledge and understanding and propulsion required is listed in
column 2 of table A-III/2. This incorporates, expands and extends in depth the
subject listed in column 2 o table A-III/1.
The level of knowledge of subjects listed in column 2 of table A-III/2 may be
lowered but shall be sufficient to serve as CEO and 2EO
2EO should always be able to act as CEO wherever required
SECTION A-III/4: Mandatory minimum requirement for the certification of ratings
forming part of a watch in a manned E/R standard of competence
Should have knowledge of marine engineer @ support level given in column 1 of
table A-III/4
Minimum knowledge understanding and proficiency required is given in column-2
of table A-III/4

There should be documentary evidence of std of competence

258 . Develop an appropriate training programme for engine room personnel for
successfully encountering machinery related emergency situations like (i)
Main engine/ auxiliary engine failure (ii) automation failure of main engine in
UMS vessels (iii) Steering failure (iv) electrical failure.
Ans. i) a) Main Engine failure :
A training program to tackle this emergency situation must achieve the
following objectives.
1.

Activation of Engineer's alarm, informing Bridge and following contingency

plan

2.

Familiarization with changing over procedure from bridge control to ECR

control or local control. (Local control should be tried out at least once in
three months)

3.

Starting of st-by Auxiliary engines and taking on load.

4.

Starting of boiler

5.

Familiarization of change over procedures from HFO to do for M.E. (if

required)

6.

Importance of anchoring of the vessel and assistance from the engine

room for the same (if vessel is in restricted waters).

7.

Maintaining communication with the bridge.

8.

Investigating the cause of failure by allocating one team.

9.

Reporting status of all other auxiliary machinery to the bridge / master.

10. Making record of events of actions taken.

11. Report making and informing company.
12. Attending possible immediate repairs and keep bridge informed of process
and anticipated time of completion.
b)

Auxiliary engine failure :

Auxiliary engine failure can lead to either
i)

Starting of standby Aux engine (if it is on auto standby) or

ii)

Power failure (fault is common, fuel supply block)

If there is a problem common to all auxiliary engines (for example fuel
system) it leads to stoppage of all auxiliary engines and results in Black
out or power failure.
A training program can be developed by considering the following:-

1.

Calling other engineers by phone or by using engineers call alarm.

2.

Informing bridge about the incident.

3.

Starting other auxiliary engines (if not already started) and taking on load.

4.

Restore the power supply to critical machineries, as required, if it is a

blackout situation as soon as possible

5.

Investigating the cause of the incident.

6.

Rectifying the fault.

7.

Informing the bridge for readiness.

8.

Making report and informing company / incident / accident report.

ii)

Automation failure of main engine in UMS vessels

The training program must address the following.

1.

Activation of engineers alarm & informing Bridge.

2.

Familiarization of changing over procedures from bridge control to ECR

control or local control.

3.

Operation of "emergency maneuvering".

4.

Manning the engine room.

5.

Maintaining communication with the bridge.

6.

Standby generator to be started, extra vigilance to be maintained by E/R

personnel.

7.

Allocation of a team to investigate the problem.

8.

Attending any repairs and inform bridge for readiness/ time of completion..

9.

Record the incident as per the ISM code

iii)

Steering failure :
In the event of steering failure bridge will inform the engine room.
A training program could include the following aspects:1.

Informing C/Engineer and Activating Engineers alarm.

2.

Stopping / slowing down main engine as per bridge instructions.

3.

Familiarization of change over procedures to emergency steering.

4.

Operation of emergency steering.

5.

Communication with the bridge.

6.

Investigation of the cause of failure

7.

Rectifying the problem.

8.

Reporting to the company / owner.

iv)

Electrical power failure :

In the event of loss of main electrical power, there would be an immediate
shutdown of the main propulsion, which would lead to dangerous situation,
if the vessel were to be maneuvering in narrow congested waters or near
coastal line.
Although the emergency generator would automatically start and come on
load to restore emergency power it is not possible to re start the main
engine till the ships main alternators are re started and taken on-load.
Training program to encounter this situation could address the following.
1.

Black out checklist as per ISM manual

2.

Knowledge of standby and manual operations of auxiliary engines.

3.

Importance of keeping Aux Engines on standby.

4.

Starting of auxiliary engines and taking on load.

5.

Starting various machineries sequentially

6.

Identifying various machineries which can only be started locally and

starting of the same.

7.

Logging down of the incident.

8.

Communication with the bridge.

9.

Report to the company / owner.

All above training programs can be charted out using one or more of the
following:1) Verbal lectures
2) Literature from company circulars
3) ISM manual guidelines
4) Safety videos on board.

260. Illustrate the salient factors for onboard training and standard of
competence as laid out in STCW 95 Chapter III. Underline the specific roles a
CE needs to perform toward satisfactory training of engine room personnel

under the Regulation. What will be the criteria for evaluating competence for
onboard training by a CE.
Chapter III of STCW95 deals with standards required of E/R personnel under
different capacities chapter III/1 deals with standards required for a
watchkeeping Engineer Offices, III/2, III/3, deals with the standards
required for C/E & 2/E officer for main propulsive powers more than
3000 KW & between 750 kw to 3000 kw respectively chapter II/3, deals
with standards required for serving as Engine Room Ratin.
On Board Training :
Every candidate shall follow an approved onboard training which
:
1)

Ensures that during the required period of sea going service, the
candidate receives systematic practical training and experience in the
tasks, duties and responsibilities of an officer in charge of engine room
watch keeping aking into account the guidance given in section B-III/I,
of the code.

2)

Is closely supervised by and monitored by qualified and certificated

Engineer officer on board the ship in which the approved sea going
service is performed.

3)

Is adequately documented in Training Record Book.

Standards of competence :
STCW95 has very clearly specified the standards required under
the various capacities chapter III has devided competence function to
four functions.
Chapter III - I
Every candidate required to demonstrate the ability to
undertake at operational level tasks, duties and responsibilities in the
following field.
Marine Engineering :
Should be able to operate hand tools, measuring equipments,
electrical / electronic measuring and test equipment for repair and
maintenance, fault finding, dismantling and reassembling of shipboard
plant and equipment.

Should be maintain a safe watch.

Must use English in written and oral form associated controls.

Must be able to operate pumps and pumping systems.

Electrical / Electronic and control Engineering :

Should be able to operate alternator / Generators and control systems.
Maintenance and Repair :
Should be able to maintain marine and ontrol equipments.
Controlling the operatin of ship and care for personnel onboard.

By ensuring compliance with pollution prevention requirements.

Maintain sea wothiness of ship.

Knowledge of the LSA/FA equipment

Should be able to give medical firt aid onboard

Monitor compliance with legislative requirements

Chapter III/2 and chapter III/3

It gives standard to be followed at the management level with
more importance given to planning o job, making sure all safety
procedure are followed, trouble shooting, developing emicy and
damage control plans, organising / managing crew.
Chapter III/4

It gives basic standard of competency expected of engine room

rating, their strength to understand orders, basic knowledge of
common terms used in the engine room, E/R alarm systems specially
fire alarms, knowledge of emergency duties, Emeergency routes etc.
Role of C/E towards satisfactory training of E/R personnel :
C/E Must establish a taining program onboard ship. He should
breakdown various jobs into durites, takes, subtasks.
Establish priorities of tasks
Define performance standard for each task.
Identify preferred mode of learning.
Collect data on profile of trained personnel.
Give trainee independance of doin job and at the same time supervise
his job and at the same time supervise his job constantly.
Identify constraints like language lack of training etc.
If a Trainee is lacking in knowledge in some areas, then C/E
must disuss the weakness with him and must give him a chance to
improve upon. If the trainee needs formal training in certain areas then
C/F must equest for shore based training of the person concerned.
Evaluating competence for onboard training.
The criterias for above are given in column IV of tables A-III/1, III/3 and
III-4.
Identification of important parameters & sections of material is
appropriate.
Use of machine tool is appropriate and safe.
Selection of tools and spares is appropriate.
Dismantling, inspection, repairing and reassembling is in accordance
with manuals & good watch keeping practice.
The conduct, handover and relieving of watch confirms with accepted
priniple and procedures.
Proper record is maintained o movement and activities relating to the
ships engineering systems.
Communications are clear and well understood according to
established rules and procedures to ensure safety of operations and to
avoid environment pollution.
Causes of machinery malfunctions are properly identified and actions
are designed to ensure overall safety of the ship and plant.
Procedures for monitoring shipboard operations and
compliance with MARPOL requirements are fully observed.

ensuring

The type and scale of emergency is properly identified and emergency

procedures are followed as per plan.
Actions in responding to abandon ship situation & survival situations
are appropriate.
Legislative requirements, relating to safety of life at sea and protection
of environment are correctly identified.
On basis of these guidelines and evaluation criteria, competency of onboard
training can be evaluated.

268. Explain Port State Control (PSC) Inspection. Underline its authority for
exercising and the basis of such inspections. Enumerate the relevant
regulations article and annexes of SOLAS 74, LOADLINES 66, MARPOL 73/78,
STCW 78 and TONNAGE 69, which forms the provisions for PSC.
Ans. Port State Control is an inspection programme under which all countries
work together, to ensure that all vessels entering there waters are in
complaints with strict international safety and antipollution standards. All

countries involved in inspecting ships will share their findings with each
other. Ship that are found to be in violation of laid down standard, are
detained in port, until there deficiencies are rectified. The objective of PSC is
to detect sub standard ship, that endanger not only the ships crew and the
port, but also environment. This minimises the threat to life, property and
the environment.
The key element of PSC are
Ensuring compliances with internal rules regarding safety, marine pollution
and a threat to the working environment.
Determining sub standard vessels, until all deficiencies are rectified.
Implementing a mutally agreed upon figure, of annually inspecting the
minimum numbers (normally 25% of all visiting vessels).
Applying a targeting system, when determining the selection of vessel for
checking, so that well run vessels are not unnecessarily harassed, while
black listed vessels will not to be allowed to operate.
Harmonising and strengthening, to the greatest extent, port state controls
authority to carry out better surveillance.
Provide technical assistances and training, where the need is identified.
Authorities of PSC
Port state can be applied not only to those countries, who are party to the
conventions but also to ships that fly the flag of a state, that has not ratified a
convention. No ship is exempted from PSC.
The relevant regulations article and Annex which forms the provision for PSC
are as follows.
(a)

SOLAS
Reg. I/ 19 : General provision / control
Reg. IX / 6 Management of safe operation of ship / verification
Reg. XI / 4 : Special measures to enhance maritime safety PSC on
operational requirement
Chapter XI - 2 : Special measures to enhance maritime securities (ISPS Code)

MARPOL 73/78
Article 5 - Certificate and special rules on inspection of ships.
Article 6 : Detection of violation and enforcement of the convention.
Regulation 8A of Annex I - PSC on operational requirement
Regulation 15 of Annex II : PSC on operational requirement
Regulation 18 of Annex III : PSC on operational requirement
Regulation 8 of Annex XIV : PSC on operational requirement
Load Lines
Article 21 : Check ILLC (international load line certificate)

Limitation of the draught, to which a ship on its international voyage to be

loaded
Ensure adequate stability (1930)
Provision to determines freeboard of tanker (1966)

STCW -78
Article X - Control regulation (Rights of PSCO to ensure that all seafarers have
appropriate certificate)
Regulation I/4 : Control procedures.
Tonnage 1969
Article 12 : Verification of tonnage certificate
Port state control inspection may be undertaken on the basis of
the initiative of the party.

The request of, or on the basis of, information regarding a ship provided by
another party.

Information regarding a ship provided by a member of the crew, a

professional body, an association, a trade union or any other individual with
an interest in the safety of the ship, its crew, and passenger, or the
protection of marine environment

Definition of P.S.C.
P.S.C. is the control through inspection of foreign ships by coastal state in its
port. This control is ensured for the purpose verifying 1) The condition of the
ship and its equipment comply with the requirements of certain
international maritime conventions 2) The ship is manned and operated in
compliance with applicable national law. By the provision of UNCLOS, the
flag state has been given the primary responsibility for ensuring that a ship
is equipped, operated, maintained and manned in accordance with
international maritime convention. P.S.C. is an international initiative for
reduction of substandard ship.
On boarding and introduction to the master or responsible ship offices the
PSCO should examine the vessels relevant certificates and documents
If the certificate are valid and the PSCOs general impression and visual
observation onboard confirm a good standard of maintenance, the PSCOs
should generally confine the inspection to reported or observed deficiencies.
If however the PSCO from general impression or observation on board has
clear ground for believing that the ship, its equipment or its crew do not
substantially meet requirement, the PSCO should conduct more detailed
inspection.
Clear grounds :
The absence of principal equipment or arrangement required by the
convention.
Evidence from a review of the ships certificate that a certificates or
certificates are clearly invalid.
Document required by convention are not on board, incomplete, or are not
maintained or are falsely maintained.
PSCOs general impressions and observations that serious hull or structural
deficiencies or deficiencies that may place at risk the structural water tight
and weather light integrity of ship.
Deficiencies exist in the safety, pollution prevention or navigational
equipment.
Master or crew not familiar with essential ship board operation.
Indication that its key crew members may not be able to communicate with
each other.
The emission of false distress alerts not followed by proper cancellation
procedures.
Receipt of a report or complaint containing information that the ship
appears to be substandard.
269.If Flag State Implementation is carried out effectively; Port State Control may
not be required. Give your comments on the above statement.
Ans. All ships engaged on commercial trading need to be registered in a country,
which identifies its owners. The country of registration is known as
"FLAG STATE". It is the duty of flag state to ensure that a vessel
entitled to fly its flag is safely constructed, equipped and
subsequently properly maintained and manned as per relevant
regulation based on international conventions developed by
International maritime organisation (IMO) and International labor
organisation (ILO) for this purpose the flag state carriers out surveys
and inspections on the vessels under its registry for issue of various
statutory certificates.
Ships trade internationally and how to call at various parts all over the
world. Many ships may not call at their home ports for a considerable

period and it is possible that during a certain period and it is possible

that during a certain period of time ships certificates may not have
been renewed or maintenance in general has suffered due to various
reasons.
Therefore it is imperative that ships must be inspected at various
ports to ensure compliance with rule requirements as regards safety,
environment protection maintenance manning etc. This control is
termed as port state control.
The fundamental aim of port state control is to supplement the
inspections by flag state and eliminate sub-standard ships in order to
ensure safer ships and cleaner oceans.
As per International convention for the safety of life at sea (SOLAS)
chapter I, part B, Regulation 19, Every ship when in port of another
contracting government is subject to control by officers duly
authorized by such governments so far as this control is directed
towards verifying that the certificates issued under regulation are
valid.
Also as per SOLAS chapter XI-1, special measures to enhance
maritime safety - Regulation 4- port state control on operational
requirements.
A ship in a port of another contracting government is subject to
control by officers duly authorized by such government concerning
operation requirements in respect of the safety of the ship when there
are clear grounds for believing that master or crew are not familiar
with essential shipboard operations / procedures relating to safety of
ship.
Ships of the countries which are not party to the various international
inspections to ensure commensurate level of safety such inspections
may be under taken on the basis of.
1)

Initiative of the party

2)

The request of or on the basis of information regarding a ship provided

by another party.

3)

Information regarding a ship providing by a member of the crew, a

professional body, an association, a trade union or any other
individual with an interest in the safety of ship, its crew and
passengers or the protection of the marine environment.

Some time ago, ship owners started registering their ships under flags
of convenience(FOC). The main interest of the ship owners was to pay lesser
taxes, lesser registration fees, low statutory survey fees and above all the
rules and regulations were not so stringent. These so called flags of
convenience were not party to some or more international conventions. So in
a nutshell, ship owners had to spend comparatively a lot less money to get
their ships registered in flags of convenience.
Since these flag states were not party to some conventions due to nonavailability of resources or manpower. The ships registered with them had
great chances to have standards below the international standards. To
maintain universal identical standards, certain minimum standards were set
by IMO and ILO and even if a flag of convenience does not comply with the
conventions, Port State Control has been given authority by various IMO
conventions to maintain minimum standards. Had all the conventions been
ratified by all states and subsequently implemented on ships there would
have been no need for Port State Control.
So if flag state implementation is carried out effectively there is no need
for Port State Control

270. During a port State control inspection, the PSCO desired to carry out
detailed inspection of the vessel.
(a) What are clear grounds for a PSCO to conduct a more detailed inspection?
State your answer with examples.
(b) What is the difference between corrective action and preventive action
Ans)(a)If the PSCO has clear grounds for carrying out a more detailed inspection,
the master should be immediately informed of these grounds and advised that,
if so desired, the master should be immediately informed of these grounds and
advised that, if so desired, the master may contact the Administration or, as
appropriate, the recognized organization responsible for issuing the relevant
certificate and invite their presence on board.
The following are the clear grounds for a PSCO to conduct a more detailed
inspection:1)
Evidence from PSCOs general impressions and observations that serious
hull or structural deterioration or deficiencies exist that may place at risk the
structural watertight or weather tight integrity of the ship e.g., damaged guardrails, rusted ladder ways, rusted or patched up pipelines on deck. Significant areas
of damage or corrosion or pitting of plating and associated stiffening in decks and
hull affecting seaworthiness or strength to take loads may justify detention. It may
be necessary to check the underwater portion of the ship. In reaching a decision,
the PSCO should have regard to the seaworthiness and not the age of the ship
making an allowance for fair wear and tear over the minimum acceptable
scantling. Damage not affecting seaworthiness or damage that has been
temporarily but effectively repaired for a voyage to a port for permanent repairs
wont constitute grounds for judging that a ship be detained. In assessment of
effect of damage, the PSCO should have regard o the location of crew
accommodation and whether damage affects its habitability. The PSCO should pay
particular attention to the structural integrity and seaworthiness of bulk carriers
and oil tankers and note that these ships must undergo the enhanced programme
of inspection during surveys under the provision of regulation X1/2 of SOLAS 74.
The PSCOs assessment of the safety of the structure of those ships should be
based on the survey Report File carried on board. This file contains reports of
structural surveys, condition evaluation reports, thickness measurement reports
and a survey planning document. If theres a doubt that the required survey has
taken place, the PSCO should confirm with there organised organization. If survey
report File necessitates a more detailed inspection of the structure of the ship or if
no such report is carried, special attention should be given by PSCO, as
appropriate to hull structure, piping systems in way of cargo tanks or holds,
pump-rooms, cofferdams, pipe tunnels, avoid spaces within the cargo area and
ballast tanks for bulk carriers the main structure of holds should be inspected for
any obvious unauthorized repairs.
Machinery Spaces: the PSCO should assess the condition of the machinery of the
electrical installations to make sure that they are capable of providing sufficient
continuous power for propulsion and for auxiliary services. During inspection of
machinery spaces, PSCO should see the standard of maintenance. Defective quick
losing valves, disconnected or in operative extended control rods or machinery
trip mechanisms, missing valve hand wheels, evidence of chronic steam, water
and oil leaks, dirty tank steps and bilges or extensive corrosion of machinery
foundations are pointers to an unsatisfactory organization of the systems
maintenance. A large number of pipe clips or content boxes, will indicate reluctant
to make permanent repairs. General deficiencies like leaking pump glands, dirty
water gauge glasses, rusted relief valves, inoperative pressure gauges,
inoperative or disconnected safety or control devices, evidence of repeated
operation of diesel engine scavenge belt or crankcase relief valves,
malfunctioning or inoperative automatic equipment and alarm systems and
leaking boiler casings or uptakes would warrant inspection of engine room log
book and investigation into the record of machinery failures and accidents and a
request for running tests of machinery.
Evidence from PSCOs general impression or observations that serious
deficiencies exist in the safety, pollution prevention or navigational equipment.
a) safety equipment: the effectiveness of life-saving appliances depends on good
maintence by the crew and their regular use in drills. A part from obvious defects

like heled life boat, PSCO should look for signs of disuse of obstructions to survival
craft launching equipment which may include paint accumulation seizure of pivot
points, absence of greasing condition of blocks and falls.
b) Fire fighting equipment: poor condition of fire line, fire extinguish deck foam
lines, fire hydrants etc may be a guide for detailed examination of all fire safety
equipment PSCO should also look for evidence of a higher than normal fire risk,
which may be brought about by a poor standard of cleanliness in the machines
space which together with significant deficiencies of the fixed or portable fireextinguishing equipment could lead to a judgement of a ship being substandard.
The PSCO should inspect for operability and securing arrangements of those doors
in the main zone bulkheads and stairways enclosures and in boundaries of high
fire risk spaces like machinery rooms and galleys. Spot checks may be made on
dampers smoke flaps to ascertain the standard of operability. These flaps will
preview spread of smoke through ventilation systems. PSCO should also ensure
that ventilation fans can be stopped from the master controls and that means are
available for closing main inlets and outlets of ventilation systems. Attention
should be given to the effectiveness of escape routes by ensuring that vital doors
are kept open and that alleyways and stairways are not obstructed . Now
equipment e.g., one of the auto radar plotting aids plotting devices is not working.
Absence of principal equipment or arrangements required by conventions.
e.g., (a) Marpol Annex I requires that ships of 400 gross tons and above must have
an oil filtering equipment provided with arrangements to ensure that any
discharge of oily moistures is automatically stopped when the oil content of the
effluent exceeds 15 ppm. Absence of this principle equipment may lead to more
detailed examination and possible detention. SOLAS convention 1974 requires
presence of a life raft capable of carrying 6 persons near forecastle deck. Absence
of this may lead to more detailed examination and possibly detention.
5) Evidence from a review of ships certificates that a certificate or certificates are
clarly invalid e.g. safety Equipment certificate may be invalid since no renewal
survey was carried out during stipulated time.
6) Evidence that documentation required by the conventions are not on board,
incomplete, are not maintained or are falsely maintained.
e.g.
up.

a) oil record book for machinery spaces may be absent or not properly filled
b) Fire control plans may be absent

c) Garbage management plan may be absent and or garbage record

incomplete
d) Stability booklet may be absent

7) Information or evidence that the master or crew is not familiar with essential
shipboard operations relating to the safety of the ships or the prevention of
pollution or that such operations have not been carried out.
e.g.

(a) Life boat have not been lowered for past 4 months

(b) Chief Engineers does not know how to release CO 2 into the engine room
in case of fire in the
en
gine room
Master does not know how to do emergency steering
(d ) Chief Officer doesnt know how to operate deck foam system.
8) Indication that key crew members may not be able to communicate with each
other or with other persons on board. The PSCO may ask the master which
languages are used as working languages. For E.g. on Indian flag ships, English is
the working language. PSCO may ensure that key crew members are able to
understand each other during inspection or drills. Crew members assigned to
assist passengers should be able to give necessary information to passengers in
case of an emergency
9) Conditions of assignment of load lines. If a PSCO has concluded that a hull
inspection is unnecessary but is dissatisfied, on the basis of observation on deck

with items like defective hatch closing arrangements, corroded air pipes and vent
coamings the PSCO should examine to closing appliances, means of freeing water
from the deck and arrangements concerned with the protection of the crew.
Receipt of a report or complaint containing information that a ship appears to be
substandard. E.g. third engineer has complained to port state control that life boat
davit structure is badly corroded and it may not be able to support the life boat.
Then PSCO should conduct detailed examination PSCO should not disclose the
source of information.
10) Emission of false distress alerts not followed by proper cancellation
procedures. E.g. If EPIRB is accidentally actuated then it should be set right and
nearest coastal authority informed about the accident.
(b) Corrective action is taken to remedy a defect while preventive action is the
action taken to prevent a breakdown from occurring.
e.g. Fire main line burst due to excess pressure and failure of relief valve
damaged portion of the line is
renewed to the satisfaction of PSCO. This is
corrective action. Preventive action would have been to test the relief valve
periodically and overhaul it if required. Preventive action would also include
opening at least two fire hydrants on deck before starting the fire pump and
monitoring fire
pump pressure so as to prevent excessive build up of pressure.

272

Regulation 4, chapter XI of SOLAS 1974 makes it possible for pre officer inspecting
foreign ships to check their operational requirements especially when there are
Clear Grounds for believing that Master or crew are not familiar with essential
ship board procedures relating to ships safety, pollution prevention ships
visiting any foreign port, are to be inspected by PSC on behalf of the
contracting Govt. to ensure that the visiting vessel is not a threat o the port
with regards to the safety of personnel & cargo & also not a navigational
hazard to its surroundings.
(a)
The Clear Grounds referred, leading to detailed inspection include
such factors as operational short coming, cargo operation not being conducted
in a proper manner or absence of an updated muster list. These indicate that
the crew members may not be able to communicate with each other.
PSC inspections are normally limited to checking certificates becomes
questionable, if there are Clear Grounds for believing that the condition of the
ship or its equipments are not substantially meeting requirements of relevant
instrument then a more detailed inspection may be carried out.
In accordance with the following provisions of IMO & ILO conventions, a
PSC officer may conduct inspection of foreign ships coming in their parts :
1)

SOLAS - 74 Reg. 1/19, leg. IX/6 & leg. XI/4

2)

Load lines 66, article 21.

3)

MARPOL 73/78 article 5 & 6

1)

reg. S/A o annex I

2)

Reg. 18 of Annex II, III, V & VI

4)

STCW 78 - article x & reg.

5)

TONNAGE 69 - article 4

The IMO has adopted assembly resolution A 787 (19) as guideline her PSC
Assembly resolution A 882 (21) has amended & updated a 787 (19)
A PS officer proceeding to the ship can form an impression of the standard of
its maintenance from items such as condition of paint works, corrosion/pitting.
If the PSC office from general impressions formed or from his observations
has clear grounds to believe that the ship or its equipment or its crew do not

substantially meet the requirement, PSC should do more detailed

inspections.
Clear grounds to conduct detailed inspection include :
1) The absence of principle equipment or arrangement required by
conventions.
2)

Evidence, that a ships certificate or certificates are clearing invalid.

3)

Evidence,that the documents required by the convention & listed in

appendix 4 is not onboard, incomplete, not maintained or falsely
maintained.

4)

Evidence from PSCOs general impression & observation that serious

hull or structural deterioration / deficiencies exist that may place a risk
to the water tight integrity of the ship.

5)

Evidence, from the PSCOs general impression or observations that

serious deficiencies exists in safety, pollution prevention or
navigational equipment.

6)

Information or evidence that master/crew is not familiar with essential

shipboard operations relating to the safety of the ship or prevention of
pollution.

7)

Indication that key crew members are may not be able to communicate
with each other.

8)

The emission of false distress alert not followed by proper cancellation

procedures.

9)

Receipt of a report regarding complaints that ship appears to be

substandard.

IF PSCOs has clear grounds for carrying out more detailed inspection, the
master should be immediately informed & advised Master may / then contact
the Admin. authority or appropriate RO responsible for issuing cert. & invite
their presence onboard.
(b) Detainable deficiencies & corrective action :
1)

Insufficient cleanliness of E/R, excess amount of oily water mixture in

bilges, insulation of piping including exhaust pipes in E/R contaminated
by oil, & improper operation of Bilge pumping arrangements.

2)

Absence, insufficient capacity or serious deteriorating of personal LSAs

survival craft & launching arrangements.

3)

Number, composition or cert. of crew not corresponding with safe

manning document.

4)

Exceeding of maximum allowable cargo quantity per tank.

5)

Annex I : unauthorised discharge bypass, fitted for pumping oily water

overboard.

Appropriate training to be provided to crew members regarding operations,

proper house keeping & cleanliness of E/R, planned maintenance schedule
must be prepared to check LSAs & other survival arrangements. Manning must
be managed as per safe manning Cert. Appropriate loading of cargo in task as
specified in cargo loading & considering stress on ships HK & hull. In no case
unauthorised discharge from ship be made which is considered as criminal
offence.

273. Explain the jurisdiction of application of PSC and its control regulations.
State the salient clauses from different International Conventions that forms
the basis and focus area of PSC.
Ans. Port State Control authorities undertake inspections of ships in their
territorial limits, to ensure that they meet the requirements of international
standards laid in the Conventions. It is possible that during a certain period
the ship may not have called its home port, certificate may not have been
renewed or maintenance has suffered due to various reasons. Therefore the
ship must be inspected at various ports to ensure compliance with

rules/requirements as regards safety, maintenance and manning. These

inspections are done by Port State Control authorities. The fundamental aim
of the PSC is to supplement the inspection done by flag state and to eliminate
sub standard ships in order to have safer ships and cleaner oceans.
In accordance with provisions IMO and ILO conventions, parties may
conduct inspection of the foreign ships in their port with Port State Control
Officer (PSCO) :1) SOLAS 74, Regulation 1/19, regulations IX/6 and regulation XI/4
2) Load Lines 66, article 21
3) Marpol 73/78, Article 5&6, regulation 8A of annex 1, regulation 15 of
annex II, regulation 8 of annex V
4) STCW 78, article X and regulation
5) Tonnage 69 Article 12
6) International Labour Organisation (ILO) convention no. 147, article 4
IMO has adopted assembly resolution A 787 (19) as a guideline for
unified procedure for PSC. Assembly resolution A 882 (21), has amended
and updated A 787 (19).
Clauses from different conventions
(i) Part C chapter VI pf SOLAS 1974 and international code of safe carriage
of grain in bulk.
The PSCO may determine whether the operations and loading
manuals include the relevant information for safe loading and unloading
operation in port as well as in transit conditions.
(ii) Operation of machinery : PSCO may determine if responsible ship
officers are familiar with duties related to operating essential machinery
such as:
a) Emergency Generator and st-by source of electrical supply
b) Auxiliary steering gear
c) Any other equipment essential in emergency situation
d) Emergency steering gear operation
e) Manoeuvring from secondary position
Inspection of fire fighting equipment and systems and proficiency of
personnel demonstrating the operation and maintenance of the same.
-- MARPOL 73/78, Annex I Regulation 26 and 8 shipboard oil pollution
emergency plan, stability book, associated with stability plans and
stability information.
-- Oil and oily mixture from machinery spaces taking in to account:1) The quantity of oil residue generated
2) The capacity of sludge and bilge water holding tank
3) Capacity of oily water separator.
An inspection of oil record book should be made. The PSCO may
determine if reception facility has been used and any inadequacy of
such facilities. PSCO may verify if all operational requirements of Annex
II of MARPOL 73/78 are met.
(iii) Control under the provisions of STCW 78
1) Verification of seafarers serving on board, who are required to be
certified and hold appropriate certificate or a valid dispensation or
provide documentary proof that applications for same have been
made.
2) Verification of number of certificate and details of seafarers serving
on board.

3) Assessment of seafarers ability to carry out watch keeping,

maintenance and record keeping capability to act, in case of any
emergency which may take place in port or at sea.
(iv) Port State Control related to ISM Code
PSCO can examine the copy of the Document of Compliance
(DOC), issued to company, safety management certificate (SMC)
issued to ship. A SMC is not valid unless the company holds a valid
DOC for that type of ship. A more detailed inspection of safety
management system may be carried out. In relation to ISM PSCO
may check:1) Company safety and environment policies
2) Relevant documents to SMS in working language
3) Emergency preparedness
4) Non conformity analysis record and reports.
(v) Water Ballast Management
PSCO may check compliance with water ballast management
system and records maintained.
(vi) ISPS Code as per SOLAS Chapter XI.

276

The oil pollution during bunkering operation could occur due to various reasons
such as a leakage at the manifold connections, tank overflowing, hose
fracture caused due to excessive pressurization.
To elaborate on the emergency preparation plan, we shall assume that a
hose fracture has lead to a substantial amount of spillage in water.
A major oil spill requires a prompt and diligent action wherein the master
& Chief Engineer need to work in close co-ordination A vessel having well
drawn and rehearsed (in the form of oil spill drills) Emergency
preparedness plan can be effectively and efficiently tackle an oil spill
causing minimum damage to the marine environment.
The plan should be prepared such that duties and responsibilities of
every crew member are well defined and understood. It should address
the very important aspects as regards the oil spill.
(i)

Effective communication with local authorities, P& I club and office (DPA)

ii)

Measures to stop / contain oil spill, clean -up action and prevention of
one emergency leading to another such as outbreak of ferric)
Both the above mentioned measures should be taken up concurrently. A
sample draft of an emergency preparedness plan is as follows :
Emergency preparedness Plan (Board outline)

i)

Effective communication : Master, with the assistance of Chief Engineer

and one watch keeping officer shall and as follows :

a)

Immediately consult local P & I club representative. The representative

will advice on the steps which should be taken to inform the local
authorities and will have arrangements for legal representations and
attendance of surveyors if necessary. The representative will also assist
master / C/E, in dealing with local authorities.

b)

If the authorities request permission to board the vessel the master /

Chief Engineer should attempt to obtain the advice of a legal
representative, before granting permissions. If this is not possible, and
the authorities insist on boarding the vessel, the master shall allow them
access to the vessel. However, their names, the department they
represent & their activities on board shall be noted.

c)

Master shall contact DPS and appraise him from time to time about the
progress of events.
In order to ensure activities (a) & (b). Master shall ensure that an
updated date of contact numbers of all concerned authorities is
maintained onboard.

ii)

Measures to

a)

Stop / contain oil spill.

b)

Clean -up the spilled oil.

c)

Prevent one emergency leading to another.

Chief Engineers shall be the in charge of the above operation and he

shall co-ordinate, instruct and supervise the teams under him to ensure
following :
a)

Immediately stop the bunkering operation with

communication with the bunker barge /shore terminal.

an

effective

b)

Raise an emergency alarm.

c)

Prevent oil from spilling overboard and collect / transfer oil accumulated
on the deck to the tank as appropriate.

d)

Clean-up the entire affected area on-board

e)

Inspect are adjoining the affected area to take appropriate measures for
prevention of fire.

f)

Use rope or floating boom around the boundary of the affected area
around the vessel to restrict spread of oil.

g)

Use dispersant / detergent (available onboard) only after local authorities

permit there use.

h)

Record program of all activities to master who shall record them to

defined claims of oil pollutions etc.
Salient advantages of Emergency Preparedness Plan.

1)

The plan identifies all the activities which may cause oil spillage leading
to environmental pollutions.

2)

It defines clearly, the duties & responsibilities of the master and crew
thereby eliminating confusion and chaos.

3)

An effective implementation is ensured through specialist teams

comprising crew members. These teams are trained on-board through
realistic drills carried and on a regular basis thus improving their skill &
effectiveness.

4)

Plan assess the state / condition of tools (cleaning gear) and

consumables (cleaning material) provided to clean-up spillage.
Thus a well prepared EPP will go a long way in dealing with an incidence
of oil spill effectively.

277.List the methods and aids to prevent pollution of the seas under IMO
Conventions and steps you can take for its successful implementation on a
ship prior its voyage where you have joined as Chief Engineer.
Ans. Various IMO convention have been developed to deal with the prevention of
pollution by ships. Various IMO instruments are listed below.:
1)

MARPOL - 73/78 : International convention for the prevention of

pollution from ships 1973, as modified by the protocol of 1978. The
various annexes to this conventions are as follows :
Annex - I : Deals with regulations for the prevention of pollution by oil.
Entry into force on 2nd October 1983.
Methods and aids to prevents pollution includes following :

a)

International oil pollution prevention certificate (IOPP) - (Reg.5) This

certificate is mandatory / statutory certificate to be issued in initial or

renewal survey, to any takes of 150GT and other ships 400 GT.
Valid for 5 years issued by administration.
b)

Oil Discharge monitoring and control system (ODMCS) shall be provided

for tankers to control oil in shops (Reg.-15)

c)

Oil filtering equipment, OWS, for any ship 10,000 GT, should be
provided with alarm and automatic stopping device, in case the effluent
exceeds 15 ppm, for E/R bilges.

d)

Bilge water, sludge and dirty oil reception facilities to be provided at all
ports or terminals (Reg.-12)

e)

Segregated clean ballast tanks (SBT) and crude it working system (COW)
to be provided for oil tankers.

f)

Imploding the requirements for the design & construction of oil tankers to
prevent oil pollution in the Event of collision and standing. Reg. 13F for
new tankers & Reg. 13G for hinting tankers which apply to crude carriers
20,000 DWT and product carriers 30,000. Introduction of
Enhanced survey programs during periodical almost & intermediate
surveys.
(phasing out of single hull tankers)

g)

Oil record book : Every tanker 180 GT & other ships 400 GT shall
have an oil record book. Reg. 20

h)

Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker

150 GT and others 400 GT shall carry supplied SOPEP plan by
Administration.

i)

Sufficient sludge and bilge water holding tanks stop should be provided
to all ships.

j)

Double hull and double bottom requirements for oil tanks delivered after
6 July 1996 & before 6 July 1996. (reg.19)

k)

Pump room (cargo) bottom protection (Reg.22)

l)

Limitation of size & arrangement of cargo tanks.

Annex - II Defines regulations for the control of pollution by noxious
liquid substances in bulk.
Methods and aids to prevent pollution includes :

a)

Categorization and control of noxious liquid substances in and outside

special areas Reg. 3 & 5

b)

Cargo record book : To record loading, unloading cleaning and ballasting

facilities at terminals for discharge of residues and mixtures containing
NLS Reg.7.

c)

To have shipboard marine pollution prevention Emergency plan (SMPEP)

along with SOPEP or a combined plan.
Annex - III Defines regulations for the prevention of pollution by harmful
substances carried by sea in packaged form E/F = 1st July 1992

a)

Marking and labelling - Reg 3.

b)

Storage shall be properly stored and secured so as to minimize hazards

Reg.5.

c)

Document correct technical names to be used and further identified by

the words marine pollutant.
International maritime dangerous goods (IMDG) Code : defines the
harmful substances, which are identified as marine pollutants.
Annex IV : Defines regulations for the prevention of pollution by sewage
from ships forced on 27th Sept. 2003.
Methods and aids :

a)

An International sewage pollution prevention certificate is issued by the

administration after survey has been carried out in accordance with
reg.3.

b)

Ship must have in operation an administration approved sewage

treatment plant Reg.8

c)

Reception facilities at ports & terminals Reg.10.

d)

Standard discharge connection.

Annex V - Regulation for prevention of pollution by garbage from ships
E/F 31st dec. 1988.
Methods and Aids

a)

Requirements for disposal of garbage with in & outside sp. areas.

b)

Reception facilities in parts & terminals.

c)

Placards shall be displayed for every 12 m ship for the crew.

d)

Every ship 400 GT to carry garbage management plan.

e)

Garbage record book required for ship > 400 GT and preserved for 2
years after last entry.
Annex VI : Regulation for prevention of air pollution from ships enforced
19th May 2005
Methods and Aids :

a)

Ships must have an International Air Pollution prevention (IAPP)

certificate by administration, after initial survey. valid for 5 years.

b)

Restriction of use of ozone depleting substances (ODS) such as HCFCs.

phasing out of existing ODSs by 1st January 2020. (i.e. R-22)

c)

Control of emissions of sulphur oxides (SOx) by limiting sulphur contest

of fuel oil to 4.5% m/m and 1.5% for sulphur emission control areas
(SECAs) Reg.13

e)

Installation of approved incinerators with monitoring devices for fuel gas

outlet and combustion chamber temperatures.

f)

Reception facilities for exh. gas cleaning residues, oil etc.

g)

Bunker delivery notes must specify parameters of fuel supplied,

h)

F.O. samples must be taken in continuous drip method, stored for not less
than 12 months.

i)

VOC system for tankers sailing to VOC designated port.

As a Chief Engineer on board ship, one must ensure the following, for
successful implementation of methods and aids to prevent pollution to
the Environment.

1)

Familiarization of personnel's responsible for operating pollution

preventing equipment, with the operation & maintenance of equipment

2)

Familiarization of personnel with MARPOL regulations.

3)

Regular testing of parts / million equipment, (15ppm), alarms and stops.

4)

Must ensure minimum recommended spares always onboard for pollution

prevention equipment. Eg. spare set of filter cartridge.

5)

Proper documentation via IOPP, LAPP, ISPP certificate and their validity.

6)

Surveys due for pollution prevention equipment.

7)

Bunker checklist bunker transfer procedures are clearly posted.

8)

To properly keep bunker samples & delivery notes.

9)

Operating procedures for pollution prevention equipments must be

clearly posted.

10) Regular testing of pollution prevention equipments.

11) Entries in oil record book.
12) Ensure sounding records updated.
13) Good E/R house keeping minimum leakages.

278. The protection of the Marine environment is of utmost importance today.

Discuss.
(a) How would you as a C/E of a tanker ensure protection of the environment
by compliance with the various Regulation of MARPOL 73/78 Annex 1 for
prevention and control of pollution at sea?
(b) State requirement for compliance under Annex VI of MARPOL 73/78.
Ans. Annex 1 Regulations for the prevention of pollution by oil which entered
into force on 2nd October 1983 and, as between the parties to MARPOL
73/78 supersedes the International Convention for the Prevention of
Pollution of the sea by oil, 1954, as amended 1962 and 1969 which was
then in force.

Prevention of pollution methods & aids involved are:-

1. IOPP Certificate
International oil pollution preventions certificate is issued after initial
survey before the ship put in service or renewal survey in accordance
with the provisions of regulation 6 of this annex, to any oil tanker of 150
gross tonnage and above and any other ships 400 gross tonnage and
above which are engaged in voyages to ports or offshore terminals under
the jurisdiction of other parties to the present on. Such certificate shall
be issued or endorsed as appropriate either by the Adm or by any
persons or organization duly authorized by it. In every case Adm.
Assumer full responsibility for the certificate & valid for maximum 5
years.

2. Tanks for oil residues (sludge) Reg. 12

Every ship of 400 GT & above shall be provided with a tank or tanks of
adequate capacity having regard to type of machinery and length of
voyage. Piping to and from the sludge the shall have no direct connection
overboard other than standard discharge connection.

3. Standard discharge connection Reg. 13.

To enable the pipes of reception facility to be connected with the ships
discharge pipeline for residues from M of bilges and from sludge tanks
must have standard discharge connection.

OD 215 mm,
ID According to pipe OD,
thickness 20 mm.

PCD 183 mm, Flange

4. Oil filtering equipment Reg. 14 / Reg. 31.

Any ship above 400 GT & less than 10,000 GT shall be fitted with 15 PPM
oil filtering equipment which must be Adm. Approved.

Any ship above 10,000 GT must have 15 PPM equipment with oil
discharge monitoring system with alarm when it exceeds level and

automatically stops discharging O/B by either P/P stop or 3 way v/v.

Equipment must be Adm. Approved oil discharge and control system.

No discharge in Antarctic Area is allowed.

5. Oil record book part I Reg. 17 (machinery spares)

Reg 34 part II Cargo / Ballast operations every oil tanker 150 GT &
above and every ship of 400 GT & above other than oil tanker must have
ORB Part - I which must indicate transfers tanker to the, bunkering LO &
FO, collection & disposal of residue, discharging O/B through approved
equipment or to reception facilities must be recorded.

Part II must be kept updated for ballast / cargo operation on each

occasions on the case loading oil cargo, internal transfers, unloading oil
cargo, ballasting cleaning of cargo tanks including crude oil washing, deballasting
excluding SB tanks, discharge from slop tanks through
ODMCS, disposal of residues for reception facility must be recorded.

6. Segregated Ballast tanks Reg. 18

Every crude oil tanker of 20,000 tonns DW 7 above and every product
carrier 30,000 tonns DW & above delivered after 1st July 1982 must have
segregated ballast tanks.

7. Double Hull & Double Bottom Requirements for oil tankers delivered on
or after 6th July 1996 Reg. 19
Oil tanker 600 tonnes DW 7 above delivered on or after 6th July 1996.

Every oil tanker 5000 tonnes DW & above must have protective location
of segregated ballast spaces & should be protected against progressive
flooding.

Entire cargo tank length shall be protected by ballast tanks or space

other than tanks that carry oil .

i) Wing the or spaces

DW
w = 0.5
+

(m) or w =
20m
20,000

Whichever less.

Min w = 1m

ii) Double bottom the or spaces

h = B\ 15(m) 01 h = 2.0 m whichever less

min h = 1.0m.

8. Double hull & DB requirements for oil tankers delivered before 6 th July
1996 Reg. 20
Cat 1 tanker to be phased out with single hull by 1 st April 2005 which
built before 6th July 1996.

Single Hull tankers cannot carry HGO Reg. 21

Prevention of pollution from oil tankers carrying HGO.

9. Pump room bottom protection Reg. 22

This regulation for oil tankers 500 tonnes DW & above constructed on or
after 1st Jan 2007

h = B/15 or h = 2.0 m whichever less

mini h = 1.0m

10.

Accidental oil out flow performance Reg. 23

To be dealt with oil flow discharge oil tankers delivered after 1st Jan 2010.

11. Oil tankers of 150 tonnes & above shall be provided with slop tanks
except for tankers having voyage less than 72 hrs. & with is 50 nautical
miles.
12.

Crude oil wasting requirements Reg. 33

Oil tankers 20,000 DW 7 above delivered after 1 st June 1982 must have
cow system class approved and RO.

13.

Shipboard Oil Pollution Emergency Plan Reg. 37

Administration approved 50 per plan should be there for tankers 150 GT

7 above and others 400 G & above.

14.

Reception Facility Reg. 38

The Government of each party to the convention to ensure provisions at

loading terminals, repair ports, in other parts where ship have oily
residue to discharge must have reception facility without delaying ship.

b) Annex VI Prevention of air pollution form ships.

An International Air Pollution Prevention Certificate shall be issued for

the ships of 400 GT & above and every fixed and floating drilling rigs and
other performs by the Administration, which shall not exceed 5 years.

In initial survey before the ship is put into service or before the
certificate required under reg. 6 of this Annex is issued for the first time.
This survey shall be such as to ensure that the equipment, system,
fittings, arrangements and material fully comply with the applicable
requirements f their Annex.

2. Ozone depleting substances Reg. 12

Deliberate emission of ozone depleting substances shall be prohibited
unless saving life at sea or due to accident or breakdown of equipment.
Deliberate emissions include emissions occurring in the course of
maintaining, servicing, repairing or disposing of system or equipment.

New installation which certain ozone depleting substances shall be

prohibited on all ships, except that new installations containing hydro
chlorofluorocarbons (HCFCs) are permitted until 1st Jan 2020.

These substances should be collected properly and delivered to the

reception facility ashore.
3. Nitrogen Oxide (NOx) Reg. 16.
This regulation applier to each engine 130 kw & above O/P installed on
ship constructed after 1st Jan 2000. or the diesel engine goes major
conversion after 1st Jan 2000 . Major conversion means 10% change in
MCR.

His regulations will not apply to emergency generator lifeboat engines

and any device or equipment which to be used solely in case emergency
or costal voyage vessels which must have alternative No x control
provision set by Administration.

Nox Limits from the engines should be following:

i) 17.0 g/kwh the engines should be following:

ii) 45.0 x n-0.2 G/kwh when n >130rpm n<2000rpm.
iii) 9.8 g/kwh when rpm n h 2000 & above.
Provisions 6/ NOx technical code should be applied to all ship i.e.
alternative provisions gives by Administration.

4. Sulphur Oxide (SOX) Reg. 14.

The sulphur content of any fuel used on board ships shall not exceed
4.5% m/m. The fuel supplied on board shall be mentioned under the
guide times developed by MEPC 82(43).

SECA Sox Emission Control Area

1. Baltic sea & North sea.

under SECA either the fuel should not contain sulphur more than 1.5%
m/m or emission from engine should not exceed 6.0 g SO x / KWh or any
approved method by Administration to control six can be used.

5. Volatile Organic Compounds Reg. 15

The emission of volatile organic compound (VOCs) from tankers are to
be regulated in ports or terminals under jurisdiction of a party to protocol
1997.

6. Shipboard Incineration Reg. 16

Shipboard incineration in allowed except for oil sludge & sewage
sludge in
Port harbour & estuaries.

Shipboard incineration is prohibited for following

i)
ii)
iii)
iv)

Annex I, II and III cargo residues of the present convention and

related contaminated packing material.
Polychlorinated Biphenyls (PCBs).
Garbage containing more than trace of heavy metals i.e. batteries,
mercury, lead etc.
Polyvinyl Chloride (PUCS) exception in IMO type approved
incinerator.
Monitoring of combustions flue gas outlet temperature shall be
required at all times & waste shall not be fed in continuous feed
shipboard incinerator when temperature is below 850 oC & unit shall
be so designed to reach combustion temperature to 600 oC within
five minutes after start up.

7. Reception Facility Reg. 17

The Government of each party to protocol 1997 undertakes to ensure the
provisions of facilities adequate to meet reception of ozone depleting
substances, exhaust cleaning residues without causing undue delay to
ships.

8. Fuel Oil Quality Reg. 18

Fuel oil onboard for combustion purpose should meet ISO 8217 standards
with following requirements.

ii)

Fuel oil shall be blend of HC derived from petroleum refining &

small amounts of additives are permitted to improve performance
aspects.

iii)

Free from inorganic acids

iv)

Fuel Oil should not have added chemical base which can jeopardize
the ship, be harmful to persons, and contribute to additional air
pollutions.

v)

Sulphur content must not exceed 4.5% m/m & SECA area 1.5%
m/m.

vi)

BDN must be retained board for minimum 3 years readily available

for inspection.

vii)

Fuel Oil samples sealed and signed by supplier or supplier

representative or master or officer in-charge of bunker operations.
Samples to be retained on board for minimum 12 months.

279

Emergency preparedness procedures are provided in the section 8 of companys

safety management system. Manual under the heading Contingency plan these
are as follows for given scenarios:

(1)

Search and Rescue

Search:
(1) Contract Port which sent distress and nearest coast station or MRCC and
request
advice
(2) Give information about your own vessel i.e., position course speed type
of ship etc and confirm that you are heading for search area
(3) If this is the case also inform to your company and charterer and keep
log to all events
(4) Establish continuous radio watch and on all frequencies as advised by
MRCC
(5) Before reaching to search area post additional look out to continuously
monitor search area
(6) equipments such as net ladder etc to aid rescue make ready first aid
equipments
and hospital
(7) Co-ordinate search pattern with other ship/MRCC cost radio station
(8) Monitor X band radar for locating survival craft transformer (SART) signal
with 600
12NM range scale.

Rescue:
(1) Contact surviors if possible o establish local conditions and situation

(2) Rescue may be effect from the deck or by use of survival craft or from
sea
(3) If survival craft is set adrift after rescue

Notify nearest RCC advising position type of craft and weather any radio
equipment left
on board that transmit distress signal automatically.

(2)

Evacuation of critically injured personnel

(1) If it is decided to evacuate the critically injured personnel the decision

for deviation
has to be made
(2) Inform office and P&I correspondent for deviation in order to land sick
scaman
(3) Inform port health authorities and the local agents to take care of legal
matters and
responsibilities
(4) Keep monitoring the person and provide first aid and treatment advised
by Radio
medical advice.
(5) Keep the persons documents (pass port, CDC, health book) ready
(6) Prepare the casualty carefully and secure him in a stretcher
(7) Keep O2 or EEBD on his mount to assist in his breathing if required.

(3)
Helicopter Operation: Prior to helicopter operation following contingency
plan to be followed
(1) Inert gas pressure should be reduced 30 min before the helicopter
operation
tanks

(2) Vessel with IGS in the tanks should be ventilated to reduce the LEL in the
below 4%

(3) Prior to helicopter operation all cargo and ballast tank opening pump
rooms closed
and secured
(4) Lose object from the area should be removed
(5) Has a pendant or wind sock has been hoisted at point conspicuous to
helicopter pilot to indicate wind direction
(6) Fire pump should be running with adequate pressure
(7) A competent person should be stand by at foam system
(8) Foam monitors portable foam nozzles and foam liquid supply should be
ready
(9) Deck fire fighting and rescue team should be ready with wearing all
protective year
Following equipment should be kept at hand (a) 2 Life boys (b) Portable DCP
(c) 1 Portable CO2 extinguisher (d) a large axe (e) crow bar (f) wire cutter (g)
Read emergency signal/ torch (h) first aid kit (i) Rope managers for securing
helicopter (only on pilots
instruction)
(10)Rescue boat ready for lowering
(11) Ship should be displaying signal as per rules of road
(12) Deck party aware of hand signals
(13) Communication with helicopter pilot and radio channel set

(4)

Rescue from enclosed space

1. Sound alarm inform master
2. Mobilize emergency squad with SCBA and spare bottles
3. Mobilize stretcher party with first aid equipments to stand by at the
scene at incident
4. Ensure or improve ventilation at space
5. Rig harness and rescue lines
6. Two persons wearing SCBA enter space with harness and EEBD
7. Remove the casualty from space and transfer it to hospital for treatment
8. A test office team
9. Take radio medical advice
10. consider for deviation to land the person if situation demands

(5)

Abandoning ship

Decision at abandoning ship will be taken by master either himself or in

consultation
with company.
(1) Emergency alarm will be sounded allowed by captain announcement on
P.A. system
(2) Prior to abandoning
(a) Inform company
(b) Inform ship in vicinity
Advice MRCC
(d) Transmit distress signal
(3) Muster all persons on board and taken head count search for missing
person if any
(4) Select survival craft/raft and prepare for launching
(5) People will perform their assigned duty as per muster list with regard to
(a) Collect official log book (Deck and Engine)
(b) Collect passport/CDC etc
Collect extra water and ration
(d) Collect VHF SART EPIRB
(6) Launch the boat go away from ship but stay in the vicinity
(7) Activate Epirb and sart
(8) In the case of ship sinking stay in the vicinity at the ship
(9) Be calm and together execute the survival techniques and try t keep
your self busy
and wait for rescue
(10) Keep look out and use pyrotechniques when required to attract the
attention of others

280. The vessel where you are posted as Chief Engineer is undergoing drydocking and a serious fire occurs on the deck because of welding work.
Illustrate the documented procedures to deal with such emergency and its
advantage over non-documented actions? Explain the different ship related
contingencies against which document procedures are maintained under
emergency preparedness of ISM Codes. In case of a major pollution of oil from
a ship how best the contingency plans in emergency preparedness help over
other actions.

Ans)According to the ISM code the company should make documented procedures
to identify describe
and respond to potential emergency shipboard
situations. The company should establish programmes
for drills and
exercises to prepare for emergency actions. The safety Management System
(SMS) should provide for measures ensuring that the companys
organization can respond at any time to
hazards accidents and emergency
situations involving its ships.

Due to the nature of dry dock repair activities (that means it involves
numerable jobs of vastly varied
and diverse nature) it is challenging task to
device a fire fighting plan that will satisfactorily operate
under all conditions.
Thus, necessarily in such a situation a suitable fire fighting plan should be open
to frequent changes and thus should be highly flexible in nature. Due
consideration to be given to following peculiar situational hurdles.

As the fire fighting is to carried out on the deck of a ship in dry dock there
are several hurdles to fire
fighting:

Major jobs are being carried out, thus most primary muster stations may not
be suitable for muster log. Also, some repairs may be in progress on the vessels
general emergency alarm system and thus
alarm may not be available there
is a possibility that some ships crew have availed of shore leave. Also,
several
shore gangs are working at different locations ships fire fighting appliances may
have gone ashore for pr. Testing/recharging. Hence above points to be taken into
account whilst devising
a suitable plan.

It is also stated in SMS manuals documentation that the master make it

clear to the ship repairer that
its his responsibility for taking suitable
precautions against fire, testing and certification of spaces prior to any hot work.
There has to be in place a clear written agreement to the effect and an
acknowledgement of the acceptance of their responsibility to be provided to the
ship owner/master.

To ensure proper safety against fire and fire fighting to be effective the
vessel management must also
familiarize/acquaint with the Dock employers
fire safety plan, equipment and abilities which must include
the
following
information.
Identification of significant fire hazards
Procedures for recognizing and reporting unsafe conditions (fire patrols,
designated and non-designated areas for hot work checklist etc).
Alarm procedures
Procedures for notifying employees of a fire emergency
Procedure for notifying fire response department of a fire emergency
Procedure for evacuation
Procedure to account for employees after evacuation
Fire response policy-Information
Whether (i) Initial fire response
(ii) Outside fire response
(iii) A combination of both above required during a particular type of fire.
Rescue and Emergency response.
And also following points o be considered while developing a contingency plan to
fight fire on board.

Suitable muster station for all teams to be declared made aware at the
beginning of day along with planning and allocation of other jobs.
Status of general emergency alarm to be checked and declared/made aware/
familiarize to ship staff and shore employees
Equipment for communication with dock (telephone) to be conspicuously
marked and numbers for emergency services and fire department to be
highlighted.
Officers at management level to be familiar with dock evacuation procedure,
shore fighting abilities, fire fighting plan equipment and dock emergency alarm
Logs of attendance 1 each for vessel and yard employees to be maintained
specifying names of employees with jobs, location and in out times to avoid
chaos during head count.
Considering the above underlying concepts a suitable fire fighting plan would be
as follows:
Personnel witnessing the fire to shout fire, fire and raise general alarm and inform
and relay to command team of nature and location of fire and whatever
information available.
If possible also inform/alert clock fire department personnel muster at suitable
muster station command team/Technical team to inform Dock fire department. (if
not already informed) Take head count, check logs (Attendance) stop all work.
In case of fire on Deck Emergency team I (headed by C/officer) to lead fire fighting
and in case of E/R fire Emergency Team II to lead fire fighting Emergency Team II
to lead fire fighting while other emergency team will back up.
Emergency Team I to lead fire fighting to check fire line pressure, contain
extinguish fire.
To evacuate casualties if any
To liase with Dock fire fighting department if already present and to assist them in
fire fighting with logistics and shipboard plans etc. asses damage and possibility
of secondary fire.
Back up team: To provide boundary cooling where required.
Provide equipment back up
Restrict flame by removing flammable item.
Evacuate casualties and shore personnel

Support team: To evacuate personnel and to provide first aid to injured. Assist as
directed
Technical team: To cut of necessary electrical supplies to cut of shore pneumatic
lines. Stop vents oils valves drain oil lines etc.
The advantages of documented procedures over the non-documented procedures
for fire fighting
The plans are ship specific and devised by experts hence they are readily
executable and effective
All personnel are accounted and resources can be mobilized in a very short
time.
Absence of key person may not affect fire fighting as jobs/duties and deputy
leader are assigned and well defined.
New joining crew can easily familiarize with procedure.
Documentation and availability of shipboard plans enable shore expertise to
access situation and give proper assistance.
avoids duplication of effort, confusion/chaos
simplified instructions/complexity reduction
Documented procedure have been devised with an aim to quickly regains
control and restore

Considerable damage to property loss of life and injury can be avoided.

Proper reporting and documentation helps in insurance claims.
Documentation enables to analyse effectiveness of procedures employed and
thus enable improvisation
Human error due to poor decision making is minimized.
Responsible persons with help of well documented procedures and clear
definition of duties and regular exercise drills can quickly arrive at correct
decision under stressful and life threatening environment.
Contingencies against which documented procedures are required to be
maintained as per ISM Code are:
Structural failure
Main Engine failure
Steering failure
Electrical power failure
Collision
Grounding / Stranding
Shifting of cargo
Cargo spillage and contamination
Fire
Cargo Jettisoning
Flooding
Machinery Room Casualty
Abandon Ship Drill
Man over board/Search and Rescue
Permit to work systems
Serious injury
Helicopter operation
Terrorism and piracy
Heavy Weather Damage
Sopep

MARPOL Annex I requires oil tankers of ISO gross tones and above every other
ship other than oil tanker of 400 GRT and above must have a Sopep Plan
(Shipboard oil pollution and emergency plan)
SOPEP plan is a well documented plan devised by experts and is exhaustive
and ship specific in nature such that there is no chance of oversight
It is complete with all information so that master will feel no need o refer to
any other document for reference.
It is structures logically that will reduce decision making time and error
It is so designed that master of vessel can interact with company in real time
and shore experts can assess the situation of the vessel and offer advice,
assistance as to action to take, stress calculation and other help.
The plan also has list of all contact nos of third parties that are helpful in the
emergency and are need to be contacted
The plan has appended to it V/L tank and pipeline plans capacity chart of
tanks general arrangement of hull and decks for ready reference.
The plan employees flow charts and checklists that guide master through
various actions and decisions.
Following a contingency plan saves lots of time and panic situation and help to
control the situation at an early stage.
Everybody knows what he has to do in this emergency and acts promptly
and effectively and no time is wasted.
All personnel on board well aware with this plan and regularly exercise drills
for their optimum performance in case of major/minor oil pollution.

281

Communication is of utmost importance in any emergency preparedness it should

be clear concise and quick for effective response any emergency, it may be oral
or written via any communication media or between two persons on board the
ship, it may be between ships to shore and vice versa or between master effective
communication helps each and every member is a emergency team to
understand his instruction clear and enable him to act according during
emergency it also enable every member to participate in drills and understand his
duties, communication between office and ship during and emergency may be in
the four of initial report, a detailed situation report and a report giving remedial
suggestion to prevent further occurrences.

A contingency plan for the office involving contact between ship and office may
include the following.

Appoint a shore based contingency team composition and duties of persons

acting within the contingency plan.

Procedures to follow in response to different type of accidents or harbour

accident.

Procedures for mobilization of an appropriate company response.

Procedures for establishing and maintaining contact between ship and ms ashore

The availability of ship particulars plans stability information safety aid

environment protection equipment carried on board, photographs of the ship,
crew list, ship insurance condition .

Check list appropriate to the type of emergency which may exist in the
systematical questionnaire of the ship during response.

List to contact name and telecommunication details of all relevant parties who
may need to be notified and consulted.

Procedures for issuing information bulletins to announce queries from media and
public.

Backup arrangements for the co initial response in the event of protracted

emergency.

The restoring of co personnel and specialties dedicated to support the response

and adequate relief for maintenance of their routine duties.

Informing local authorities and local Agents.

Informing classification society, P.S.T.

Contingency plan for office for communication equipment may include.

Identifying the list of contacts on the ship and shore in case of emergencies.

Typing out communication between ship which may include the following Fax,
telex or any emergency communication that is to be used in emergency.

The designated person ashore on contingency teams leaders 24hrs contact is to

be displayed and mock call to be drills.

Contingency room communication equipment to be tried out

Contingency plan for office for deal with media.

In event of an emergency the office should inform the media and acknowledge
occurrence of such as emergency. It should provide sufficient information to media
and information which may hamper emergency response and subsequent
insurance claims should be with held from media after consulting legal advises.

The following information may be given to

The position / place of accidents and type of emergency
The extent of emergency
The no of people involved.
Type of ship and cargo
Rescues and search operation time when state and authorities involved.
Weather conditions.
Information about contingency team
Dealing with relevant next of kin

Obtain a list of crew team ship

Obtain information about any person duly missing and inquired.
Establish contact between relevant next to kin and notify them about the
emergency.
Inform the relevant next of kin in event of death , missing or injured and the
subsequent step to be taken.
Arrange the dead body to be brought to next of kin, information authorities and
engages search for missing person , transport injured pees inform medical
attentions.
Company should assume the next of kin and take part in the less and complete
satisfactory.

282. State the requirement and responsibility of the office in enforcing

emergency preparedness procedures for a ship and its personnel, as
required under ISM Codes? Describe the duties of the office in:
(i) Formation of the emergency team (ii) During emergency situations (iii)
Maintaining contact between ship and office.
Ans. The office should be prepared at all times to efficiently handle an emergency
situation which might occur on any of the companys vessels. This will be
achieved by developing and maintaining contingency, emergency and marine
pollution prevention plans and by training and drills of the personnel involved
both on board and also when a vessel is in, or reports an emergency
situation. The contingency team shall as soon as possible, assist the master
to initiate, engage, command and co-ordinate the appropriate action as the
situation may require in order to primarily, mitigate injuries or damage to:1) The people
2) The environment
3) The cargo
4) The vessel
The contingency team consists of the following persons:

Leader of contingency team

Technical

Operation

Manning

Insurance

Legal

Administration

The company has to set up above mentioned persons such that

everybody is prepared & know their duties in case an emergency is called.
The company has to lay down a policy in which the contingency team shall be
ready at any time. This must be assembled within 2hr notice. Vacations must
be planned in accordance with the requirement & persons with operational
knowledge should be available at all times.
Also the contingency team shall be tested & drilled twice a year; provided
the team has not been actually mobilised during that period. The drill plan
shall be as realistic as possible; starting with a drill message released from
one of the vessels and followed up by messages of the accident
development. The exercise plan of the company audit system shall be worked
out. The actions of the contingency team shall be monitored and written
records maintained. When the drill is finished, a briefing shall take place.
The company has the duties as per the policy during every instance such
as :(i) Formation of Emergency Team:- The company has to form a contingency
or emergency team which has the level and leadership, also have the
planned and well known duties of each person. The Emergency team
consists of members which have the duties in them. The situation is
divided in two levels; Red Level Mobilisation & Green Level Mobilisation.
The Red Mobilisation is incidents of catastrophic nature such as
explosions, major fire, collision, grounding, major oil or NLS spill and
missing vessel. The Green Mobilisations are serious breakdowns,
loading/discharging problems, heavy weather problems, minor oil or NLS
substance spill etc. Where necessary assistance to the ship can be
arranged by the ships technical superintendent or member of the relevant
company department.
Also the team consists of following persons:Level of Mobilisation
Red

Green

1. Leader of the Emergency team

2. Maritime/Safety

3. Technical

4. Operation

5. Manning

6. Insurance

7. Legal

8. Administration

X
X

The head of the technical and marine division will normally serve as
leader of the team, & in his absence the leadership is passed down in the
order of hierarchy. The actions taken are on behalf of the company as they
deem necessary in an emergency situation.
The leader has power to contact Board of Management after a red
mobilisation & keep managing director duly informed of the occurrence &
development.
1. During Emergency Situation:- Whenever there is an emergency situation,
the vessel calls the company & the one who gets the message first is
responsible for contacting the head of the Technical & Marine division and
they will agree on the level of Mobilisation, & if the head is not available,
the one who gets the message first shall use his own judgement 7 decide
the level of mobilisation, & he shall then inform the Emergency team
members.

Company should know the development of the situation and master

may seek advice from the Emergency team & discuss further action
to be taken

During action, each member of the team shall evaluate the condition
under his responsibility

The team leader shall be kept fully informed about any action
suggested or executed by the member of the team.

Also during action the person in-charge and his assistant is

appointed for the following job:1.

Appoint the Emergency team

2.

Keep the Emergency room equipped and in good order

3.

Keep the relevant charts available

4.

Keep track of members

5.

Receive the alarm report / mobilise the team

6.

Call the Tech superintendents & fleet manager

7.

Notify the owner, charterer, cargo owner, Class and D.G.Shipping

8.

Hire of Salvage

9.

Inform the relatives

10. Call press conference & inform the media

11. Set up communication
12. Logging & secretarial duties
The team has to go through the situation & evaluate a most probably and
worst case development scenario, and during the situation analysis, priorities
should be life-safety-environment & property, when decisions are made.
The team evaluating the situation & making the action plan which are
based on a worst case development scenario. The action plan shall be updated
continuously as soon as new information is received. Also the team shall not
diminish the masters over riding responsibility and discretion to take whatever

action he considers to be in the best interest of the crew, vessel and

environment
Also the team has to decide to have an assistance from the specialists who
may be able to provide information, contribution to solve the actual problem.
Also the information to media & relatives of the crew must be given when
things are confirmed & only a spokesman should speak to media & fleet
personnel to the relatives & both should be updated as the news gets
confirmed
Maintaining Contact between Ship & Office:- As described earlier, the contact
between ship and office is to be maintained through out the action so that the
advice is given to the master or person-in-charge on board, what is to be done,
& what may be the further action. Also the company knows the latest
developments & cam plan accordingly

283. Explain the different machinery related emergency situations that are dealt
as documented /procedures under emergency preparedness? Underline the
salient actions that are documented in dealing with (i) Main Engine Failure (ii)
steering failure (in) electrical failure (iv) automation failure. (v) Boiler
automation failure (vi) Scavenge fire
Ans. The international management code for the safe operation of ships and for
pollution prevention (ISM code) gives the guide lines for "emergency
preparedness" under chapter 8. According to this.
a)

the company should establish procedures to identify, describe and

respond to potential emergency ship board situations.

b)

The company should establish programmes for drills and exercises to

prepare for emergency actions.

c)

The SMS should provide for measures ensuring that the companies
organisation can respond at any time to hazards, accidents and
emergency situation involving its ship.
Thus the different machinery related emergency situations that are dealt
as documented procedures mainly are :-

a)

Main Engine failure b) Aux. Engine failure c) Steering failure d) Electrical

failure / Black out. e) Automation failure.
Further the M/E failure can have various sub-categories which form
emergencies such as.

a)

Scavenge fire b) Exh. gas economizer fire c) Various safeties failure such
as L.O. trip. F.W. temp trip. FW. temp trip OMD high, over speed etc.

a)

Main Engine Failure : This is a very dangerous situation as it result in

immediate immobilization of the vessel. The danger is further
augmented if the vessel is under manoeuvring or in restricted areas or
facing a rough weather. Persons specially the E/R staff has to be very
alert and reactive to such situation. Communication and that to
continuous between wheel house and E/R is of utmost importance.
Depending on the situation the damage to the machinery should be
avoided but giving safety of ship the most importance.

b)

Steering Failure : This is a situation which endangers the

manoeuvrability of the vessel which can be a very dangerous situation
during manoeuvring, river passage, shallow water passage, restricted
and heavy traffic zones and bad weather. This situation is best tackled by
proper emergency preparedness and response through proper training
and drills. Again the comm. with bridge is very important.

c)

Electrical Failure : This is by for the most dangerous situation if the

stand by auxiliaries do not supply power fast. This situation not only
causes immobilization of vessel and lost manoeuvrability but also safety
concerns to people on board which may lead to injury. The procedure to
deal with such situation is conspicuously documented and described in
relevant check list. Again the persons on board must be trained before
hand through trainings and drills to deal with this emergency.

d)

Automation failure : The emergency can be of many types from

failures of parameters monitoring and control to the M/E control failure
from bridge and / or ECR and the failure of auto- pilot or remote steering.
The procedures are to be documented depending on the situation and
people trained through training & drills.
Salient Action In dealing with :

A)

Main Engine Failure :

1)

Inform bridge and take controls to ECR.

2)

Raise Engineers Alarm & inform C/E.

3)

Man E/R (if UMS ship during might).

4)

Start Aux. Engine which is stand by.

5)

Assess the situation and if the repair / restart needs considerable time
then a) Raise the vessel not under command (NUC) signal /flag.
b) Prepare for anchorage if depth permits.

B)

6)

Start repair and inform bridge of the progress and expected time of
completion.

7)

Inform company the technical department.

8)

After rectifying the fault -start M/E and try out in Ahead and astern
direction.

9)

Make report of the failure and damage.

Steering Failure :
1)

Communicate with bridge to assess the possibility and need for stopping
the M/E.

2)

Raise emergency alarm and exhibit the vessel "not under control" signal,
if in restricted area or heavy traffic or under maneuvering.

3)

Change over to manual steering if auto pilot fails.

4)

Change over to NFU. if manual steering also fails, change over to

emergency steering.

5)

If emergency steering also does not respond then the M/E must be
stopped.

6)

Prepare for anchoring if in anchor able depth.

7)

C)

Inform Technical Dept.

8)

Inform Port Authorities and coast guard for assistance if V/L is in danger.

9)

Assess the damage and make report.

Electrical Failure :
1)

Communicate with bridge and if vessel is under maneuvering in high

traffic zone the exhibit the "NUC" signal.

2)

Raise engineers call alarm. All engineers to proceed to E/R.

3)

If stand by generator has not started, start same and take on load.

4)

Confirm sequential start of all essential M/C or start same.

5)

Change over M/E control to ECR & reset trips.

6)

Restart the plant and confirming all in order, restart M/E after confirming
from bridge.

7)

Make report of failure and log in E/R log book.

8)

Check continuously for the running generators parameters.

D) AUTOMATION FAILURE :
1)

Inform C/E and if failure relating to M/E automation then inform bridge.

2)

Man the E/R if UMS ship.

3)

If M/E automation failure from bridge, change over control to ECR.

4)

If total automation failure of M/E change over to emergency man.

5)

If automation failure is to parameters monitoring and control, man the

E/R till fault is rectified, monitoring the parameters locally and logging
same in log book every watch.

6)

Carryout necessary repairs in case of M/E automation failure and then

only change over controls to bridge. M/E must be tried out in Ahead &
Astern from ECR & bridge.

287. In case of a major fire onboard, explain the salient advantages of

documentation under emergency preparedness over normal fire fighting
procedures. Before implementation of the said code the fire fighting
operations onboard have successfully carried out in numerous cases- with
the context of the statement give your recent opinion for requirement of
documented plans under emergency preparedness.
Ans) As per ISM code company need to have in place adequate procedure for
dealing quickly and efficiently with all identified emergency situations.
The procedures cover the requirements that all drills and training be
analysed and recorded. Also as per SOLAS CH II deals with the carriage of
following:

Maintenance plan for the free protection system

Fire training manuals
Fire control plan
Fire safety operational booklet

The ship is provided with various safety measure dealing with fire
prevention and detection
The document under emergency preparedness for mayor fire on board reflect
that the company as well as shipboard management, identifies the potential
emergencies that may arise due to fire on board and contingency plan and
response by the ship staff for the same is in readiness.
In case event of major fire a proper layout of action is drawn to regain control
and restore normally
Composition and allocation of duties of person acting within contingency plan
is laid out this removes any cause of ambiguity during fire fighting
All crew members are trained as per the documented fire central plan and
muster list duties to fight fire
All drills should be carried out in a realistic manner in this regards
In case if there is fire at the primary muster station; crew member should
assemble at the secondary muster station in case emergency team leader is
unavailable to carry out his responsibilities the deputy will take case of his
duties that should be clearly mentioned in the muster list.
Documentation is laid out and procedure is drawn for the requirement of
assistance from third party
Documentation has laid to development of proper reporting method with list
of contact names and tel nos. this helps in mobilization of appropriate
company emergency response to restore normally in time.
Documentation also ensures that all loopholes are attended to and thus last
minute panic situation can be avoided
Ships particulars, plan and stability information are documented both on
board as well as at company office. This will help to arrest any damage to ship,
property and consequently to any loss of life at sea.
All items related to safety dealing with fire prevention, should be regularly
maintained, inspected and tested so that all equipments are in effective and
good working condition in case of emergency
Fire training manuals explain in details the following.
General fire safety practice

 General instruction of location and use of shipboard fire fighting

equipment
Before implementation of the said code, the fire fighting operation on board
have been successfully carried out in numerous cases
In context of the above statement any opinion regarding the documented plans
under emergency prepared nets is that they are important and no matter what
documented plan for emergency preparedness should be followed because it
produce full proof method and that to document each and every individual is
made assure of his duties and his role in case of contingency major fire.
Documentation also ensure every member is accounted for
Fire has been fought successfully before implementation of said code but may be
due to some officers (or crew) member who kept there presence of mind and
avoided mistake.
In case of key person becoming available the situation would turn out into a panic,
the documentation only helps in making the fire fighting system more effective,
fail safe and helps in producing all individual to develop confidence and
competence.
The person who has ought fire on his last vessel may not do it .. his next vessel
if he is signed on a different type of vessel. To familiar his with the ship, specific
safety measures a document plan checklist would help. It is much easier to
explain the duties to joining person by safety officer.
Documentation not only ensure that all safety aspects have been looked into
but also an optimal solution for fire fighting and prevention.
The safety drill should be carried out as soon as new persons join the vessel or
next opportunity. Evaluation meeting is held after drill in order o learn lesson.
This checklist helps to know exactly what happen in drill and how to improve
A fire checklist can also be made to ensure that all points are covered for fires
This checklists contains:

Immediate Action
Follow up action
Fast fire fighting measures
Report to owners
Re-entry to the place

Now it is very obvious that with the help of ISM code, each and everything is preplanned well expressed so that action are quick and correct in case of emergency.
Though it is said that before implementing ISM code the fire was fought
successfully i.e., true but if you see the less which could be very-very small if it is
followed as per ISM code.
Before implementing ISM code no one knew there duties and every time the
duties need to be assigned at the time of emergency.
After implementation of ISM code the fire fighting operation on board have been
successfully carried out.

291

A need for security was felt after the attack on USA - 11th September 2001. This
resulted in the introduction of additional chapter in SOLAS- chapter XI, Part 2,
Enhanced security of ships as given in ISPS code. (International ship and port
facility security code.)

Chief Engineers role: A chief engineer / Master in consultation with crewmembers,

prepare the ship security assessments which are sent to the company.
Assessment is done after taking care of all the aspects of security, like assess
control, identification of restricted areas, duties of crew under different security
levels, etc. On the basis of ship security assessment a ship security plan is
prepared. SSP is approved by administration after surveying the ship for
implementation of security. Normally this is done after companys internal
verification of ship security system. The emergency preparedness plan should
give the duties of all shipboard personnel under different security levels to combat
piracy and act of terrorism. Security level of the ship must be either same or
higher than the port of call. The contracting government declares security level of
port.
At Port:
Security level 1 (Normal)
Checking the identity of all persons onboard ship.
Access points should be attended to or secured to prevent unauthorized
entry.
Search should be carried out randomly to all those seeking to board the ship.
Restricted areas should be clearly marked and sealed / locked to prevent
unauthorized access.
Check to ensure that cargo being loaded matches the cargo documentation.
Off site checking, sealing, scheduling and documentation can be agreed
upon.
Checking all stores match the order.
Any unaccompanied bag should be screened or searched.
Security measures should be established - lighting, watchkeepers, security
guards or use of security and surveillance equipment to assist ships personnel.
Security level 2 (heightened)
These measures should be applied to protect against a heightened risk of a
security incident, ensuring higher vigilance and tighter control by:
Assigning additional patrol and limiting the number of access points to the
ship.
Deterring waterside access to ship.
Increasing the frequency and details to search persons, personal effects, and
of vehicles being embarked or loaded.
Dedicating extra personnel to guard and patrol restricted areas.
Increased frequency and details to check seals, ensuring tampering is
prevented.
Additional security measures to be applied when handling unaccompanied
baggage, which should include 100% X-ray screening.
Increasing the coverage and intensity of lighting and ensuring co-ordination
with waterside boat patrol (if provided).
Security level 3 (imminent danger)
The plan should detail the security measures, which could be taken by the ship in
close co-operation with port facility when there is an imminent danger of security
breach. This may include:
Limiting access to a single controlled access point.
Granting access only to those responding to the security incident or threat
thereof.
Directing persons onboard.

Suspension of embarkation or disembarkation.

Suspension of cargo handling operation, delivering, etc.
Evacuation of the ship.
Movement of the ship.
Preparing for full or partial search of the ship.
Searching of restricted area as part of a search of ship.
Suspending the loading or unloading of cargo.
Preparation for restriction or suspension of handling of ships stores.
Switching on all lighting or illuminating the vicinity of the ship.
Preparation for underwater inspection of the hull of the ship.
Initiation of measures including the slow revolution of propeller, if practicable,
to deter underwater access to the hull of the ship.
At SeaA thorough search for bomb, explosives, stowaways should be carried out prior
departure. When passing through extra sensitive areas, a special exercise should
be carried out with a charged fire hose. The main aim at sea should be to prevent
pirates or terrorist from boarding the ship. In case of such circumstances, the ship
security alert system can be activated.
Training and drillsRegular drills should be conducted so that all personnel onboard are aware of
what actions to be taken under different situations. Various contingency plan
include:
Action on bomb threat.
Action on finding a suspicious device or package.
Action of searching of ship.
Establishing a search plan.
Action on weapons / explosives discovered onboard.
Action on hijacking or hostile boarding.
Action on a suspect boat approaching the vessel.
Action on a breach of security.

292. What are the essential features of the ISPS Code? What are the duties and
responsibilities of a Chief Engineer with respect to the Code. State action you
will take to familiarize newly inducted crew of different nationality employed
on board Ship.
Ans. Essential features of ISPS
The international ship and port facility security code (ISPS) is implemented
through chapter IX - 2 special measures to enhance machine security) of solas
convention. This code had two parts part A of the code is mandatory and part B
contains guidelines as to how best to comply with the mandatory
requirements.
The purpose of the code is to provide a standardized classified framework
for evaluating security risk, enabling girt local administration shipping and port
agencies offset changes in threat with changes in vulnerability for ship and
port facility through determination and appropriate security levels and
corresponding security measures.
All ships except warships on international voyages need to follow ISPS code
and have international ship security certificate (ISSC) Failure to implement ISPS
code sailing through the navigable waters of and calling the ports of can
tracing government of solas. The certificate is issued after initial verification
and is valid for 5 years with at least one intermediate verification.
The ISPS code database has a section lashing ports including weather or not
they have an approved port facility security plant (PESP)
The company shall provide support and ensure that ship security plan
certain a clear statement emphasizing CSO, Sso and masters authority to make
decision w.r.t safety and security of ship.

DUTIES

OF CHIEF

ENGINEER

W.R.T.

ISPS

CODE.

As such the ISPS code does not define the duties and responsibility of Chief
Engineer. But being the head of Engine Room department he has to play a big
role in.
1) Ship security Assessment Developing and up grading the ship security plan.
2) Training the E/R personnel and assessing their performance with regard to their
understanding of the various security levels and their duties under these
security levels.
3) Assigning the engine room personnel's for gangway duties when the vessel is
in port as per the requirement of ship security officer.
4) Keeping the record of the indents of spare ports and stores of engine room
ready to ascertain that the spares and store being received are there as per
the indents, when receiving spares on ports.
In some company's it may be there that Chief Engineer Officer is ship
security officer then he has to perform the duties of ship security officer which
includes.
i)

Implementation of the security plan.

ii)

Carrying out the drills and training program for the crew.
Drill : Every 3 months or when 25% of crew changes

iii)

Maintain the contact with the company security officer and port facility
security officer in the event of security throat.

Familiarization of newly inducted crew of multinational employed on

ship :
1) At the earliest on arrival at the ship the crew should be given the safety
familiarization crew should be asked to get familiar with

the different passenger and exits on the ships at each deck.

the location of emergency exits in E/Room on each deck and where it

leads to they should be made to go through the emergency exit from the
bottom platform and come out at the top in the safe location.

they should be informed about their master station for different

emergency conditions.

they should be informed about the different means of fire-fighting

available on board and in different location.

they should be shown the location of fire control station and different fire
fighting system starting and stopping points their.

they should be informed about the personnel protective appliances

available in their cabin type of five extinguisher fire alarm activation
point and fire has nearest to their cabin.

they should be informed about the location of SOPEP locker and the
different equipment in the SOPEP LOCKER

they should be informed about the location of shipboard garbage plan

and the location of incinerator.

they should be informed about the ship security plan there duties under
different security levels.

they should be given a time period to get familiar with their area of work. A
responsible officer should be made in charge for their familiarization and they
should be encouraged to clear their doubts with him.
As soon as possible abandon ship drill and fire drill should be arranged to
make them used to ships normal routine.

301

As there is very close business competition in the market each and every
company keeps a very good eye on their quality/ A part of daily expenses of
ship running cost it takes about 40% cost of overall expenses for bunker and
related operations.

Hence savings in fuel is as very important part for shipping companies and
also part of machinery genuine malfunction. Few savings in bunker
expenses becomes surprisingly a significant amount in a life time period of
the ship

1) SHIPS HULL CONDITION

Resistance as most of us avoid in our daily life is also true for a ship. In general
ships frictional resistance
R x fssw
Where f is a factor which depends upon density, hull where f is a factor which
depends upon density, hull roughness and length of the ship
Other resistance is residual resistance which due to wake foaming tendency,
caused due to the movement in water and shape of the ship
Thus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL RESISTANCE
So as far as ships hull condition is concerned frictional resistance plays a very
important role. It could be upto 70% of total resistance in a badly fouled ship.
Thus importance of a good clean hull can be seen unfortunately there can be
several methods developed but most of them are effective over a long time.
Hence regular dry docking is the best solution.

It is found that ship fouling pattern is not very regular. As shown in (speed/power)
graph, it may be very slow in initial stages or may be very standardized in the
initial years but in over a period of time it becomes very stiff are very fast.
In order to meet the very strick charter party alarm a ship must have a very good
and smooth hull surface
Factors responsible for fouling of the hull are as follows:
Use of improper techniques in applying points
Poor quality of applied paint
Long port stays/or at rest
Damaged hull surface
Poor maintenance of hull protecting system such as ICCF
Poor ship design increasing resistance in water

Thus appropriate measures should be taken for the above mentioned points
and a good surface should be prepared prior applying the approved quality of

Speed and power graph also indicates that the engine may be thermally
overloaded with a badly fouled hull resulting in a decrease of the operating life
of machinery parts causing frequent breakdown and coating very heavily on
shipping companies
Antifouling points of approved type and a well maintained antifouling system
plays an important role in ships regular operating period between dry docks
Weather Condition
Ships are designed and constructed to withstand the forces of nature upto a
certain extent for a certain time depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions are
favourable it may result in a +ve ship and vice versa with a bad or heavy
weather condition it may result in a ve ship resulting in a extra fuel
consumption due to higher power demands and overloading of engines.
Thus good judgement can be the key element in tackling bad weather
conditions, avoiding transitting from and low pressure areas for a few days.
It is the responsibility of the master to take be safest route to avoid the
harshness of weather for a few extra sailing hours
The cost of extra fuel consumption in negligible than the consideration of the
safety of the vessel
Engine manufacturer guidelines should be strictly followed in severe weather
conditions. Governor load index, hunting, R.P.M, scavenging air limit torque
limits must be taken into account to avoid thermal and mechanical overloading
of the engine. Thus these guidelines can be kept in mind for keeping fuel
consumption within limit. Also effect of plugs a .. role and is also
important as it reduces the Nox limit humidity effects the density of charge air,
development of power heat release more temperature in a unit and exhaust
temperature. Climatic conditions play an important role in the optimum
performance of the engine.
MAINTENANCE OF DIFFERENT ELEMENTS IN FUEL OIL SYSTEM
Although the condition of the hull and weather play a significant role in
regulating fuel consumption, elements which directly control fuel have a
proportional relation to the consumption of fuel.
It is meant that if parts or equipments used are in good condition than lots of
fuel can be for example 1) d\fuel injectors, fuel pipes, fuel pump and VIT
RACK shock absorber if maintained in a good way in regular inspection and
overhaul problems of fuel leakages can be minimized.
Similarly pipe joints, V/V glands booster pump section or any fuel oil leakage
in fuel oil system if attended immediately also improve the safety of the ship.
Proper temperature of fuel supplied to the engine should be maintained for
optimum efficiency.
Operation of purifier and performance should be regularly checked resulting
in less over flow of oil
V.I.T. mechanism and fuel control burr and its connection with governor must
be lubricated periodically to eliminate sluggishness and wear and tear.