Oralquestionandanswer Good

Q) Who issue Bunker supplier registration Certificate?
Ans: MPA in Singapore( Maritime and Port Authority of Singapore)
DG Shipping in India
Q.2) Which new LSA Code requirements apply to existing ships and which
ones apply to new ships?
Ans.2 Revised Chapter IV sections 4.4.7.6.4 to 4.4.7.6.6 applies to OLRRS fitted on existing ships.
For ships constructed on or after July 1, 2014, OLRRS are to comply with the revised LSA Code (complete
section
4.4.7.6). Circular MSC.1/Circ.1393 encourages administrations to initiate, at the earliest opportunity,
approval processes for new OLRRS which comply with the revised LSA Code, to enable the fitting of these
mechanisms before July 1, 2014.
Q.3) what safety improvements have been introduced for existing on-load
release systems?
Ans.3) Existing OLRRS must comply with the following design criteria in Chapter IV:
4.4.7.6.4 – To provide hook stability, the release mechanism shall be designed so that, when it is fully in the
closed position, the weight of the lifeboat does not cause any force to be transmitted to the operating
mechanism.
4.4.7.6.5 – Locking devices shall be designed so that they can not turn to open due to forces from the hook
load.
4.4.7.6.6 – If a hydrostatic interlock is provided, it shall automatically reset upon lifting the boat from the
water.
Short International Voyage: Chapter III, Part-A

Short international voyage is an international voyage in the course of which a ship is not more than
200 miles from a port or place in which the passengers and crew could be placed in safety. Neither
the distance between the last port of call in the country in which the voyage begins and the final
port of destination nor the return voyage shall exceed 600 miles. The final port of destination is the
last port of call in the scheduled voyage at which the ship commences its return voyage to the
country in which the voyage began.
Torque rich condition?

Torque rich condition happens when there is fuel but insufficient air present for combustion. i.e starvation
of air to the engine. In MAN B&W protection is TORQUE LIMIT - for the given engine order if the
corresponding rpm is not achieved, even if the engine prefers increased the rpm will not increase.
Multi-Flag Fleets
If the Company operates a multi-flag fleet and already has a DOC issued by
or on the behalf of another SOLAS Contracting Government by RO to this
Administration, the RO may, upon consent of the Administration,
administratively issue a DOC whose validity should be aligned with the
mentioned DOC.
At the first annual ISM audit of the Office, the RO should verify the national
requirements.
In order to facilitate the auditing and certification process, Companies

operating multi-flag fleets should propose a plan of action and request
agreements by all involved Flag States regarding the joint acceptance of an
RO’s audit prior to the commencement of the audits. The plan should
clearly identify the entities involved; outline how the audits will be
conducted, how each Flag State’s national requirements will be addressed,
and who will be issuing the ISM Code documents. It is essential that ROs
communicate with each other the results of DOC audits and SMC audits if
different ROs are involved with a ship or ships.
Refer to MSC/Circ.762 -MEPC/Circ.312, Guidance to Companies Operating

Multi-Flagged Fleets.
HnM survey in india..who? How calculate premium for new ship?? ?

Oriental insurance,new india insurance ,united india insurance and national insurance is resp for hnm
In india , Premium depend upon type of ship. Type of cargo intended to b carried,class and flag of ship and
last 3 yrs exp.with the owner of the ship
Steel renewal of ship....how to know which grade of steel has been

used....???
Its given in shell expansion paln, types of steel, framing thickness and location all given in shell expansion
plan.
Bunker Requirement?
As per company SMS, Voyage bunker consumption i.e. Daily Consumption X No. Days, And Reserve of 3 to 5
days as per company SMS Policy manual.
There are 2 ways to change timing of inlet valve...either by shifting the

whole camshaft like it was in sulzer engine or by changing the position of
cam...both can b done by hydraulic arrangement with gear system
Irrecoverable lien
Matter to be taken in Admiralty Court. If Lien cannot be recovered then property to be auctioned.
Xq. After change of ownership will Lien get transferred? NO

On what basis me performance to b taken?
Check all the basic parameters of the engine..Depending on any deviation performance has to be taken but
as per the company SMS normally once a month is done.
Implementation of unclos in India whose responsibility.

DOD( Department of ocean Development) But baseline is set by Coastal state.
Which grade of fuel to be ordered and why?

RMG or RMK depend on what’s your fuel plant is capable of handling.
RMG have 180/380/500/700
RMK have 380/500/700
But have density difference is 991/ 1010 respectively.
So purifier will get affected. And high temperature will required for purification.
But RMK is cheaper….so we can decide on that factor and also as per our plant specification.
TWO STROKE ENGINES( on Miller Cycle)

The two stroke engine cannot utilise the Miller cycle. However they can use variable exhaust valve closing;
easily achieved with an electronically controlled camshaftless engine or by involving hydraulic valves as in
the case of the modified Sulzer RTA
NOTE
Supercharged petrol engines also make use of a form of Miller cycle in which the inlet valve is left open
during the first part of the compression stroke, so that compression only occurs during the last 70% of the
compression stroke. Over the entire compression range required by the engine, the supercharger is used to
generate low levels of compression, where it is most efficient. The air is then cooled in the air cooler. Then,
the piston is used to generate the remaining higher levels compression, operating in the range where it is
more efficient than a supercharger. Thus the Miller cycle when used in a petrol engine uses the
supercharger for the portion of the compression where it is best, and the piston for the portion where it is
best. In total, this reduces the power needed to run the engine by 10% to 15%
Type of Lein:-
A right to keep possession of property belonging to another person until a debt owed by that person is
discharged is lein
Lien is of two types
Possesory lien and maritime lien
Possessory lien only goods
And maritime on all property goods and freight

Hong Kong convention and role of c/e on this?
Safe recycling of ships...role of chief is to update inventory of hazardous material at regular intervals and
make sure ODS record book is maintained and system is maintained without any leakage...any new stores
is ordered having hazardous material then update in IHM..
Vessel will get cert for inventory of hazardous material after IHM is shown to flag..
Intern.cert.for inventory of hazardous material.*
Who decides baseline in India?

Coastal State decides base line in India.
OPRC basically tells about procuring of oil poll equipment and preparing of
emergency response plans by flag state.
In high seas Intervention is responsible
OWS probes worked on principle of capacitative resistance and oil

monitoring cell as per Mepc 107 (49) works on gas chromatography and
solvent extraction
MEO class-1 Syllabus in STCW-2010 is A III/2
Statutory Certificates are issued by Flag state or R.O. related to SOLAS and
MARPOL.
Class issue only Certificate of Class
HSSC(harmonised system of survey and certification) for statutory surveys
Types of Bulkheads
Collision Bulkhead, Watertight Bulkhead, Longitudinal Bulkhead, Transverse
Bulkhead, Corrugated Bulkhead.
Special Survey:-
Ships are subject to a through-life survey regime if they are to be retained

in class. These surveys include the class renewal (also called “special
survey”), intermediate survey, annual survey, and bottom/docking surveys
of the hull. They also include tailshaft survey, boiler survey, machinery
surveys and, where applicable, surveys of items associated with the
maintenance of additional class notations
FTP code purpose
FTP Code provides the international requirements for laboratory testing, type-
approval and fire test procedures for products referenced under SOLAS chapter II-2.
FSS Code purpose
The main purpose of FSS code is to provide specific standards of engineering

specification for fire safety system present onboard. It includes total of 15 chapters .
Content of Shell expansion Plan
 Positions of frames with their numbers starting from Aft to Forward.

 Frame number from keel to deck
 Help dock authorities to plan their keel block positioning.
Drawings required for Dry docking?
 Dry docking Plan- For positioning of Keel block

 Shell Expansion plan-shows frame number and locations
 Bottom Plug Plan
 GA Plan
III Code (IMO Instruments Implementation code)
Objective:-
 Enhance global maritime safety and protection of the marine environment and
assist states to implement the instruments of the organisation.
 The code was developed to form the basis of the audit standard and has identified
all relevant obligations of parties to IMO Instruments.
 Different states will view the instruments according to their own circumstances and
are bound only to implement those instruments to which they are contracting
governments or parties.
3[(38) “safety convention certificate” means,-
(i) a passenger ship safety certificate,
1[(ia) a special trade passenger ship safety certificate,
(ib) a special trade passenger ship space certificate,]
(ii) a qualified passenger ship safety certificate,
(iii) a cargo ship safety construction certificate,
(iv) a qualified cargo ship safety construction certificate,
(v) a cargo ship safety equipment certificate,
(vi) a qualified cargo ship safety equipment certificate,
(vii) a cargo ship safety radio telegraphy certificate,
(viii) a cargo ship safety radio telephony certificate,
(ix) an exemption certificate,
(x) a nuclear passenger ship safety certificate,
(xi) a nuclear cargo ship safety certificate, issued under
Part IX or, as the case may be, Part IX A;]
Ballast water Management Technologies

Regulation D-3 of the BWM Convention requires that ballast water management systems
used, to comply with the Convention, must be approved by the Administration taking into
account the Guidelines for approval of ballast water management systems (G8).
In order to be type-approved by an Administration, ballast water management systems
need to be tested in a land-based facility and on board ships to prove that they meet the
performance standard contained in regulation D-2 of the BWM Convention. Guidelines
(G8) provide the technical specifications and the approval and certification procedures to
be used by the Administration when granting Type Approval. Successful fulfilment of the
provisions contained in Guidelines (G8) should lead to the issuance of a Type Approval
Certificate, which allows a ballast water management system to be used on board ship.
Regulation D-3 also requires that ballast water management systems which make use of
Active Substances, to comply with the Convention, shall be approved by IMO in
accordance with the ‘Procedure for approval of ballast water management systems that
make use of Active Substances (G9)’. Procedure (G9) consists of a two-tier process – to
ensure that the ballast water management system does not pose unreasonable risk to the
environment, human health, property or resources.
The decision on whether a ballast water management system makes use of Active
Substances or not remains the prerogative of the Administration, which, ultimately, decides
if it needs to make a proposal for approval in accordance to the Procedure (G9) or not.
Wreck removal convention

The Convention, which entered into force in 24th Apri 2015 , places strict liability on owners
for locating, marking and removing wrecks deemed to be a hazard and makes State
certification of insurance, or other form of financial security for such liability,
compulsory for ships of 300 gross tonnage and above. The 24 Contracting States now
represent 58.08% of world merchant shipping tonnage. Till 30th Aug. 15, Panama is 24th state.
What is difference between Costal state and flag state as per III- code?
Coastal state:
To respond to any pollution incident
To co-ordinate with flag and port state 4r any casualty investigation
To evaluate performance periodically
Port state:
To establish PSC programme
To evaluate performance
PSC officer should not have any commercial interest
PSC officer should be authorised and duly qualified
Port state to have a list of bunker suppliers and reception facilities
PSC suspension and action as c/e?
Chief engineer duty as per hongkong convention?
Transfer of class Agreement (TOCA)

A ship owner that is dissatisfied with class can change to a different class relatively easily.
This has led to more competition between classes and a relaxation of the standards.
This has led to the shipping industry losing confidence in the classification societies.
To counteract class hopping IACS established TOCA.

 the 'gaining society' has the right of access to the full classification history of the
vessel, and the society 'losing' the vessel have an obligation to ensure that all the
existing class history is made available. Key information to be checked in the Class
Survey Record Review includes the results of steel thickness measurements.
 Obligation and reporting of the gaining society
 Obligation and gaining of the losing Society
 Transfer of class at vessels delivery
 Plans and Information
 Surveys
 Plans to be submitted by the owner to the Gaining Society
I. Torsional vibration calculation
II. Additional requirements for vessel with ice class notation.
III. Additional plan required for oil tanker
IV. Additional Plan required for unattended machinery space notation
How to parallel two Boilers? Mr.Dutta
1. Raise the standby boiler pressure equal to running boiler. Stm valve is shut here.
2. Make sure water level are ok all other parameters normal.
3. Open main steam valve slowly slowly so no hammering ..
4. Now steam consumption started to open fd wtr manual valve (normally only
manual valve keeping shut)
5. Make sure both boiler maintaining req pr ..
6. Set the dump valve in such a position so that no dumping of stem tk place.
7. Now maintain all parameters of boiler..one is running as master n other is slave.

Both r in auto. Ur master will b on coastatnt load and slave will raise or down as per
stm set value.
Inventory of hazardous materials:-
It should be updated annually only...it has to be updated at very regular intervals

and when any new equipments or stores has been ordered as well as you will get
initially a cert. from flag after this IHM is shown international cert of inventory of
hazardous material and before recycling of ship u need to send this updated list of
IHM to flag and flag will issue cert for safe recycling of ship.
What are the requirement for survival craft?
Life boat and Liferaft requirement is for the Survival craft reqt.
Dos(Declaration of Safety)
Crew list,passenger list,record of training drills and exercise, record of change of

security level, record of communication with cso pfso, recoord of incident and
breach of security , audit of ssp, ship security assessment, record of last 10 port of
calls , record of dos
Docs to be carried wrt. ISPS code? International Ship and Port Facility Security
ISSC( International ship security certificate) DOS(Declaration of security), SSAS(Ship

Security alert system),AIS(Automatic Identification System) and 13 no’s of security
equipments like Gen alarm, whistle, walkie talkie, baton, high beam torch, night
vision binoculars, cable tie, photo I'd, flood lights, metal detector LRIT(Long range
identification and tracking), SSP(Ship security plan)
ship identification no. or IMO no thats what badwal wants along with other things.
Every annually a lrit test is to be done with the telecommunication company in india
at bangalore tata communications and a lrit test report is kept on ship to be verified
by surveyor during SRT survey.
SRT(Ship Radio Certificate) Survey is periodical but carried out every year with other
annual surveys
What is the difference in bill of lading for liner trade and that used for tankers?
Liner trade is direct BOL.

Basically in liner u know that particular ship will deliver goods to final destination.
..and thats what liner trade is fixed voyage and ports.
Can container ship used as bulky?

No, If wants to use needs modification.
Becoz bulk carriers carry cargo with high density they need tst and hopper to
compensate and adjust gm and cg. ..conditions of assignment and damage stability
bhi satisfy karna padega,
Is it possible to transfer the Insurance from one Owner to another?

If prompt notice given then can be transfer only H &M insurance.
Otherwise both insurance transfer is not possible.

Both Insurer will cut the amount on pro rata basis and give it to the old owner and
new owner has to take fresh insurance
How to check main engine chain tightness?

Length between 10 links
Given in manual if more than one percent(1%) elongation then may need
replacement.
You can check clearance of the nuts of the tensioner, If feeler gauge showing
clearance then adjust.
Clearance check is very important,If rubber lining is worn out and you have vibration
in addition to cyclic stresses. That is the indication
In large mc engine on container ships auto hydraulic chain lightener is there with an
indicator can be seen from chain case door sight glass ..The indicator pointer move
on a graduated scale...the oil pressure of main lo act on piston to keep it equally
tight, Tensioner is thread type with double lock nut.
When chain gets elongated there is angular slippage between the crankshaft and
camshaft. So the camshaft movement lags the crankshaft movement, Due to which
all timing get retarded related to camshaft.
 Fuel pump
 Exhaust valve
Chain also drives counter weights so vibration level increased, chain will start
slapping against the rubber and rubber will start flaking out and break.
Taking over as chief engineer of Second hand ship?

Check all relevant gas docs
Ship having no coc(condition of class) or deficiency
Check all main and aux alarms and trips
Ship having all statutory docs and cert in order
Check l.o. analysis report
Check boiler and Jacket water report normal
Ship having equipped with all safety means also means to start form dead condition
Check no unnecessary modification that can hamper your safety
FFA and ISA in order
Flag approved record books
Enough bunker plus reserved is there
Critical machinery operational and critical spares present onboard
Check dry dock reports and Manuals.
For gas carrier
Also for gas your comp. room, for cargo discharge is ok and operational
All maintenance carried out
Cargo alarms and trips working
If first gas carrier of comp.
First check Interim DOC and Interim SMC
International convention Relating to intervention on High seas in cases of oil

Pollution Casualties,1969:-
Held in Brussels -1969 after Torrey canyon disaster in 1967
Intervention convention allows action by coastal states only to an extent permitted
by the convention,
Only oil pollution and if more than required action has been taken and coz of those
excessive action if marine environment has been affected then the coastal state who
has taken excessive action will have to suffer with fines.
Protocol-1973 Adopted-2nd Nov. 1973 EIF- 30th March 1983
Amendments Entry in Force

4th July 1991 th
30 March 1993
10th July 1996 19th Dec. 1997
11th Oct. 2002 22th June 2004
Countries ratified Hongkong Convention?

France, Congo and Norway
India is Party(Ratified) of OPRC and Intervention too.

India is a party of CLC and Fund, BCC( Bunker Convention) is approved but not
ratified by india. Once ratified by India then it will become party.
If bunker spill take place after collision of two bulk carriers then india has to face
the loss, No Compensation as BCC is not ratified.
Oil cess money under OPRC.
In india NOSDCP will fight for oil pollution. Coastal state, national oil spill disaster
contingency plan(NOSDCP)
What all documents to check when taking bunker in Singapore?

Check for MPA Licence of Bunker Barge. MPA-Maritime and Port
Authority of Singapore
Singapore Standard Code of Practice for Bunkering – SS 600, which covers pre-delivery,
actual delivery and post-delivery checks and documentation.
Special Certificates carried on Bulk carrier?
Ship Shore safety check list
Forms of cargo as per imsbc code
Cargo handling booklet
Cargo log book
Document of authorisation for carriage of grain
Special list or manifest for dangerous goods
If carrying cat A cargo then TML and FML cert
EEDI Exemptions
Regulations 20 and 21 of this Annex shall not apply to ships which have diesel-electric
propulsion, turbine propulsion or hybrid propulsion systems.
Signature: a state expresses the intention to become a party to the convention, but is not
legally bound by it.
Ratification: an agreement is made which makes the state legally bound by the treaty. It
is after a state studies and modifies its national law.
Accession: after the treaty has come into force, a state accepts the offer to become a
party to the treaty. It is like a back door entry after the ratification time is over and treaty in
force.
Overload Testing of Lifeboats, Davits and Winches

All overload tests are performed by ISO 9001-controlled procedures using calibrated
equipment including water bags, load cells and flow meters. Load tests include:
five-yearly 110% overload tests on lifeboats and davits as required by SOLAS and MODU
codes
five-yearly 110% on-load lifeboat release and retrieval systems tests (these can be
performed by the use of water bags or hydraulic jacks)
220%, 150% and 110% overload tests during the installation and commissioning of new or
reconditioned lifeboats, davits and winches.
MRV
MRV(Monitoring Reporting and Verification) is a climate change mitigation action “ Mainly
GHG(Green House Gasses) emissions reductions..Shall be implemented in a Measurable,
Reportable and verifiable manner.
This term first time originated in Bali, Indonesia at the end of Year 2007.
Companies for Ships above 5000 grt aftr 1 jan 2018 has to do monitoring reporting and
verification of co2 emission in EU ports.
GHG Mitigation in India - An Overview of the Current Policy Landscape
The Indian Government has made a voluntary international commitment to reduce the
emissions intensity of its gross domestic product (GDP) by 20–25 percent from 2005 levels
by 2020. Domestically, India’s National Action Plan on Climate Change (NAPCC) includes
eight national missions to support areas such as energy efficiency and solar energy.
This paper provides an overview of these and other existing national policies, as well as
policies under development, that are likely to reduce greenhouse gas (GHG) emissions in
India. It also identifies priorities for effective policy implementation including improved
coordination among different levels of government, institutional capacity building, and
sufficient financing.
MEPC 68 held on 11 to 15 May 2015 in Britain (London)
What is ISM first party Audit and 2nd party audit?

1st Party audit will be by company representative DPA or…and 2 nd party audit carried out
by Flag State or R.O.
LLMC covers claims of loss of life, personal injuries, property claims i.e damage to ships, property
or harbour works
Since India has not yet ratified bunker convention and also since HNS convention is also not in
force so all claims will be settled under LLMC
Barik has 5 main topics.... ISM;latest developments in IMO; Seq. survey: MS act; and
Stability....mostly damage stability...Study these topics perfectly.
Class:-
1. Class is a non governmental Body ( ie it is a private entity )
2. Class does not come under any convention
3. Class is not mandatory is also correct because if you don't have class you can have national laws
for ships design and construction for vessels
But,
Class ensures that ships are built as per their standards and hence P&I makes it mandatory to have
class as P&I is a private body so it is more depends on the market standard and not on national
standard.
History of SOLAS, when first came in force and present convention
Convention Adopted Convention Entered Into Force
1914 1915
1948 1952
1960 1965
1st Nov. 1974 25th May 1980
UMS requirements as per SOLAS

SOLAS ch.II-1 Part-E(Unattended Machinery space)
 guys in this mostly 3-4 pts he will accept surely that is -
 automatic starting of emergency generator
 Auto start of bilge p/p and indication of p/p running for more time than normal because of
heavy influx of liquid.
 Control of propulsion m/c from the Navigation bridge.
 UMS alarm and engineers call alarm.
 I.C. engine of 2250kw or 300mm cylinder bore should have OMD / Bearing temperature
monitoring or equivalent.
 An alarm system to main machinery control room, common areas, navigation bridge and each of
engineers cabines.
CLC 69 convention, fund convention. Who all will contribute to fund

Mainly he wants to listen - oil importing countries.
And in CLC- that ship will not move until and unless ship owner will take the insurance for vessel
carrying oil more than 2000 mt.
How much oil importing countries will pay?
As per surveyor According to the amount of oil they import as import increases their share to pay in
fund increases.
Amendment on implementation date for Tier III adop.
Amendment on implementation date for Tier III adopted

The MEPC adopted amendments to MARPOL Annex VI, regulation 13, on Nitrogen Oxides
(NOX), concerning the date for the implementation of “Tier III” standards within emission control
areas (ECAs).

The amendments provide for the Tier III NOx standards to be applied to a marine diesel engine that
is installed on a ship constructed on or after 1 January 2016 and which operates in the North
American Emission Control Area or the U.S. Caribbean Sea Emission Control Area that are
designated for the control of NOx emissions.

In addition, the Tier III requirements would apply to installed marine diesel engines when operated
in other emission control areas which might be designated in the future for Tier III NOx control.
Tier III would apply to ships constructed on or after the date of adoption by the Marine
Environment Protection Committee of such an emission control area, or a later date as may be
specified in the amendment designating the NOx Tier III emission control area.

Further, the Tier III requirements do not apply to a marine diesel engine installed on a ship
constructed prior to 1 January 2021 of less than 500 gross tonnage, of 24 m or over in length,
which has been specifically designed and is used solely, for recreational purposes.

The amendments are expected to enter into force on 1 September 2015.

NOX control requirements apply to installed marine diesel engines of over 130 kW output power,
and different levels (Tiers) of control.
Arrest and detention

Arrest order is what when court is involved and detention is where only port authorities are
involved
In case of any MNC ship can be detained, arrest is applicable to crew of ship if they are found
guilty of violation of any rules or pollution done by intent etc.
ORAL PREPARATION 29th Sept 2015
KN curve: - The purpose of the cross curve is to enable statical stability curve to be drawn for ship
in any sailing condition.
In some cases, the GZ curves are constructed for an assumed KG of zero. The curves are then
referred to as KN curves, KN being the righting lever measured from the keel.
Angle of loll: is the angle to which a ship with initial negative metacentric height will lie at rest in
still water.
Angle of downflooding: - Angle at which deck immersion takes place.

Metacentre: the verticals through the centre of buoyancy at two consecutive angle of heel
intersect at point called metacentre.
Initial metacentre: for angle of heel up to about 15 deg , the vertical through the centre of
buoyancy may be considered to cut the centre line at fixed point called the initial metacentre.
Metacentric height: - The vertical distance between the G and M.
“Sailing vessel” means any description of vessel provided with sufficient sail area for navigation
under sails alone, whether or not fitted with mechanical means of propulsion, and includes a
rowing boat or canoe but does not include a pleasure craft.
“Special trade” means the conveyance of large number of passengers by sea within prescribed
sea areas;
“Special trade passenger” means a passenger carried in special trade passenger ship in spaces
on the weather deck or upper deck or between decks which accommodate more than eight
passengers and includes a pilgrim or a person accompanying a pilgrim;
“Special trade passenger ship” means a mechanically propelled ship carrying more than thirty
special trade passengers;]
“Special purpose ship” means a mechanically self-propelled ship which by reason of its function
carries on board more than 12 special personnel.
“Special personnel” means all persons (who are not passengers or members of the crew) that
are carried on board in connection with the special purpose of that ship or because of special work
being carried out onboard that ship, when the ship is certified as a SPS.
"Passenger ship" means a ship carrying more than twelve passengers.
"Foreign-going ship" means a ship, not being a home-trade ship, employed in trading between
any port or place in India and any other port or place or between ports or places, outside India;
"Home-trade ship" means a ship not exceeding three thousand tons gross which is employed in
trading between any port or place in India and any other port or place on the continent of India or
between ports or places in India and ports or places in Ceylon, Maladive Islands, Federation of
Malaya, Singapore or Burma;
"Coasting ship" means a ship exclusively employed in trading between any port or place in India
and any other port or place on the continent of India or between ports or places in India and ports
or places in Ceylon or Burma
“sea-going”, in relation to a vessel, means a vessel proceeding to sea beyond inland waters or
beyond waters declared to be smooth or partially smooth waters by the Central Government by
notification in the Official Gazette; ( partial smooth water is an area having a significant wave
height of 2 meters)
Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such
types as ore carriers and combination carriers. (As per SOLAS Ch XII)
Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and
hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and
includes such types as ore carriers and combination carriers.( As per SOLAS Ch IX , ISM )
Gross tonnage (GT) is a function of the volume of all of a ship's enclosed spaces
(from keel to funnel) measured to the outside of the hull framing.
GT = K.V where K = 0.2 + 0.02 Log 10 V
Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the ship. It
indicates a vessel's earning space and is a function of the moulded volume of all cargo spaces of
the ship.
Gross register tonnage (GRT) represents the total internal volume of a vessel, where one
register ton is equal to a volume of 100 cubic feet (2.83168 m3), a volume that, if filled with fresh
water, would weigh around 2,800 kg or 2.8 tonnes.
Net register tonnage (NRT) is the volume of cargo the vessel can carry—that is, the gross
register tonnage less the volume of spaces that do not
hold cargo (e.g.,engine compartment, helm station, and crew spaces.
GA - YORK-ANTWERP RULES:
There is a general average act when, and only when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for the purpose of preserving
from peril the property involved in a common maritime adventure.
Thus the 5 component parts of a GA loss are therefore;
1) An extraordinary sacrifice or expenditure

2) Which is intentionally
3) And reasonably made
4) Against a peril
5) In order to benefit the common venture
Affreightment (from freight) is a legal term used in shipping.

A contract of affreightment is a contract between a ship-owner and another person (called
the charterer), in which the ship-owner agrees to carry goods for the charterer in the ship, or to
give the charterer the use of the whole or part of the ship's cargo-carrying space for the carriage of
goods on a specified voyage or voyages or for a specified time. The charterer agrees to pay a
specified price, called freight, for the carriage of the goods or the use of the ship.
Liens: - Right to keep possession of property until debt is paid.
Maritime lien is a claim on a ship , her cargo or both as well as on the freight she will earn in
respect of service done to or injury caused by any of them.
Admiralty court: - admiralty law is a part of civil law mainly dealing collision, damage to cargo,
salvage, maritime liens and arrest of ships.
Hull performance index: - index at design draft, compared with new buildings.
Active substance: - substances or organism including virus or fungus that has general / specific
action against harmful aquatic organisms and pathogens.
Angle of repose: max cone slope angle of free flowing granular substances. Angle between
horizontal and conical slope.
Sub standard ship: - is a ship whose hull , machinery , equipment , operational safety is
substantially below standard , required by relevant convention or whose crew is not in
conformance with safe manning document.
"Non-conformity" means an observed situation where objective evidence indicated the non-

fulfillment of a specified requirement of the International Safety Management Code; ( As per MS
Rule 2000 & ISM Code)
Major non-conformity means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship or a serious risk to the environment that requires immediate corrective action
or the lack of effective and systematic implementation of a requirement of this Code. ( as per ISM
code , no mention in MS act )
Wind and Water Strakes are the strakes of a ship's side shell plating between the ballast and
deepest load waterline.
Short international voyage is an international voyage in the course of which a ship is not more
than 200 miles from a port or place in which the passengers and crew could be placed in safety.
Neither the distance between the last port of call in the country in which the voyage begins and the
final port of destination nor the return voyage shall exceed 600 miles.
International voyage means a voyage from a country to which the present Convention applies to
a port outside such country, or conversely.
National Maritime Day: - 5 April (1964 )marks the National Maritime Day of India. On this day in
1919 navigation history was created when SS Loyalty, the first ship of The Scindia Steam
Navigation Company Ltd., journeyed to the United Kingdom, a crucial step for India shipping
history when sea routes were controlled by the British. In 1964 , India attained required world
tonnage.
“Non-persistent oil is oil which, at the time of shipment, consists of hydrocarbon fractions,
(a) at least 50% of which, by volume, distils at a temperature of 340°C (645°F). and
(b) at least 95% of which, by volume, distils at a temperature of 370°C (700°F);
when tested by the ASTM Method D86/78 or any subsequent revision thereof”.
Pascal's law states that when there is an increase in pressure at any point in a confined fluid,
there is an equal increase at every other point in the container.
Boyle's Law states that the product of the pressure and volume for a gas is a constant for a fixed
amount of gas at a fixed temperature. pV = constant
Charles' Law: - For a fixed mass of gas at constant pressure, the volume is directly proportional to
the kelvin temperature. V = constant x T
Gay-Lussac's Law states that the pressure of a sample of gas at constant volume, is directly
proportional to its temperature in Kelvin. P / T = constant
Avogadro's law states that, "equal volumes of all gases, at the same temperature and pressure,
have the same number of molecules".
Archimedes' principle indicates that the upward buoyant force that is exerted on a body

immersed in a fluid, whether fully or partially submerged, is equal to the weight of the fluid that the
body displaces.
Docking plan: - The plan shows strengthened areas on hull for supporting the vessel in dock with
minimum stress, location of sea openings and double bottom tank plugs. Arrangement is made to
ensure none of the blocks would cover sea openings, bottom plugs etc.
Protocol: - They are important treaty instrument made where major amendment are required to be
made to a convention which although already adopted has not yet enteed into force. For eg
MARPOL 73/78 is Marpol convention adopted in 1973 and protocol made on 1978 before it comes
into force.
But then the question arises that why there is a protocol for SOLAS and ILLC in 1988. In 1988 both
conventions were in force . the reason is of making some amendment in these articles. In 1988 ,
hormonisation of certificates were adopted thorugh protocol in the convention. For this the
amendemtns were done in these articles. So protocols will be called when ;
1) Major amendments are done when convention is not in force.

2) When amendments are made in the articles.
3) When amendments are done in SOLAS Chapter 1 as chapter 1 is articles.
Condition of class: - A condition of class is a requirement to the effect that a specific measures ,
repairs , surveys etc are to be carried out within a specific time limit to retain class.
Damage stability Criteria –
- GM must be positive in bilged condition.

- In case of unsymmetrical flooding, the angle of heel must not increase 7 degree and margin line
must not be immersed.
Emergency fire pump requirement: - SOLAS ch II-2 reg 10, pg no 167
1) Independent driven power operated pump

2) Capacity should not be less than 40% of the total fire pump capacity required by regulation II-2 /
10.2.2.4.1 and in any not less than 25 m3 /hr for cargo ships 200 Gt and above.
(Each of the required fire pumps (other than any emergency pump required in paragraph 2.2.3.1.2 for cargo ships) shall
have a capacity not less than 80% of the total required capacity divided by the minimum number of required fire pumps
but in any case not less than 25 m3/h and each such pump shall in any event be capable of delivering at least the two
required jets of water. These fire pumps shall be capable of supplying the fire main system under the required conditions.
Where more pumps than the minimum of required pumps are installed such additional pumps shall have a capacity of at
least 25 m3/h and shall be capable of delivering at least the two jets of water required in paragraph 2.1.5.1.)
3) Minimum pressure at any hydrant not less 2.7 bar.( 4.0 bar for passenger ship)
4) Space containing should not be contiguous to the boundaries of machinery spaces or those spaces
containing main fire pumps. Where this is not practicable, common bulkhead between the two
spaces shall be insulated to a standard of structural fire protection equivalent to that required for
control station.
5) No direct access from engine room .( if impracticable then the access should be by air lock with
door of machinery space being of A60 class standard and the other door being at least steel , both
reasonably gas tight , self closing and without any hold back arrangement.
6) If diesel driven , should be able to start by cranking at 0 deg. If impracticable , then there should be
heating arrangement acceptable to admin. Starting at least 6 times within 30 min and at least twice
within first 10 minutes.
Fuel should be sufficient to run for 3 hrs and sufficient reserve fuel outside machinery space for 15
hrs running at full load.
Cargo tank size limitation as per MARPOL annex 1 :
Regulation 26 - Limitations of size and arrangement of cargo tanks
1. Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical outflow
Oc or Os calculated in accordance with the provisions of regulation 25 of this Annex anywhere in
the length of the ship does not exceed 30,000 cubic metres or 400 3√DW, whichever is the
greater, but subject to a maximum of 40,000 cubic metres.
2. The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent of the
limits of the hypothetical oil outflow referred to in paragraph 2 of this regulation. The volume of
any one centre cargo oil tank shall not exceed 50,000 cubic metres. However, in segregated
ballast oil tankers as defined in regulation 18 of this Annex, the permitted volume of a wing cargo
oil tank situated between two segregated ballast tanks, each exceeding lc in length, may be
increased to the maximum limit of hypothetical oil outflow provided that the width of the wing
tanks exceeds tc.
3. The length of each cargo tank shall not exceed 10 m or one of the following values, whichever
is the greater:
4. This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in
regulation 1.28.8.
Pump room protection / safeties:-
1) Temperature and alarm sensor for pumps

2) Monitoring system for hydrocarbon gas
3) Bilge level monitoring devices
4) Interlock for lighting and ventilation.
5) Cargo pump room should be mechanically ventilated and the capacity should be 20 air changes per
hr of the volume of the pump room.
6) Pump room bulkhead with ER should be class A-0.
7) Spray shield around pump seals
8) In order to avoid static electricity cargo is loaded directly into tanks ,the loading pipes as far as
practicable should be led to the lowest area.
9) Exd – light covers
10) Height of double bottom in PR - B/15 or 2 meter whichever is less but not less than 1 mtr.
11) An emergency intake located above 2m , the PR lower grating. The emergency intake should have
damper fitted which is capable of being opened and closed from exposed main deck and grating
level. – 15 air changes per hour.
12) Fixed sampling line to attach portable gas meter
13) Temp monitoring for bulkhead seal
Goal Based standard: - 1.1. The notion of "goal-based ship construction standards" was
introduced in the Organization at the eighty-ninth session of the Council in November 2002
through a proposal by the Bahamas and Greece see footnote , suggesting that the Organization
should develop ship construction standards that would permit innovation in design but ensure
that ships are constructed in such a manner that, if properly maintained, they remain safe for
their entire economic life. The standards would also have to ensure that all parts of a ship can
be easily accessed to permit proper inspection and ease of maintenance
Parametric rolling is an unstable phenomenon, which can quickly generate large roll angles that are
coupled with significant pitch motions. The rolling occurs in phase with pitch, and on containerships
introduces high loads into the containers and their securing systems
Causes of Parametric Rolling
The size of container ships is increasing drastically as companies are looking forward to monster
ships; for e.g. Maersk’s Triple-E Vessels. The new container ships coming to the market have
large bow flare and wide beam to decrease the frictional resistance which is generated when the ship
fore end passes through the water, making it streamlined with the hull.
As the wave crest travels along the hull, it results in flare immersion in the wave crest and the bow
comes down. The stability (GM ) varies as a result of pitching and rolling of the ship. The
combination of buoyancy and wave excitation forces push the ship to the other side.
The similar action takes place as the bow goes down in the next wave cycle resulting in synchronous
motion which leads to heavy rolling up to 30 degree in a few cycles. This type of rolling is known as
Parametric rolling.
This phenomenon occurs only when the sea condition is in head / stern or anywhere near to them.
There are two pitch cycles- maximum and minimum. The period of roll is half the natural rolling period
which coincides with large phase angle and maximum roll always occurs when the ship is pitching
down i.e. bow is down.
Three conditions for parametric rolling :-
1) Sufficient wave height for bow immersion

2) Wave length at least the length or two times the length of ship
3) The ship should pitch atleast two times for every roll
Effects of Parametric rolling :-
1) Heavy stresses in ship structure especially in fore and aft parts

2) Extreme stresses on container and their securing system resulting in failure of the same and even
loss of containers
3) Unpleasant for the crew of the ship
4) Variation in the load of ship’s propulsion engine
5) If not tackled quickly, it can result in capsizing of ship
CO2 fixed fire fighting system inspection:- (S 54 ) ( V 357 )
Quantity of the CO2 will be such that the minimum volume

of the free gas equals 30% of the gross volume of the largest cargo space or 35 % of the
largest machinery space.
85 % of the gas should be discharged in 2 min.
There should be minimum 20 sec delay between the alarm and actual release.
Hydrostatics pressure test at 250 bars at 10 yrs. After 20 years, every 5 yrs. (check 10 %
bottles if any defective check 50% if any defective check all)
CO2 weight measured by Portable liquid level indicator /ultrasound measuring device or
radio level isotopes
Total weight of 45 kg CO2 bottle is 125 kg and 55 kg CO2 bottle is 140 kg.
Material used for CO2 pipes – carbon steel
As per DG circular 6 of 2013 and IMO circular 1318
Monthly : - visual check co2 room
Annually :- visual check co2 room + protected area sealings + nozzle obstruction by
objects
Biannually :- All bottle level measurement + check nozzles clear + activating head ( for
passenger ships )
5 yearly :- Activating heads + safety valve pressure test + All controls , warning device
and time delay function
10 yearly :- bottles hydrostatic pressure test + renew flexible hose + lines pressure test to
maximum working pressure
Amendments to MARPOL V : Garbage Management
Amendments to MARPOL Annex V with respect to garbage management enters into force on 1
January 2013. Ships of 100 gross tonnage and above, or certified to carry 15 persons or more,
and fixed or floating platforms are required to have on board, by 1 January 2013, a new or
revised Garbage Management Plan complying with resolution MEPC.201(62). Thus the
requirements for carriage of garbage management plan has been reduced from 400 gross
tonnage to 100 gross tonnage. The plans are not required to be approved by or on behalf of the
Administration. Additionally, ships of 400 gross tonnage and above, or certified to carry 15
persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of
another party to MARPOL, and fixed or floating platforms, are also required to carry a Garbage
Record Book
Bill of Lading (B/L)
The bill of lading is the declaration of the master of the vessel by which he acknowledges that he
received the goods on board of his ship and assures that he will carry the goods to the place of
destination for delivery, in the same condition as he received them, against handing of the original
bill of lading. The definition of a bill of lading, given in the "Hamburg Rules", is the following:
"Bill of lading means a document which evidences 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 to bearer, constitutes such an
undertaking."
The bill of lading (B/L) serves as:
1)A receipt of the goods by the shipowner acknowledging that the goods of the stated species,
quantity and condition, are shipped to a stated destination in a certain ship, or at least received in
custody of the shipowner for the purpose of shipment;
2)A memorandum of the contract of carriage, by which the master agrees to transport the goods to
their destination; all terms of the contract which was in fact concluded prior to the signing of the bill
of lading are repeated on the back of this document;
3)A document of title to the goods enabling the consignee to dispose of the goods by endorsement
and delivery of the bill of lading.
Limititation as per MS ( limitation of liability of maritime claim ) Rules 2015 is as follow.
The limit of liability for claims for loss of life or personal injury on ships not exceeding 2,000 gross tonnage is 2 million
SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:
 For each ton from 2,001 to 30,000 tons, 800 SDR
 For each ton in excess of 70,000, 400 SDR
The limit of liability for property claims for ships not exceeding 2,000 gross tonnage is 1 million SDR.
LLMC for Indian coastal vessel as per MS rule 2015 as follows :-
The limit of liability for loss of life or personal injury for ships not exceeding 500 gross tonnage is 3.33 lacs SDR.
 For each ton from 501 to 3,000 tons, 500 SDR
CLC For oil pollution damage as per MS Act ( MS rule 2008 ) is same.
Small Tanker Oil Pollution Indemnification Agreement (STOPIA) 2006:- 20 million SDR (£16.6 million) for
tankers of 29 548 gross tonnage or less for pollution damage in all 1992 Fund Member States.
Tanker Oil Pollution Indemnification Agreement (TOPIA) 2006:- 50% of the compensation amounts paid
by it under the Supplementary Fund Protocol.
CLC 69 Protocol CLC 92
1) Only laden tankers covered 1) Laden, ballast tankers covered.

2) Bunker spill not covered. 2) Bunker spill covered.
3) Areas covered are inland water & 3) Extra EEZ water also covered.
territorial sea 4) SDR
4) Poincare Franc system 5) Max. liability 89.77 million
5) Max liability 14 million SDR 6) Covers pollution damage + cost to reinstate
6) Covers pollution damage contaminated environment
7) 92 protocol added TACIT Acceptance criteria
Damage caused by non-persistent oil, such as gasoline, light diesel oil, kerosene etc, is not covered by the 1992 Civil Liability
Convention.
Other financial security :
1) Bank guarantee
2) Certificate from IOPC fund
3) Insurance from P & I club
Fund convention 71 / Protocol 92 Supplementary Fund convention 2003
1) Limit of liability increased from 135 1) Limit of liability 750 million SDR
million SDR to 203 million SDR on 1st 2) Annual contributions to the Supplementary
November 2003. Fund will be made by any person who, in any
2) The 1992 Fund is financed by calendar year, has received total quantities of
contributions levied on any person oil exceeding 150 000 tonnes. However, the
who has received in one calendar year contribution system for the Supplementary
more than 150 000 tonnes of crude oil Fund differs from that of the 1992 Fund in
and heavy fuel oil (contributing oil) in that, for the purpose of paying contributions,
a State Party to the 1992 Fund at least 1 million tonnes of contributing oil
Convention. will be deemed to have been received each
3) In order to become Parties to the 1992 year in each Member State.
Fund Convention, States must also 3) Membership of the Supplementary Fund is
become Parties to optional
the 1992 Civil Liability Convention.
CLC 92 Bunker Convention
1) Ships carrying a minimum of 2,000 1) 1,000 gt regardless of the type of ship to have
tonnes of oil cargo to have insurance or financial security.
insurance or financial security. 2) limits set out by the LLMC 1967/96
2) Max. liability 89.77 million 3) Covers pollution due to bunker oil where
3) Covers pollution due to oil “Bunker Oil” is defined as“any hydrocarbon
contamination where “Oil” means mineral oil, including lubricating oil, used or
any persistent oil such as crude oil, intended to be used for the operation or
fuel oil, heavy diesel oil, lubricating propulsion of the ship, and any residues of such
oil and whale oil, whether carried oil”.
on board a tanker as cargo or fuel. This does not apply to pollution damage defined in CLC.
2010 HNS Convention: (not in force )
(a) Where the damage has been caused by bulk HNS:
1) For a ship not exceeding 2,000 GT , 10 million SDR

2) For ships between 2001 to 50000 GT , for each ton 1500 SDR
3) For ships above 50000 GT , for each ton 360 SDR
4) However, that this aggregate amount shall not in any event exceeds 100 million SDR.
(b) Where the damage has been caused by packaged HNS, or where the damage has been caused by both
bulk HNS and packaged HNS, or where it is not possible to determine whether the damage originating from
that ship has been caused by bulk HNS or by packaged HNS:
1) For a ship not exceeding 2,000 GT , 11.5 million SDR

2) For ships between 2001 to 50000 GT , for each ton 1725 SDR
3) For ships above 50000 GT , for each ton 414 SDR
4) However, that this aggregate amount shall not in any event exceeds 115 million SDR.
HNS Fund :- limit of 250 million SDR
ILO:- formed in 1919
1) The International Labour Organization (ILO) is the only tripartite U.N. agency with government,
employer, and worker representatives.
2) ILO has director general (elected every 5 years) who checks conduct of international labour
office.
3) The ILO has 185 member States and is the oldest UN agency.
4) The ILO’s Secretariat has its headquarters in Geneva, Switzerland, and a global network of
technical experts and field offices in more than 40 countries.
5) The International Labour Conference (ILC) meets once a year to adopt new international labour
standards and approve the ILO’s work plan and budget.
6) The Governing Body is the executive council of the ILO and meets three times a year in Geneva.
MLC 2006:- Ships below 500 GT that do not go on international voyages or voyage between foreign ports
need not have a maritime labour certificate.
- An MLC is valid for 5 years.

- An interim MLC is valid for six months and cannot be extended.
- Interim MLC is issued to
 A new ship
 Changing flag
 A new company
- Intermediate inspection is carried out between 2 nd year and 3r year of the anniversary dates.
- MLC should always be accompanied by DMLC ( declaration of maritime labour compliance)
- Interim MLC need not be accompanied by DMLC.
- DMLC has two parts.
Part 1 : issued by competent authority stating that
- the provisions of maritime labour convention ( 14 items) are embodied in national requirement
- These national requirements are contained in the national provisions.
- Details of “ substantial equivalent” if any
- Exemption if any
- Any ship type specific requirement
14 parts in DMLC are;
1) Minimum age ( reg 1.1)

2) Medical certification ( reg 1.2)
3) Qualification of seafarers ( reg 1.3)
4) Seafarers employment agreement ( reg 2.1)
5) Use of any licensed or certified or regulated private recruitment and placement services ( reg .
1.4)
6) Hours of work and rest ( reg 2.3)
7) Manning level for ships ( reg 2.7)
8) Accommodation ( reg 3.1)
9) Onboard recreational facilities ( reg 3.1)
10) Food and catering ( reg 3.2)
11) Health and safety and accident prevention ( reg 4.3)
12) Onboard medical care ( reg 4.1)
13) Onboard coplaint procedure ( reg 5.1.5)
14) Payment of wages ( reg 2.2)
Part 2 of Declaration of maritime labour compliance: measures taken by ship-owner to ensure ongoing
compliance between inspections.
Also includes 14 points and what measures are taken by the ship-owner wrt maintaining standards
mentioned in MLC.
Work and rest hour has 2 models.
1) Maximum work allowed ( 14 hrs/ day and 72 hours /week)

2) Minimum rest required. ( 10 hours / day and 77 hrs / week)
Maximum interval between 2 rest periods should not exceed 14 hours. One rest of 6 hours period.
MLC consists of 16 articles and 5 titles.

Preamble of MS act 1958:
1) An Act to foster the development and

2) ensure the efficient maintenance of an Indian mercantile marine in a manner best suited to serve
the national interests and for that purpose
3) to establish a National Shipping Board and a Shipping Development Fund,
4) to provide for the registration of Indian ships and generally
5) to amend and consolidate the law relating to merchant shipping.
ISM code in MS Act can be found in
MS ( management for safe operation of ships ) rules 2000 as amended
What to follow in ISM - MS notice 09 of 2014
India’s contribution to UNFCC – Climate change
India hereby communicates its Intended Nationally Determined Contribution (INDC) in response to
COP decisions 1/CP.19 and 1/CP.20 for the period 2021 to 2030:
1. To put forward and further propagate a healthy and sustainable way of living based on traditions
and values of conservation and moderation.
2. To adopt a climate friendly and a cleaner path than the one followed hitherto by others at
corresponding level of economic development.
3. To reduce the emissions intensity of its GDP by 33 to 35 percent by 2030 from 2005 level.
4. To achieve about 40 percent cumulative electric power installed capacity from nonfossil fuel based
energy resources by 2030 with the help of transfer of technology and low cost international finance
including from Green Climate Fund (GCF).
5. To create an additional carbon sink of 2.5 to 3 billion tonnes of CO2 equivalent through additional
forest and tree cover by 2030.
6. To better adapt to climate change by enhancing investments in development programmes in

sectors vulnerable to climate change, particularly agriculture, water resources, Himalayan region,
coastal regions, health and disaster management.
7. To mobilize domestic and new & additional funds from developed countries to implement the
above mitigation and adaptation actions in view of the resource required and the resource gap.
8. To build capacities, create domestic framework and international architecture for quick diffusion of
cutting edge climate technology in India and for joint collaborative R&D for such future technologies.
How Govt of India works:-
1) Draft bill is framed and proposed by concerned ministry.

2) Law ministry approves it
3) Union cabinet approves it
4) Bill Placed in Loksabha and Rajyashabha
5) Both the houses of parliament pass the bill. It is sent to president of India for approval
6) After president signature, it becomes an “act of parliament” and it is the “law of the country”.
Whenever GOI ratifies any convention, MS act is amended accordingly to include all the provision.
1) DG shipping would make the rules and regulation of a proposed convention.

2) It is send to the ministry of shipping for approval.
3) Send to ministry of law for approval.
4) Send to parliamentary board of 8 member ( 4 RS & 4 LS)
5) After approval of parliamentary board ,it is published in a official gazette.
Fixed foam extinguishing requirement:-
1. Fill the greatest space to be protected at a rate of 1 mtr in depth per minute.
2. Quanity of foam should be sufficient to produce volume of foam equal to five times the volume
of the largest space to be protected.
3. The expansion ratio shall not exceed 1000:1.
Low expansion foam for deck:-
1. The expansion ratio should not be 12:1.

2. The system shall be capable to discharging through fixed discharge outlets in not more than 5
minutes. A quantity of foam sufficient to cover to a depth of 150mm the largest single area over
which the oil fuel is liable to spread.
For CO2 fixed extinguishing requirement :-
1) Discharge should be 85 % of gas in 2 minutes.

2) Minimum volume of the free gas should be 40 % of gross volume of the largest machinery space
and 30% of the gross volume of the largest cargo space to be protected.
3) Two separate controls shall be provided for releasing co2 into a protected space and to ensure the
activation of the alarm. One should give alarm and other should release co2.
Deficiency Action Codes PSC Inspection Action Code
10 Deficiency rectified 40 next port informed

15 Rectify deficiency at next port 45 rectify detainable deficiency at next port
16 Rectify deficiency within 14 days 50 flag state / consul informed
17 Rectify deficiency before departure 55 flag state consulted
18 Rectify deficiency within 3 months 70 recognized organization informed
30 Detainable deficiency 85 investigation of contravention of discharge
99 Other (Specify)
Audit Survey
1) Required under ISM & ISPS 1) Surveys reqired to maintain statutory

certificate
2) Compliance with ISM is checked in SMS 2) Survey is to ensure that all the
,DOC and with ISPS in SSP. requirements are in place.
3) Audit can be internal , external 3) Initial , annual , intermediate , periodical
,renewal survey.
4) Observation , NC , Major NC 4) Condition of class , Memoranda , note
5) Auditor should be independent from the 5) Should be experienced in the field
area being audited.
Pg no. 83 Sherman
IMO Sub-Committees
The MSC and MEPC are assisted in their work by a number of sub-committees which are also open to all
Member States:
 Sub-Committee on Human Element, Training and Watch keeping (HTW);

 Sub-Committee on Implementation of IMO Instruments (III);
 Sub-Committee on Navigation, Communications and Search and Rescue (NCSR);
 Sub-Committee on Pollution Prevention and Response (PPR);
 Sub-Committee on Ship Design and Construction (SDC);
 Sub-Committee on Ship Systems and Equipment (SSE); and
 Sub-Committee on Carriage of Cargoes and Containers (CCC).
MCQ:-
How many convention in IMO ? - 20 to 30 (28 exact )
On bulk carrier , AC squirl cage motor use - for hoisting
L/D ratio for VLCC - more than 4
Under SOLAS , ships are divided into passenger ships and cargo ships.
In case of piracy attack , whom to approach for claim ? - H & M underwriter

Certificate of Proficiency (COP) refers to a certificate, other than a certificate of competency
issued to a seafarer, stating that the relevant requirements of training, competencies or seagoing
service in the Convention have been met.
Able seafarer deck :

Person qualified in accordance with the provisions of regulation II/5 of the STCW Convention
Able seafarer engine :

Person qualified in accordance with the provisions of regulation III/5 of the STCW Convention
Able seafarers whether deck or engine are given Certificate of Proficiency (COP)
Competency (COC) refers to the possession and demonstration/application of the knowledge,

understanding and proficiency required of seafarers under the Convention.
Electro - technical officer :

Person qualified in accordance with the provisions of regulation III/6 of the STCW Convention
ETO is given Certificate of competency (COC).
Oil spill from AMOCO CARDIZ in 1978 on coast of France resulted in formation of Paris MOU.
"London Convention”:- The "Convention on the Prevention of Marine Pollution by Dumping of

Wastes and Other Matter 1972"
Basel Convention: - Convention on the Control of Transboundary Movements of Hazardous

Wastes and Their Disposal,
Intervention Convention: - International Convention Relating to Intervention on the High Seas in

Cases of Oil Pollution Casualties, 1969
Vienna convention: - Convention for the protection of the ozone layer
Vienna Convention:- Convention on the Law of Treaties (VCLT)
FAL Convention: - Convention on Facilitation of International Maritime Traffic (FAL)

Polar Code
Polar region - Arctic – 60 deg N with exception Antarctica – 60 deg N all the way round
Category A ship - ships designed for operation in polar waters at least in medium first-year ice, which
may include old ice inclusions;
Category B ship - a ship not included in category A, designed for operation in polar waters in at least
thin first-year ice, which may include old ice inclusions;
Category C ship - a ship designed to operate in open water or in ice conditions less severe than those
included in Categories A and B.
A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:
.1. they are constructed of steel or other equivalent material;
.2. they are suitably stiffened;
.3. they are insulated with approved non-combustible materials such that the average temperature of the unexposed side
will not rise more than 140°C above the original temperature, nor will the temperature, at any one point, including any
joint, rise more than 180°C above the original temperature, within the time listed below:
class "A-60" 60 min
class "A-30" 30 min
class "A-15" 15 min
class "A-0" 0 min
.4. they are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour
standard fire test; and
"B" class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following
criteria:
.1. they are constructed of approved non-combustible materials and all materials used in the construction and erection of
"B" class divisions are non-combustible, with the exception that combustible veneers may be permitted provided they
meet other appropriate requirements of this chapter;
.2. they have an insulation value such that the average temperature of the unexposed side will not rise more than 140°C
above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225°C above
the original temperature, within the time listed below:
class "B-15" 15 min
class "B-0" 0 min
.3. they are constructed as to be capable of preventing the passage of flame to the end of the first half hour of the
standard fire test; and
.4. the Administration required a test of a prototype division in accordance with the Fire Test Procedures Code to ensure
that it meets the above requirements for integrity and temperature rise.
"C" class divisions are divisions constructed of approved non-combustible materials. They need meet neither
requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible
veneers are permitted provided they meet the requirements of this chapter.
“F” Class division" means a division formed by a bulkhead, ceiling or lining that complies with the following:
(a) is constructed to be capable of preventing the passage of smoke when subjected to the standard fire test for 30
minutes, and
(b) if either face of the division is subjected to the standard fire test, the average temperature of the other side of the
division will not rise more than 139 degrees C above the original temperature and the temperature at any one point,
including any joint, will not rise more than 225 degrees C above the original temperature during the first 30 minutes of
that test; (cloisonnement du type F) ( Defn same as B class – 30 minutes except highlighted one )
Difference between A60 & A0 :- A0 bulkheads , not having any insulations , but
suitable stiffeners but without opening , no need for testing or approval.
Temp Correction to CO2
P1 / T1 = P2 / T2 where temperature is in Kelvin . ( 20 deg celcius = 20 + 273 deg Kelvin )
Derating: - A vessel’s engine and propeller are optimized and designed for a given operational
and max. speed. If the operational speed of the vessel is generally lower than the one originally
optimized for, it may be beneficial to consider derating of the main engine and propeller. Derating
as a retrofit product offers reduction of the total fuel consumption by improving the match between
the operational speed and optimization speed. Derating is usually an attractive option for fuel oil
savings if a reduction of 10-15% of the max. speed at SMCR can be accepted. A standard derating
calculation made by MAN Diesel & Turbo takes into account the benefit gained from exchanging
the original propeller with a new propeller having an optimized diameter designed for the required
optimizing speed and reduced max. speed.
HSSC :-
List of certificates required on board ship relating to harmonized system of survey and certification (some
depend on type of ship)
 Passenger Ship Safety Certificate, including Record of Equipment

 Cargo Ship Safety Construction Certificate
 Cargo Ship Safety Equipment Certificate, including Record of Equipment
 Cargo Ship Safety Radio Certificate, including Record of Equipment
 Cargo Ship Safety Certificate, including Record of Equipment
 International Load Lines Certificate
 International Load Lines Exemption Certificate
 International Oil Pollution Prevention Certificate
 International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
 International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
 Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
Types of ship survey
 Initial survey - A complete inspection of all the items relating to the particular certificate before the ship is put into
service to ensure they are in a satisfactory condition and fit for the service for which the ship is intended.
 Periodical survey - Inspection of the items relating to the particular certificate to ensure that they are in a
satisfactory condition and fit for the service for which the ship is intended.
 Renewal survey - As per periodical survey but leads to the issue of a new certificate.
 Intermediate survey - Inspection of specified items
 Annual survey - General inspection of the items relating to the particular certificate to ensure that they have been
maintained and remain satisfactory for the service for which the ship is intended.
 Additional survey - Inspection, either general or partial according to the circumstances, to be made after a repair
resulting from casualty investigations or whenever any important repairs or renewals are made.
Coating Conditions (Good, Fair, Poor):- The condition of the coating in ballast tanks is assigned
and categorized as “GOOD”, “FAIR” or “POOR” based on visual inspection and estimated percentage of
areas with coating failure and rusty surfaces. The definitions of coating conditions “GOOD”, “FAIR” and
“POOR” are as follows:
GOOD: Condition with only minor spot rusting.
FAIR: Condition with local breakdown of coating at edges of stiffeners and weld connections and/or light
rusting over 20% or more of areas under consideration, but less than as defined for POOR condition.
POOR: Condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or
more of areas under consideration.
Types of chemical tanker

1. A ‘Type 1’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an escape of such cargo.
2. A‘Type 2’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with appreciably
severe environmental and safety hazards which require significant preventive measures to preclude an escape of
such cargo.
3. A ‘Type 3’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with sufficiently
severe environmental and safety hazards which require a moderate degree of containment to increase survival
capability in a damaged condition.
Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present the greatest
overall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly, a type 1 ship shall survive
the most severe standard of damage and its cargo tanks shall be located at the maximum prescribed distance inboard
from the shell plating.
IMO SHIP TYPES- CHEMICAL TANKERS
All 3 types are meant to carry chapter 17 cargoes of IBC code.
Type I ships must be able to survive assumed damage anywhere in their length. Cargo tanks for
the most dangerous products should be located outside the extent of the assumed damage and at
least 760mm from the ship's shell.
Some of the chemicals carried on type one ships are Chlorosulphonic acid, Dodecyl phenol,
Phosphorous yellow/ white, Tricresyl Phosphate (>1% ortho-isomer), Trixylyl Phosphate.
Maximum tank size is 1250 M3.
Double side width B/5 or 11.5 mtrs which ever is less.

DB depth B/15 or 6 mtrs at centre line, but not < 760mm .
Auto ignition temperature of cargoes <65 deg C.
Explosive range >50% by volume in air.
Type 1 offers highest limit of containment.
Type II ships, if more than 150m in length, must be able to survive assumed damage anywhere in
their length; if less than 150m, the ship should survive assumed damage anywhere except when it
involves either of the bulkheads bounding machinery spaces located aft. Tanks for Type II cargoes
should be located at least 760mm from the ship's shell and outside the extent of assumed
grounding damage.
Maximum tank size is 3000 M3.
Capable of stripping tanks <100 litres.
Auto ignition temp of cargoes <200 deg C.
Explosive range >40% by volume in air.
Type III ships, if more than 125m in length, should be capable of surviving assumed damage
anywhere in their length except when it involves either of the bulkheads bounding the machinery
space. If less than 125m in length, they should be capable of surviving damage anywhere unless it
involves machinery spaces. There is no special requirement for cargo tank location. No limit for
size of tank.
Capable of stripping tanks <300 litres with tolerance of 50 litres.
Length > 125 m but < 225 m damage anywhere in length except including ER bulkheads
Length <125 m damage anywhere in length except machinery space
After 1 January 2007 vegetable oils have to be carried in chemical tankers complying with the
revised IBC Code as a Ship Type-2 (double hull) with COF as Cat Y.
Type 1 chemical tanker Type 2 chemical tanker Type 3 chemical tanker
Very Severe hazards Appreciably severe hazards Sufficiently Severe hazard
Requires Maximum Preventive Requires Significant Preventive Require a moderate degree of

measures measures containment to increase survival
capability in a damaged condition.
Max. Tank Size 1250 m3 Max. Tank Size 3000 m3 No limit for size of tank
Capable of stripping tanks <100
litres. Capable of stripping tanks <100 Capable of stripping tanks <300 litres
litres. ( 75 litres for ships after 2007 ) with tolerance of 50 litres. ( 75 litres
( 75 litres for ships after 2007 ) for ships after 2007 )
Auto ignition temperature of cargoes Auto ignition temp of cargoes <200 ----
<65 deg C. deg C.
Explosive range >50% by volume in Explosive range >40% by volume in ----

air. air.
No tank washings containing chemicals can be discharged into the sea unless ---the ship’s speed is 7 knots,
depth of water is greater than 25 metres, and distance from land is greater than 12 miles. The discharge is
made below the waterline through the underwater discharge outlet(s) not exceeding the maximum rate
for which the underwater discharge outlet(s) is (are) designed;
Category of oil tanker

.1. "Category 1 oil tanker" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil,
heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the above,
which does not comply with the requirements for oil tankers delivered after 1 June 1982, as defined in regulation 1.28.4
of this Annex;
.2. "Category 2 oil tanker" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil,
heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the above,
which complies with the requirements for oil tankers delivered after 1 June 1982, as defined in regulation 1.28.4 of this
Annex; and
.3. "Category 3 oil tanker" means an oil tanker of 5,000 tonnes deadweight and above but less than that specified in
subparagraph 1 or 2 of this paragraph.
Categorization and listing of Noxious Liquid Substances

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations,
are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition
of the discharge into the marine environment;
.2. Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or
other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the
marine environment;
.3. Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less
stringent restrictions on the quality and quantity of the discharge into the marine environment;
.4. Other Substances: substances indicated as OS (Other Substances) in the pollution category column of chapter 18 of
the International Bulk Chemical Code which have been evaluated and found to fall outside Category X, Y or Z as defined
in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human
health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting
operations. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to
as “Other Substances” shall not be subject to any requirements of the Annex.
India acceded Bunker Convention ,Nairobi convention & Salvage convention in June
2015.
India signs Ballast water Management in April 2015.

India has ratified MLC on 9th Oct 2015.
Container convention amendments

Also entering into force on 1 July 2014 are amendments to the International Convention for Safe Containers
(CSC), 1972, which were adopted in 2013 by resolution MSC.355(92), to incorporate and facilitate the entry
into force of amendments to the CSC Convention adopted in 1993 by resolution A.737(18), including
amendments relating to the form of the safety approval plate and to the approval of existing and new
containers. The amendments also introduce a transitional period for marking containers with restricted
stacking capacity and include a list of deficiencies which do not require an immediate out-of-service decision
by control officers, but require additional safety measures to enable safe ongoing transport.
Vienna convention: for the protection of the ozone layer (in force 1988)
Montreal convention Protocol to Vienna convention :- ( in force 1989)
London convention: - convention on the prevention of marine pollution by dumping of waste

and other matter. (In force 1975 and protocol in 1996)
Basel Convention: - convention on the Control of Transboundary Movements of Hazardous

Wastes and Their Disposal
A marine casualty means an event, or a sequence of events, that has resulted in any of the following which has
occurred directly in connection with the operations of a ship:
.1. the death of, or serious injury to, a person;
.2. the loss of a person from a ship;
.3. the loss, presumed loss or abandonment of a ship;
.4. material damage to a ship;
.5. the stranding or disabling of a ship, or the involvement of a ship in a collision;
.6. material damage to marine infrastructure external to a ship, that could seriously endanger the safety of the ship,
another ship or an individual; or
.7. severe damage to the environment, or the potential for severe damage to the environment, brought about by the
damage of a ship or ships.
. However, a marine casualty does not include a deliberate act or omission, with the intention to cause harm to the safety
of a ship, an individual or the environment.
As per IMSBC code

1.7.12. Group A consists of cargoes which may liquefy if shipped at a moisture content in excess of their transportable
moisture limit.
1.7.13. Group B consists of cargoes which possess a chemical hazard which could give rise to a dangerous situation on
a ship.
1.7.14. Group C consists of cargoes which are neither liable to liquefy (Group A) nor to possess chemical hazards
(Group B).
Special certificate carried on bulk carrier?
Document of authorisation for carrying grain

stability booklet
Ah32 High tensile steel plate Chemical Composition %

Grade C Si P S Als Ti Cu Cr Ni Mo
Mn
max max max max min max max max max max
AH32 0.18 0.50 0.90-1.60 0.035 0.035 0.015 0.02 0.35 0.20 0.40 0.08
AH32 - 440 to 570 Mpa UTS FH – 510 to 600 Mpa UTS
Ordinary steel – 400 to 490 Mpa UTS (Ultimate Tensile strength )

Fire control Plan - SOLAS II-2 , Reg 15.2.4 & MSC Circular 451
All new and existing ships to be provided with fire control plans (or a booklet) for the assistance of
shore side fire-fighting personnel (e.g. port fire brigade) and the plans shall be permanently stowed
in a prominently marked weather tight enclosure outside the deckhouse.
The enclosure should be readily available to the shoreside fire-fighting personnel so that any
expected fire on board will not readily cut off access to it. In oil tankers, chemical tankers and gas
carriers the fire control plans should not be located on exterior boundaries of superstructures which
face cargo tanks and on the surfaces within 3 m from them along the side.
Ordinary High lift Improved high lift
Winged valve Winged valve Wingless valve
No waste piston waste piston waste piston
No floating ring Floating ring
What will happen to lip clearance to the same safety valve is fitted to high pressure boiler? Ans Lip clearance
will increase.
Improved High lift valve High lift valve
Crude oil tanker Chemical tanker
Stiffning members Inside the tank Outside on deck
Pumping System COPs Deep well pumps
Pump room yes No

Line segregation Can be intgrated Separate lines for each tank
Tank coating No coating Coated – SS or cladded
SOLAS Amendments 2014
SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either
onboard stability computers or shore-based support, for the purpose of providing operational
information to the Master for safe return to port after a flooding casualty;
SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational
testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the
operating crew on board or by a simulated launching;
SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of bulk liquid cargoes during
the sea voyage and to prohibit production processes on board ships;
ESP has been replaced by 2011 ESP code. SOLAS regulation XI-1/2 on enhanced surveys, to make
mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk
Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).
New regulation 3-12 making provisions for reduction of noise mandatory, and not only recommendatory
as previously (ref. II-1/36, now deleted). The Code on Noise levels on board ships (Res. A.468(XII)) has
also been adopted through MSC.337(91).
Low volume alarm on self-contained compressed air breathing apparatus for fire-fighter’s outfit
required,
New requirement for carriage of two-way portable radiotelephone apparatus of explosion proof or
intrinsically safe type for fire-fighter’s communication.
Requirements for means of recharging breathing apparatus cylinders used during drills, or replacement
of suitable number of spare cylinders.
Water spray systems and foam systems complying with the FSS Code are included as alternatives to
fixed gas fire-extinguishing system for vehicle spaces and ro-ro spaces which are not special category
spaces.
Ships to have ship-specific plans and procedures for recovery of persons from the water.
Mustering of newly embarked passengers shall take place prior to or immediately upon departure,
instead of as previously within 24 hours.
New para giving requirements to enclosed space entry and rescue drills for crew members every two
months. To be recorded in the log-books.
RO made mandatory. ( To be verified )
Tankers of 8000 DWT and upwards to be subject to fixed inert gas system according to the FSS Code as
amended by Res. MSC.367(93).
All ships irrespective of date of construction that cannot be ballasted during sea trials so that they are
on even keel and their rudder is fully submerged, may demonstrate compliance with requirements for
main and emergency steering gear with alternative methods. MSC.1 / Circ.1482 invites for early
implementation.
New requirements to carriage of water mist lance/ mobile water monitors, dependent on number of
tiers of containers and ship‘s breadth. Applicable for ships designed to carry containers on or above
weather deck.
New regulation applicable for vehicle carriers carrying motor vehicles with compressed hydrogen or
natural gas in their tanks for their own propulsion as cargo. The regulation gives requirements to
electrical equipment and wiring, ventilation and other ignition sources, and provision of two portable
gas detectors
New SOLAS chapter XIII for verification of compliance with the new III Code. Every Contracting
Government shall be subject to periodic audits by the Organization (IMO) in accordance with the audit
standard to verify compliance with and implementation of SOLAS. Definitions for Audit, Audit Scheme,
Code for Implementation and Audit Standard are given.
Inchmaree Clause
Prior to 1887, the standard Lloyd’s Marine Policy on hulls, which covered losses caused by perils
of seas, such as fortuitous accidents resulting from the adverse elements at sea or any losses or
mishaps in navigation was the lynch pin of all matters marine insurance. It was widely employed all
over the globe. In that year, however, an accident occurred aboard the SS Inchmaree, a Scottish
vessel, and the House of Lords, contrary to the industry’s conventional wisdom held that such an
accident was not covered by the policy in question; it also ruled that the loss caused by a latent
defect in the SS Inchmaree’s machinery was not caused by a peril of the seas, and that therefore,
it was not covered by the policy. Not surprisingly, the marine insurance industry, particularly, the
ship-owners, were concerned that expensive accident which might take place at sea might not be
covered by the then Lloyd’s policy in vogue. Consequently, the marine industry responded by
adopting a new clause, aptly named the Inchmaree Clause, providing additional coverage for an
additional premium.
The new clause covered loss of or damage to the vessel directly caused by bursting of boilers,
breakage of shafts, or any latent defect in the machinery or hull, (excluding the cost and expense
of replacing or repairing the defective part), provided such loss or damage was not the result of the
assured’s want of due diligence. Today, the Inchmaree clause including coverage for latent
defects, explosions, negligence of master or mariners, and other special perils is now included in
marine insurance policies to supplement the coverage under the perils clause.
Subrogation
In the insurance context, subrogation is an equitable right acquired by an insurer upon the payment
of a claim. When an insurer pays its insured's claim, and to the extent of the amount paid, the
insurer acquires all of the rights its insured had against the party causing the loss or damage giving
rise to the claim. The insurer may pursue recovery in its own name from the wrongdoer. When
seeking a recovery from the wrongdoer, the insurer is said to "stand in the shoes" of its insured.
That means the insurer has no greater rights against the wrongdoer than its insured had, and the
insurer is subject to the same defenses the wrongdoer could have asserted against the insured.
Sue and labor clause is commonly found in cargo and hull insurance policies. It obligates the
insured to take steps to avoid a loss from a covered peril that is imminently threatened, or to
minimize a loss from a covered peril that has already occurred. It also obligates the insurer to pay,
in addition to the policy limits, the reasonable expenses incurred by the insured to avoid or
minimize a loss due to an insured peril. In the case of a threatened loss, the insured cargo or hull
need not have been actually damaged for sue and labor expenses to be payable under the
insurance policy. Conversely, the insurer may be obligated to reimburse sue and labor expenses
even if the insured's efforts were not successful in avoiding or minimizing a covered loss.
The failure of the insured to fulfill the duty to sue and labor may result in reduced, or no coverage
at all, under the policy. For example, in McGrath v. Reliance Insurance Co.,671 F.Supp. 669 (N.D.
Ca 1987), the insured vessel struck a submerged object but the insured took no steps to
immediately haul, inspect, and repair the vessel. The vessel took on water for several months
thereafter and eventually sank. The surveyor retained by the insurer attributed the damage to the
failure of the insured to repair the damage caused by the submerged object, and the failure of the
insured to maintain the hull and protect it from marine borers. The court held there was no
coverage for the sinking because the insured failed to comply with the policies sue and labor
clause which required reasonable steps to be taken to protect the vessel when a loss occurred.
There are many different types of expenditures that may be recovered from an insurer under a sue
and labor clause. For example, the expenses incurred to recondition and repackage cargo
damaged by an insured peril, to enable the cargo to be sold as intended, are normally recoverable
as sue and labor expenses under a cargo policy. And, the expenses incurred to pump a vessel
taking on water are normally recoverable as sue and labor expenses under a hull policy. The
recoverability of expenses incurred by an insured under a sue and labor clause primarily depends
on whether the peril necessitating the expense is a covered peril and whether the expenses were
reasonably incurred.
Sue and Labour Charges: Incurred short of destination. Insured incurs charges while protecting property
insured from loss/damage. Paid in full in addition to amount of loss. Encourages Insured to take all possible
steps to protect property. Essential Features:
 Insured peril must have occurred; charges incurred to avert or minimize loss covered by policy.
 Charges must be incurred short of destination.
 Charges must be incurred for benefit of property insured.
 Charges must be reasonable.
 Charges must be incurred only by the Insured, his factors, servants or assigns (excludes salvage).
 Charges must be incurred only in connection with insured peril (charges incurred to reduce partial
losses not recoverable on an F.P.A. policy).
 Extra Charges: Expenses of proving a claim, such as survey fees, auction or sale charges; paid by
Insurer only if claim paid; not included in Particular Average to reach Franchise amount. Survey
carried out on instructions of Insurer paid regardless of claim.
ARBITRATION
It may be defined as the resolution of a dispute by one or more arbitrators appointed by the parties
in dispute. It is often resorted to by contracting parties in shipping matters (e.g. owners and
charterers, shippers and carriers, salvors and owners of salved property) in preference to litigating
in the courts. It has the following benefits over litigation:
1. speed of settlement;
2. lower costs (usually);
3. less formality;
Deductibles: - It is the amount that will have to be borne by the insured ( ie owner) before the
insurer pays any claim.
The deductible will be paid by the owner before the insurer settles his claim.
A higher deductibles means a lower premium.
This clause provides that no claims arising from an insured peril are payable unless the aggregate of all such claims
exceeds an agreed minimum, i.e. the deductible. A deductible is a value or platform, which must be reached before a
claim will be met by the insurer; and a compulsory ‘excess’ which is deducted from every claim passing this platform.
In return for agreeing to pay the first part of the claim, his premium is reduced.
The deductible will not be applied to a claim for total or constructive total loss.
TORTS AND LIABILITY

Torts are wrongful acts or omissions (other than wrongs that are purely breaches of contract)
committed by a person, for which damages may be sued for by the person wronged in a civil court.
Torts recognized by law are chiefly negligence, liability of occupiers of premises, strict liability,
trespass to property, nuisance, defamation, and miscellaneous torts of conspiracy, deceit and
injurious falsehood. Negligence is probably the tort of most concern to ship’s chief engineers.
Open covers
An open cover is a commonly used form of long-term cargo insurance contract covering all goods shipments
forwarded by an assured during the duration of the open cover. The assured will usually be a regular exporter or
importer. The open cover itself is an original slip, placed in the same way as an individual goods insurance policy. The
period of the open cover is usually fixed at 12 months, with a 30-day notice period for cancellation by either side,
reduced to 7 days when there are war risks. The assured is honour-bound to declare and insure all his shipments
during the term of the open cover (i.e. he cannot choose to insure some and not others) and the insurer is honour-
bound to insure all the assured’s shipments, whether a loss occurs before a declaration is made or not. There is no
aggregate limit to the value of all shipments made, but there is a set limit on the amount at risk in any one vessel, and
often on the amount at risk in any one location. The insurer allows the merchant to issue himself with a certificate of
insurance ‘of the open cover’ for each consignment shipped, as formal policy documents for each shipment would
take time to draw up. The advantage to the insurer of an open cover is that he gets steady business, while for the
merchant it means speed and simplicity in the arrangement of insurance cover. An open policy is a formal policy
issued to give legality to a long-term marine insurance contract such as a cargo open cover. Without a formal policy
document the contract may not be recognised by a, court of law. To satisfy the requirements of marine insurance law,
therefore, an open policy will be issued in which a nominal premium is specified by way of consideration.
Floating policies
A floating policy operates rather like an open cover, but has a fixed aggregate limit which is gradually reduced as each
shipment is made.
Floating Policy: Cargo policy that insures a number of shipments to be declared. In Canada & US, this policy
is continuous and covers all shipments to a limit of liability for any 1 loss.
Floating value is the total insurable amount which can be reasonably estimated but cannot be
determined accurately enough for computing correct premium until the insurance policy comes
to an end
Average value-in marine insurance ,in case of partial loss or emergency repairs to the
vessel,average value may be declared
Open covers Floating covers

long-term cargo insurance contract covering all goods Insures a number of shipments to be declared
shipments forwarded by an assured during the duration
of the open cover
There is no aggregate limit to the value of all shipments Has a fixed aggregate limit which is gradually reduced
made, but there is a set limit on the amount at risk in as each shipment is made.
any one vessel, and often on the amount at risk in any
one location.
Critical score = total consequence value * failure probability

Critical score > 250 then critical equipment
Shell Expansion Plan :-

Functional requirements for a Safety Management System (SMS)
. Every company should develop, implement and maintain a Safety Management System (SMS)
which includes the following functional requirements:
.1. a safety and environmental protection policy;
.2. instructions and procedures to ensure safe operation of ships and protection of the environment
in compliance with relevant international and flag State legislation;
.3. defined levels of authority and lines of communication between, and amongst, shore and
shipboard personnel;
.4. procedures for reporting accidents and non-conformities with the provisions of this Code;
.5. procedures to prepare for and respond to emergency situations; and
.6. Procedures for internal audits and management reviews.
SEEMP? - MEPC 213(63), Reg. 22 MARPOL annex VI. told him specific measures by C/E such as A/E load
optimisation, avoidance of unnecessary dumping, Optimum bunker- depending upon lead time and usage
rate, steam consumption monitoring, look for leaky safety valves of boilers, propeller condition monitoring by
regular check on load diagram & physically on ballast port jetty when ship is down by head; engage turing
gear turn the engine, take photographs, compare with previous records, propeller polishing improve 1% in
sfoc. Go for ballast exchange by gravity if possible. Reduce lightweight by scrapping off old liners etc…
CO2 system maintenance? - As per MSC cir. 1318, monthly, annually, biannually, 5 yearly, 10 yearly,….. no
cross question.
Guys purpose of isolation v/v,1.to supply water on deck thru em Fire pp when pipe in er damaged,2.to carry
out mantainence.anyting else??
he wants to hear that in case of line rupture in er we can start emergency fire pump & give water by
shutting isolating vv bcz otherwise all water will run down in er.
356M. Oil Pollution cess-- (1) With effect from such date as the Central Government may, by
notification in the Official Gazette, specify, there shall be levied on every ship calling at any port in
India being a ship which carries oil as cargo, a cess to be called Oil Pollution Cess (hereafter in
this Part referred to as cess) at such rate not exceeding fifty paise,--
(a) in respect of each tonne of oil imported by a ship into India in bulk as a cargo;
(b) in respect of each tonne of oil shipped from any place in India in bulk as a cargo of a ship.
as the Central Government may, by notification in the Official Gazette, fix.
Provided that no cess shall be levied on a ship at any port if the ship produces evidence of having
paid such levy at the same or any other port in India within a period of three months immediately
preceding its present call at the port.
(2) The cess shall be collected by such officers and in such manner as the Central Government
may prescribe in this behalf and shall, after deduction of such costs of collection, if any, as the
Central Government may determine, be paid to such authority as the Central Government may
specify.
(3) The proceeds of the cess shall, after due appropriation made by Parliament by law, be utilised
for the purpose of providing oil reception facilities and equipments and materials for combating oil
pollution at various ports in India and for such other like purposes as the Central Government may,
by Notification in the Official Gazette, from time to time,
International Shore Connection
For fire line For sewage line
PORT OF REFUGE AND HOW A SHIP CAN CALL IT?

A port of refuge is a port or place that a vessel diverts to when her master considers it unsafe to
continue the voyage due to a peril that threatens the common safety.
Valid reasons for deviating a ship to a port of refuge usually includes:-
1) Weather, collision or grounding damage affecting seaworthiness of vessel.
2) Serious fire
3) Dangerous shift of cargo
4) Serious machinery breakdown
5) Any other accident causing some serious threat to the vessel and cargo
6) Shortage of bunkers ( if it can be proved that the vessel left port with adequate bunker for the
voyage and ran short as a consequence of weathering)
HOW A SHIP CAN CALL A PORT OF REFUGE?
1) As soon as the decision is taken to discontinue the voyage and make for a place for refuge,
inform the owner and the charterer (if any) stating the reasons for deviation. Give relevant details
to attending superintendent. He will inform the necessary insurance manager and class.
2) Record the ship’s position. Sound tanks for quantity for bunker on board. From the point until
departure from the port of refuge, keep accurate records of events and expenditure.
3) Request the owner to arrange the appointment of an agent at the port of refuge to handle the
vessel’s visit.
4) Call the agent as soon as his identity is known. Pass ETA and information necessary for making
preparation for vessel’s arrival, including tonnage, length, flag, P&I club, classification society etc.
Request the agent to notify :-
a) Port state administration if vessel is damaged or seaworthiness is affected.
b) Harbor master or port authority.
c) Pilot station, linesman, boatman, customs, port health etc.
d) Local correspondent of the owner’s P&I club.
Cas came to phase out single hull tankers and cas was for 5000 gt and abv tankers.cas was mendatory as
per marpol annex but esp as per solas chapt 11-1 reg 2
Cas applicable to single hull tankers more than 15 yrs.. ESP applicable to bulk and tankers
Esp file is maintained.. for Cas statement of compliance

Cas under marpol annex 1 reg 20.. ESP under solas chp 11-1
MS Act 1958
PART I Preliminary
PART II National Shipping Board
PART III General Administration
PART IV Shipping Development Fund
PART V Registration Of Indian Ships
PART VI Certificates Of Officers
PART VIA Obligation of certain Certificate Holder To Serve Government Or In Indian Ships
PART VII Seamen And Apprentices
PART VIII Passenger Ships
PART IX Safety
PART IXA Nuclear Ships
PART X Collisions, Accidents At Sea & Liability
PART XA Limitation Of Liability
PART XB Civil Liability For Oil Pollution Damage
PART XC International oil pollution compensation fund
PART XI Navigation
PART XIA Prevention and Containment Of Pollution Of The Sea BY OIL
PART XIB control of harmful antifouling system onboard ship
PART XII Investigations and Inquiries
PART XIII Wreck and Salvage
PART XIV Control Or Indian Ships And Ships Engaged In Coasting Trade
PART XV Sailing Vessels
PART XVA Fishing Boats
PART XVI Penalties and Procedure
PART XVII Miscellaneous
PART XVIII Repeals and Savings
Hoop stress: - is the stress along the circumference of the cylinder.

Hoop stress = P X D / 2 T where p is pressure ,d diameter and T thickness
The stress along the longitudinal joint is two times the stress along the circumferential joint.
MS Act Amendment (Drafted) :-

Noted last day of suggestion is 31.10.2015. Noted that this is ACT which needs to be passed by
Indian Parliament in Budget Session 2016. Thereafter rules will be framed. Thus effectively it will
come into force all going well by Oct 2016.
Main takeaway:
1.Reduced from 23 parts , 461 sections to 16 parts and 267 sections.
2. Various powers of Central Govt delegated to DG Shipping
3. Incorporation of Bunker Convention, Nairobi Convention, COFR, CLC, BW convention, MLC
2006.
4. Three tier form of legislation has been adopted. First one is Act and then Rules and thereafter
tertiary legislations.
5. Indian flag vessels will benefit the most with e-governance, no customs formalities etc,
6. Recruitment of Seafarers by unauthorised persons made stringent.
7. Measures of promotion of Coastal shipping.
Appreciate the big exercise for "Ease of Doing Business".
Torsion box
Torsion box in container ships can be defined as a continuous structure formed in between the top
part of a longitudinal bulkhead, freeboard deck and sheer strake. It runs from the collision bulkhead
and extends up to the aft peak bulkhead. It is heavily stiffened usually by bulb angles which
provide sufficient strength against torsional moments and other bending loads.
Container ships are highly subjected to torsional moments because of their very large hatch
openings. This leads to even higher warping stresses at the corners of the openings due to lack of
torsional rigidity. The upper part of the double hull in such ships is fitted with torsion box as
mentioned earlier. However, it is not always possible to have the large cross-sectional area, and
therefore, the Naval Architect has to increase the thickness of the plate in order to provide torsional
rigidity.
Uses of Torsion box:
• It helps in preventing torsional bending on ships due to the torsional moment on ship caused by
dynamic movement of the waves.
• Helps in avoiding racking effect caused by the sheer stress on the vessel structure.
MLC Objective: - ( ?)
1. Every seafarer has the right to a safe and secure workplace that complies with safety standards.
2. Every seafarer has a right to fair terms of employment.
3. Every seafarer has a right to decent working and living conditions on board ship.
4. Every seafarer has a right to health protection, medical care, welfare measures and other forms of social protection.
5. Each Member shall ensure, within the limits of its jurisdiction, that the seafarers’ employment and social rights set out
in the preceding paragraphs of this Article are fully implemented in accordance with the requirements of this Convention.
Unless specified otherwise in the Convention, such implementation may be achieved through national laws or
regulations, through applicable collective bargaining agreements or through other measures or in practice.
What are the objectives of the Maritime Labour Convention, 2006?

The new Convention will set out seafarers’ right to decent working and living conditions globally and help
to create conditions of fair competition for shipowners.
CODE OF SAFE WORKING PRACTICES
Introduction of CODE OF SAFE WORKING PRACTICES FOR MERCHANT SEAMEN gives regulatory
framework for health and safety on board and overall responsibilities.
Section 1 is largely concerned with safety management and statutory duties.
Section 2 begins with a chapter setting out areas that should be covered in introducing a new recruit to
safety procedures on board. It goes on to explain what individuals can do to improve their personal health
and safety.
Section 3 is concerned with various working practices common to all ships.
Section 4 covers safety aspect for specialist ship.
SECTION 1 - SAFETY RESPONSBILITIES/SHIPBOARD MANAGEMENT
Chapter 1 – Risk assessment :Guidance on main elements of risk assessment

Chapter 2 – Health surveillance:Purpose of health assessment, application and what to do
Chapter 3 – Safety officials: Employer duties, appointment of safety officer, safety representative, safety
committees, safety inspection, record of accidents and dangerous occurrences, accident investigation,
Chapter 4 - Personal protective equipment: Employer duties, worker duties, types of equipment,
Chapter 5 – Safety signs
Chapter 6 - Means of access and safe movement: Safe movements, entry into dangerous spaces,
Chapter 7 – Work equipment: Health and safety at work, guarding of machinery and safety of electrical
equipment, lifting plant, testing and examination of lifting equipment,
SECTION 2 – PERSONAL HEATH AND SAFETY
Chapter 8 – Safety induction: Emergency procedures and fire precautions, accidents and medical
emergencies, health and hygiene, good housekeeping, environmental responsibilities, occupational health
and safety,
Chapter 9 – Fire precautions: Smoking, electrical and other fittings, spontaneous combustion, machinery
spaces and galleys
Chapter 10 – Emergency procedures: Action in event of fire, musters and drills, fire drills, survival craft drills,
drills and rescue from dangerous spaces, assisting a casualty, dangerous goods
Chapter 11 – Security on board: International terrorism, stowaways, piracy and armed robbery, drugs
Chapter 12 – Living on board: Health and hygiene, medication, working in hot climates, working clothes,
shipboard housekeeping, substances hazardous to health, common personal injuries
Chapter 13 – Safe movement: Drainage, transit areas, lighting, guarding of openings, watertight doors,
Chapter 14 – Food preparation and handling: Health and hygiene, slip, falls and tripping hazards,
refrigerated rooms and store rooms
SECTION 3 – WORK ACTIVITIES
Chapter 15 – Safe systems of work: Working aloft and outboard, portable ladders, cradles and stages,
working from punts, work in machinery spaces, boilers, unmanned machinery spaces, refrigerated machinery
Chapter 16 – Permit to work system: Entry into confined space, hot work, working aloft/overside
Chapter 17 – Entering closed or confined spaces: Oxygen deficiency, toxicity of oil cargoes, flammability,
Chapter 18 – Boarding arrangements
Chapter 19 – Manual handling
Chapter 20 – Use of work equipment: Use of tools and equipment, hand tools, portable power operated tools
and equipment, workshop and bench, abrasive wheels, ropes, lifts,
Chapter 21 – Lifting plant
Chapter 22 – Maintenance
Chapter 23 – Hot work
Chapter 24 – Painting
Chapter 25 – Anchoring, mooring and towing arrangements
Chapter 26 - Hatch covers and access slides
Chapter 27 – Hazardous substances
Chapter 28 – Use of safety signs
SECTION 4 – SPECIALIST SHIPS
Chapter 29 – Dry cargo ships

Chapter 30 – Tankers and other ships carrying bulk liquid cargo
Chapter 31 – Ships serving oil and gas installations
Chapter 32 – Ro-Ro ferries
Chapter 33 – Port towage industry
What if SMC audit fails ???

3.8 Corrective Action Follow-up
3.8.1 The non-conformity report (NCR) should state clearly the act or situation identified as non-compliant
with the Company’s SMS or the ISM Code. 3.8.2 The content of the non-conformity report shall be
complete and concise and written in such a manner as to be easily understood. Clarity should not be
sacrificed for the sake of brevity. 3.8.3 When writing NCRs auditors should, whenever possible, include a
reference to the applicable requirement of the Company’s SMS, and when necessary for the sake of clarity,
restate the requirement. 3.8.4 NCRs shall include a reference to the relevant clause or sub-clause of the
ISM Code. 3.8.5 A DOC or SMC may be issued, endorsed or renewed before all identified nonconformities
have been closed out provided that a schedule has been agreed between the Company and the auditor(s)
for the implementation of the necessary corrective actions. 3.8.6 Additional audit(s) may be necessary to
confirm the validity of a DOC and/or SMC depending on the nature of any non-conformities identified. The
Company is responsible for applying for any follow-up audit required by the auditor. 3.8.7 The Company is
responsible for formulating and implementing corrective actions for the non-conformities identified by the
auditor(s). A corrective action plan shall be submitted to the auditor within an agreed time period. The
proposals will be accepted if, as written, they appear to be an appropriate response to the non-
conformities identified. A schedule not exceeding three months from the date of completion of the audit
shall be agreed for the implementation of the corrective actions. The effectiveness of the corrective actions
shall be verified not later than the next scheduled audit (annual, intermediate or renewal). 3.8.8 The review
of the Company’s responses to non-conformities described in paragraph 3.6.7 is applicable only to non-
conformities that are not considered to be major. 3.8.9 Failure to implement the agreed Corrective Action
may be treated as grounds for invalidation of the DOC or SMC.
Ballast Water Management

The two primary guidelines exist for the approval of BWT systems are G8 and G9.
The G8 guidelines broadly specify approval of drawings, land-based and shipboard tests, and
environmental tests. The G8 guidelines apply to all BWT systems, whereas, the G9 guidelines
specify guidelines for systems that employ an active substance or chemical. The primary objective
of G9 is to determine the impact of the active substance on the marine environment. Systems that
employ an active substance are required to undergo both G8 and G9 approval. Systems that do
not employ an active substance are only required to obtain G8 approval.
Annex of the Convention

Annex – Section B “Management and Control Requirements for Ships”:
Ships must:
- implement and have on board a Ballast Water Management Plan approved by the
Administration (Regulation B-1)
- maintain a Ballast Water Log Book (Regulation B-2) to record ballast water movements (uptake,
treatment, exchange, circulation, discharge)
- Under the BWM Convention, the ships should adopt measures for ballast water management, as
stated in Regulation B-3 “Ballast Water Management for Ships”
-
The specific requirements for ballast water exchange are contained in Regulation B-4 “Ballast Water
Exchange”.
Annex – Section D "Standards for Ballast Water Management"

- Regulation D-1 “Ballast Water Exchange Standard” requires an efficiency of 95 per cent volumetric
exchange of Ballast Water with marine water (at least 200 nautical miles from the nearest land and
in water at least 200 metres in depth).
Regulation D-2 “Ballast Water Performance Standard” concerns water quality for discharge, related
to specified maximum concentrations of micro-organisms.
- IMO D-2 Standard For Discharge Ballast Water
- Microorganism category - Regulation
- Plankton, size > 50 μm - < 10 viable cells / m3
- Plankton, size 10-50 μm - < 10 viable cells / mL
- Toxicogenic Vibrio - < 1 Colony Forming Unit / 100
Cholerae mL
- < 100 Colony Forming Unit /
- Intestinal Enterococci 100 mL
- < 250 Colony Forming Unit /
- Escherichia Coli 100 mL

- Under Regulation D-3, Ballast Water Management Systems must be approved by the Administration
in accordance with IMO Guidelines (see below: G8 and G9).
Annex - Section E “Survey and Certification Requirements for Ballast Water Management”
- This section gives requirements for initial certification and renewal surveys, including examples
of Ballast Water Management Certificate and Form of Ballast Water Record Book.
Requirements for Machinery Spaces of All Ships
A. Discharges outside special areas

2. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except
when all the following conditions are satisfied:
.1. the ship is proceeding en route;
.2. the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14 of this
Annex;
.3. the oil content of the effluent without dilution does not exceed 15 parts per million;
.4. the oily mixture does not originate from cargo pump room bilges on oil tankers; and
.5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
B. Discharges in special areas

3. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except
when all of the following conditions are satisfied:
.2. the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.7 of this
Annex;
.3. the oil content of the effluent without dilution does not exceed 15 parts per million;
4. In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.
5. Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging
outside a special area in accordance with paragraphs 2 of this regulation.
C. Requirements for ships of less than 400 gross tonnage in all areas except the
Antarctic area
6. In the case of a ship of less than 400 gross tonnage, oil and all oily mixtures shall either be retained on board for
subsequent discharge to reception facilities or discharged into the sea in accordance with the following provisions:
.2. the ship has in operation equipment of a design approved by the Administration that ensures that the oil content of the
effluent without dilution does not exceed 15 parts per million;
Requirements for the Cargo Area of Oil Tankers
A. Discharges outside special areas

1. Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any discharge into the sea of
oil or oily mixtures from the cargo area of an oil tanker, shall be prohibited except when all the following conditions are
satisfied:
.1. the tanker is not within a special area;
.2. the tanker is more than 50 nautical miles from the nearest land;
.3. the tanker is proceeding en route;
.4. the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile;
.5. the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December 1979,
as defined in regulation 1.28.1, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part,
and for tankers delivered after 31 December 1979, as defined in regulation 1.28.2, 1/30,000 of the total quantity of the
particular cargo of which the residue formed a part; and
.6. the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required
by regulations 29 and 31 of this Annex.
2. The provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or segregated ballast.
World Maritime Day :-
The United Nations (UN), via the International Maritime Organization (IMO), created World
Maritime Day to celebrate the international maritime industry’s contribution towards the world’s
economy, especially in shipping. The event’s date varies by year and country but it is always on
the last week of September.
World Maritime Day focuses on the importance of shipping safety, maritime security and the
marine environment and to emphasize a particular aspect of IMO's work.
The theme for World Maritime Day 2015 is"Maritime education and training". The theme was
adopted to focus attention on the wider spectrum of maritime education and training, in particular
its adequacy and quality, as the bedrock of a safe and secure shipping industry, which needs to
preserve the quality, practical skills and competence of qualified human resources, in order to
ensure its sustainability.
LRIT and AIS :-
One of the most important differences between LRIT and AIS, however, is that AIS is a so-called
broadcast system, i.e., is public, whereas LRIT data are only available to institutions which have a
(governmental) entitlement to the data and guarantee the confidentiality of these data.
Another main difference is that AIS is a Collision avoidance system mandated by the IMO
whereas LRIT is a Reporting system mandated by the IMO.
MRV: - Measuring, reporting and verification of GHG.
MRV regulations will apply to shipping activities
carried out from 1st Jan 2018 in relation to EU ports.
The EU system for monitoring , reporting and verifying shipping emissions is designed to contribute
to buildings and international system. First step in this direction have already been taken at the
IMO with active support from EU.
Potential to reduce the emission , the EU shipping MRV system will also provide new opportunities.
MRV regulation creates an EU wide legal framework for collecting and publishing verified annual
data on CO2 emission and energy efficiency.
From 1st Jan 2018 onboard , companies will have to monitor and report the verified amount of CO2
emitted by their ships on voyages to , from and between EU ports.
Diesel Engine Exh Gas composition :-

CO2 - 11%
H2O vapor - 4%
O2 - 11 %
N2 -74%
SO2 - traces
TriboPack Technology :-
The design measures incorporated in TriboPack are:

1. Multi-level cylinder lubrication
2. Liner of the appropriate material, with sufficient hard phase
3. Careful turning of the liner running surface and deep-honing of the liner over the full length of
the running surface
4. Mid-stroke liner insulation, and where necessary, insulating tubes in the cooling bores in the
upper part of the liner
5. Pre-profiled piston rings in all piston grooves
6. Chromium-ceramic coating on top piston ring
7. RC (Running-in Coating) piston rings in all lower piston grooves
8. Anti-Polishing Ring (APR) at the top of the cylinder liner
9. Increased thickness of chromium layer in the piston-ring grooves.
Seven Functions of STCW :-
1) Navigation
2) Cargo handling and cargo stowage
3) Controlling the operation of the ship and care for persons onboard
4) Marine engineering
5) Electrical , electronics and control engg
6) Maintenance and repair
7) Radio communication
STCW 2010 MAJOR REVISION:-
1. Improved measures to prevent fraudulent practices associated with COC.
2. Revised requirement of hours of work and rest.
3. New requirement for prevention of drug and alcohol.

4. Updated standards relating to medical fitness standard for seafarer.
5. New certification requirement for able seafarer.
6. New requirement for training in modern technology such as ECDIS.
7. New requirement for marine environment awareness training & training in leadership and
teamwork.
8. New training and certification requirements for electro-technical officers.
9. Updating of competence requirement for personnel serving on liquefied petroleum tanker.
10. New requirement for security training including training to cope up with piracy attack.
11. Introduction to new training methodology such as e-learning and distance learning.
12. Training guidance for personnel serving on ship in polar water.
13. Training guidance for personnel operating DP system.
14. Accommodation of trainees.
Risk assessment :-
“Risk assessment” is intended to be a careful examination of what, in
the nature of operations, could cause harm, so that decisions can be made as to
whether enough precautions have been taken or whether more should be done
to prevent harm. The aim is to minimise accidents and ill health on board ship.
The assessment should first establish the hazards that are present at
the place of work and then identify the significant risks arising out of the work
activity. The assessment should include consideration of the existing
precautions to control the risk, such as permits to work, restricted access and
use of warning signs or personal protective equipment.
Any risk assessment must address risks to the health and safety of
workers.
A hazard is a source of potential harm or damage or a situation with
potential for harm or damage;
Risk has two elements:
• the likelihood that a hazard may occur;
• the consequences of the hazardous event.

Difference bet MEPC 60(33) and 107(49) OWS:-
MEPC 60(33) MEPC 107(49)
OCM can read bilge fuels which include OCM can read over a wide range of bilge fuels
distillates only. which includes distillate , heavy fuel oil and
emulsion.
Less discriminatory with solids. More discriminatory with solids.
Requires a contaminant test using a 10ppm air Requires a contaminant test using water
cleaner test dust. contaminated with iron oxide in a
concentration of 10ppm followed by iron oxide
concentration of 50ppm and 100ppm
respectively.
Response time 20 sec. Response time 5 sec.
Non tamper proof arrangement tamper proof arrangement
No such arrangement No discharge overboard in case of flushing

with water
No such requirement. Stores data for a period of 18 months
What is incoterm?
Incoterms are international rules that are accepted by governments, legal authorities and
practitioners worldwide for the interpretation of the most commonly used terms in international
trade.
Incoterms are made by ICC (International Chamber of Commerce).
ICC is a non-government organisation
The scope of Incoterms is limited to matters relating to the rights and obligations of the parties to
the contract ofsale with respect to the delivery of goods sold, but excluding "intangibles".
Incoterms consist of three basic elements namely:-
1. Costs:-Who is responsible for the expenses involved in shipment at a given points of shipment’s
journey.
2. Control: - Who owns goods at the point of journey of goods.
3. Liability: - Who is responsible for the damage to goods at a given point of shipment’s transit.
There are total 11 types of incoterms, namely :-

 Ex Works
 Free Carrier
 Carriage Paid To
 Carriage & Insurance Paid to
 Delivered At Terminal
 Delivered At Place
 Delivered Duty Paid
 Free Alongside Ship
 Free On Board
 Cost & Freight
 Cost Insurance & Freight
Define tort. What are the different types of tort? Explain.

Maritime law torts is a term covering cases where injury, loss or damage is caused to a
person or their interests by another party’s action or negligence.
Types of torts 3 types
 Intentional torts
An intentional tort is a civil wrong that occurs when the wrongdoer engages in intentional
conduct that results in damages to another.
 Negligence
Careless conduct that results in damage to another is negligence.
 Strict liability
Generally, liability because of a tort only arises where the defendant either intended to
cause harm to the plaintiff or in situations where the defendant is negligent. However, in
some areas, liability can arise even when there is no intention to cause harm or
negligence.
For example, in most states, when a contractor uses dynamite which causes debris to be
thrown onto the land of another and damages the landowner’s house, the landowner may
recover damages from the contractor even if the contractor was not negligent and did not
intend to cause any harm. This is called strict liability or absolute liability .
Fire control plans SOLAS Reg II-2 / 15

2.4.1. General arrangement plans shall be permanently exhibited for the guidance of the
ship’s officers, showing clearly for each deck the control stations, the various fire sections
enclosed by "A" class divisions, the sections enclosed by "B" class divisions together with
particulars of the fire detection and fire alarm systems, the sprinkler installation, the fire-
extinguishing appliances, means of access to different compartments, decks, etc., and the
ventilating system including particulars of the fan control positions, the position of dampers
and identification numbers of the ventilating fans serving each section. 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 thereto shall be recorded as soon as practicable. Description in such plans and
booklets shall be in the language or languages required by the Administration. If the
language is neither English nor French, a translation into one of those languages shall be
included.
2.4.2. A duplicate set of fire control plans or a booklet containing such plans shall be
permanently stored in a prominently marked weather tight enclosure outside the
deckhouse for the assistance of shore-side fire-fighting personnel
Location (as per MSC/Circular.451)

2.1. The enclosure should be readily available to the shore side fire-fighting personnel so
that any expected fire on board will not readily cut off access to it. In oil tankers, chemical
tankers and gas carriers the fire control plans should not be located on exterior boundaries
of superstructures which face cargo tanks and on the surfaces within 3 m from them along
the side.
2.2. The enclosure should be red and the contents of the enclosure should be indicated by
a red ship silhouette on white background. Dimensions of the location sign should not be
less than 297 × 400 mm .
Who pays the compensation for oil pollution?

Ans: IOPC FUND
The two intergovernmental organisations, the 1992 Fund and the Supplementary Fund, which
together form the International Oil Pollution Compensation Funds (IOPC Funds) were
established in 1996 and 2005
And contribution to iopc is by oil importers
Charter:-
Voyage charter- capital cost, Operational cost, voyage cost..all paid by owner
Time charter- 1. Capital cost, operational cost by owner

2. Voyage cost by charterer
Bareboat charterer-
Only capital cost by owner

Operational and voyage cost by charterers...
Now what is operational cost-

It is cost for Wages, provisions, maintenance repairs, stores supply, lube oil, water, and insurance
Voyage costs include- port cost port charges, stevedore charges, hold cleaning charges, cargo
claims, bunkers , canal transit etc..
How do the amendment procedure of ILO differ from those in the IMO
Conventions? Mr.Barik
The accelerated or tacit acceptance procedure under Article XV follows the IMO procedures especially with
respect to the submission of amendments to Member States and their entry into effect; the main difference
relates to the adoption of amendments: here (unlike under the IMO procedures) non-ratifying Members play
a role and amendments have to be approved by the International Labour Conference, open to all ILO
Members.
Why use purifier or clarifier onboard ship?

To Remove Sodium (dissolve with water) silicon and aluminium catalytic fines.
Sodium burns and with vanadium forms ASH which is very harmful to engine exhaust valve.
Vanadium and Sulphur dissolve in fuel and not possible to remove from purifier.
What is Basel Convention?
Basically to stop Transboundary movement(Control Transport) of hazardous waste From Developed country
to non developed countries and safe disposal of hazardous waste.
which regulation in SOLAS a flag state can delegate it's responsibilities to RO ?
SOLAS Chapter 1 reg. 6 (1/6) And Chapter XI-1 Reg. 1 .
Classification of ships,- For the purpose of these rules, passenger ships shall be arranged in the following
classes namely:-
Class I- Passenger ships engaged on international voyages other than ships of Class III.
Class II- Passenger ships engaged on short international voyages other than ships of class IV.
Class III- Special Trade Passenger Ships engaged on international voyage.
Class IV- Special Trade passenger Ships engaged on short international voyages.
Class V- Special Trade Passenger Ships (other than ships of Class VI and VII) engaged on voyages other
than international voyages.
Class VI- Special Trade Passenger Ships engaged on voyages in the coasting trade of India during the course
of which they do not go more than 20 miles from the nearest land. Provided that such ships shall not
cease to be ships of class VI merely by reason of the fact that they cross during their voyage the
Gulf of Kutch, Cambay or Manner.
Class VII- Special Trade Passenger Ships engaged on voyages in fair season between ports in India during
the course of which they do not go more 5 miles from the nearest land.
MLC -2006 is acceded by India but not ratified yet.
Ballast water management is acceded by india but not retified yet
Antifouling System is in Force inn india on 24th April 2015.Entered in Force 17th September
2008.
Q) Nairobi Convention what all documents required?
Ans: As per Article-12 The registered owner of a ship of 300 gross tonnage and above and flying
the flag of a State Party shall be required to maintain insurance or other financial security, such as a
guarantee of a bank or similar institution, to cover liability under this Convention in an amount
equal to the limits of liability.
Q) Types of Risk assessment?
Ans: Baseline risk assessments (Baseline HIRA)

Issue based risk assessments (Issue based HIRA)
Continues risk assessments (Continues HIRA)
TRIVIAL- No Further action required.
TOLERABLE- Additional control not required but proceeds with
care.
MODERATE- Hazards to be investigated and risk control measures
put into place to reduce risk.
Substantial – Work can start only after risk is brought down to
ALARP.
INTOLERABLE – Work should not be started until risk has been
reduced. Work will remain prohibited if it is not possible to reduce
risk even with unlimited resources.
Biofouling recommendations are : biofouling managemrnt plan and record book ( shipowners
to document a programme), in water inspection and cleaning ( if fouling control coating not
applied properly biofouling may accumulate at hull openings like seachest etc), biofouling
depends on design and contsruction of the vsl, to apply most appropriate fouling control
coating as per vsl operating profile ( like speed, activity, construction etc)
Q) TriboPack for Sulzer engine?
Ans. Longer times between overhauls for Sulzer low-speed engines
Tribopack provide improved piston-running behavior, longer times between overhauls,

and lower cylinder lubricating oil consumption.
TriboPack comprises several design improvements:
 Fully- and deep-honed cylinder liner with sufficient

hard phase;
 Multi-level cylinder lubrication;
 Chromium-ceramic top piston rings;
 Pre-profiled rings in all four grooves;
 An anti-polishing ring;
 Mid-stroke liner insulation;
 Insulating tubes in the cooling bores in the upper part of the liner according to the
rating;
 Re-adjusted cylinder lubricating oil feed rate where necessary.
Together, these measures increase safety against scuffing, reduce wear of cylinder
liners, and extend the time between overhauls (TBO).
Q) Diff. between Structural Fire Control Plan and Fire Control Plan.
Normally structural fire control plan is used while vessel under construction in yard and fire
control plan is used when vessel is operational.
STRUCTURAL FIRE PROTECTION PLAN:-
The structural fire protection arrangements shown on the fire control plan should clearly indicate
details of all stairways, machinery spaces, lift, vertical light and air shafts, the divisions (bulkheads
and decks) separating accommodation spaces from other spaces such as fish holds and main store
spaces. Standards of insulation for decks and bulkheads, fire resisting doors, shutters and ventilation
dampers should be shown and the plan is to be drawn to a sufficiently large scale to permit a full
and clear presentation of the required information. As the opportunity occurs the surveyor should
impress on owners and the vessel's officers the importance of the presence on board of up to date
and Comprehensive information so that the personnel responsible for fire-fighting are fully aware of
the structural protection arrangements on their particular vessel.
FIRE CONTROL PLAN:-
The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation 15
of Chapter II. The fire control plan provides us information about fire station on each deck s, on
various bulkheads, and in spaces enclosed by “A” class division, “B” class divisions. It also
explains us the type of fire detection system and fire fighting systems available on ship.
Fire control plan tells us about various fire alarm systems, sprinkler installation, extinguishing
appliances, means of escape to different compartments and decks, and ventilation system including
particulars of remote operation of dampers and fans. The position of various dampers, their marking
and which fan is for particular compartment or deck is also explained so that required damper and
fans can be closed in case of fire.
LOCATION:-
The enclosure should be readily available to the shoreside firefighting personnel so that any
expected fire on board will not readily cut off access to it. In oil tankers, chemical tankers and gas
carriers the fire control plans should not be located on exteriror boundaries of super structures
which face cargo tanks and on the surfaces within 3 mtrs from them along the side.
Q) What is ballast water management?
Ans. The IMO developed and adopted “The International Convention for The Control
and Management of Ships Ballast Water Ballast Water and Sediments, 2004” (Ballast Water
Management Convention) with the aim of protecting the marine environment from the transfer of
harmful aquatic organisms in ballast water carried by ships.
Status of Ratification
The Convention has been ratified by 45 States having 33.64% GT of the world fleet.
(including India)
Conditions for entry into force have been met for the threshold of 30 States, but an
additional 1.36% tonnage is still needed to meet the 35% GT of the world fleet
threshold.
Standards
D-1 (ballast water exchange) and
D-2 (biological standard for treatment systems)
GUIDELINES FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS (G8)

The purposes of these Guidelines are to:
.1 define test and performance requirements for the approval of ballast water
management systems;
.2 assist Administrations in determining appropriate design, construction and
operational parameters necessary for the approval of ballast water management
systems;
.3 provide a uniform interpretation and application of the requirements of regulation
D-3;
.4 provide guidance to Administrations, equipment manufacturers and shipowners in
determining the suitability of equipment to meet the requirements of the Convention
and of the environmental acceptability of treated water; and
.5 assure that ballast water management systems approved by Administrations are
capable of achieving the standard of regulation D-2 in land-based and shipboard
evaluations and do not cause unacceptable harm to the vessel, crew, the
environment or public health.
PROCEDURE FOR APPROVAL OF BALLAST WATER MANAGEMENT

SYSTEMS THAT MAKE USE OF ACTIVE SUBSTANCES (G9)
Q) How synchronization of two boilers to be done?
Ans.
Q) Steps taken to transfer Indian flag vessel to foreign flag
Ans. Change of Registry, Flag, Class and all Statutory Certificates.
Q) Meaning of no more favourable treatment as per IMO?
Ans. When a ship of non contracting government to a convention is visiting a port of contracting
government to a convention, it will not be given any favourable treatment towards the requirements
of a convention just because that flag state has not ratified the convention.
3 Tiers of OPRC ( Mr. Barik/Badwal)
(International Convention on Oil Pollution Preparedness, Response and Co-operation)
India have Tier-2 Capability
• Tier 1 - Arrangements by the Individual ports and oil handling facilities to deal effectively with
small operational spills. i.e. up to 700 Tons
• Tier 2 - The pooling of government or privately owned resources at a local level to respond
incident which may exceed, either in size, complexity or due to its remote location.
•Tier 3 - Arrangements for a combined national or international response to a major oil spill that
cannot be dealt with effectively under the tier ii arrangements. cooperative arrangements have been
established between groups of oil companies for responding to such events.
Procedure to adopt M.S. Act Rules and Regulation
 The D.G.Shipping frames and proposes the Rules and Regulations.

 The draft copy is sent to Ministry of shipping for approval.
 After their app
 roval, it is sent to Ministry of Law for their approval.
 After approval of ministry of Law,it is sent for Approval to a Parliamentary Board
consisting of 8 Members(4 from LokSabha and 4 from Rajyasabha).
 After Approval of Parliamentary Board, These Rules and Regulations are published in the
Official Gazette.
 Sent to the President of India for his approval and signature, after signature it becomes Act.
RESOLUTION MSC.349(92) (Adopted on 21 June 2013)
GENERAL REQUIREMENTS FOR RECOGNIZED ORGANIZATIONS
2.1 General Delegation of authority by a flag State to an organization shall be subject to the
confirmation of the capability of that organization to demonstrate that it has the capacity to deliver
high standards of service and its compliance with the requirements of this Code and applicable
national legislation.
2.2 Rules and regulations
The RO shall establish, publish and systematically maintain its rules or regulations, a version of
which shall be provided in the English language, for the design, construction and certification of
ships and their associated essential engineering systems as well as provide for adequate research
capability to ensure appropriate updating of the published criteria.
2.3 Independence
The RO and its staff shall not engage in any activities that may conflict with their independence of
judgement and integrity in relation to their statutory certification and services. The RO and its staff
responsible for carrying out the statutory certification and services shall not be the designer,
manufacturer, supplier, installer, purchaser, owner, user or maintainer of the item subject to the
statutory certification and services, nor the authorized representative of any of these parties. The RO
shall not be substantially dependent on a single commercial enterprise for its revenue.
2.4 Impartiality
2.4.1 The personnel of ROs shall be free from any pressures, which might affect their judgement in
performing statutory certification and services. Procedures shall be implemented to prevent persons
or organizations external to the organization from influencing the results of services carried out.
2.4.2 All potential customers shall have access to statutory certification and services provided by
the RO without undue financial or other conditions. The procedures under which the RO operates
shall be administered in a non-discriminatory manner.
2.5 Integrity
The RO shall be governed by the principles of ethical behaviour, which shall be contained in a
Code of Ethics. The Code of Ethics shall recognize the inherent responsibility associated with a
delegation of authority to include assurance of adequate performance of services.
2.6 Competence
The RO shall perform statutory certification and services by the use of competent surveyors and
auditors who are duly qualified, trained and authorized to execute all duties and activities
incumbent upon their employer, within their level of work responsibility.
2.7 Responsibility
The RO shall define and document the responsibilities, authorities, qualifications and interrelation
of personnel whose work affects the quality of its services.
2.8 Transparency
2.8.1 Transparency reflects the principle of access to, or disclosure of, all information related to the
statutory certification and services carried out by the RO on behalf of a flag State.
2.8.2 The ROs shall communicate information to the flag State as described in the section on
communication/cooperation with the flag State.
2.8.3 Information concerning the status of ships certified by ROs shall be made available to the
public
De-rating of Engine Advantage and Disadvantage:-

 Reduced SFOC at optimisation load
 New refurbished turbocharger(s)
 Increased overall propulsion efficiency with new propeller
 Less power demand for same vessel speed
Disadvantage:-
 High running Cost Factor
Crank Shaft Slippage:-

If slippage does occur then two options are available. If the slippage is small (up to
about 5°), then the fuel pump and exhaust timing can be altered on the affected units
by hydraulically expanding and rotating the cams on the camshaft. The air start timing
will be slightly out, but depending on the number of cylinders in the engine (and thus
the size of the air start overlap) this should not be a problem. As mentioned the
turbocharger may be liable to surge and care must be taken not to operate the engine at
any speed where excessive vibration occurs. The slip must be monitored to ensure that
it does not move.

If the slippage is excessive then there are two choices. Change the crankshaft or try
and jack it back to the original position.
Reason for failure of crank shaft:-
1. Fatigue Failure
2. Failure due to vibration
3. Insufficient Lubrication
4. Over pressurised Cylinder
5. Cracks develop on fillet
Reasons for Crankshaft Misalignment:-
 Damage or wipe-out of the main bearing

 Cylinder full of liquid
 Loose engine foundation bolt leading to vibration
 Deformation of ship’s hull
 Crack in the bearing saddle
 Loose main bearing bolt leading to damage of main bearing
 Very high bending moment on the crankshaft due to excessive force from piston assembly
 Grounding of the ship by jamming propeller.
 Crankcase explosion or fire
 A defective or worn out stern tube or intermediate shaft bearings
 Loose or broken chokes in the foundation
 Bearing pockets cracked
 Bedplate deformed – transverse girder damaged
 Tie bolts slack or broken
 Weakening of structure due to corrosion

Tacit Acceptance: Tacit is time frame when parties to amendment do not
object the proposed amendment in given time,this leads to faster
acceptance of amendments.
Signature: A state expresses the intention to become a party to the convention,

but is not legally bound by it.
Ratification: An agreement is made which makes the state legally bound by the
treaty. It is after a state studies and modifies it's national law.
Accession: After the treaty has come into force, a state accepts the offer to
become a party to the treaty. It is like a back door entry after the ratification
time is over and treaty in force.
Latest Type fresh water Generator
AQUA’s flow of feed water is taken from the flow of seawater coolant. Feed
water enters the lower (evaporator) section of the plate pack, in which the
plates are warmed by the heating medium. The heating medium is either engine
jacket cooling water or a closed circuit heated by steam. Here the water is
evaporated at around 40-60°C in a vacuum of 85-95%, which is maintained by
the brine/air ejector.
The vapour produced rises between the plates into the middle (separator)
section of the plate pack, where any droplets of entrained seawater are
removed. Gravity causes these droplets to fall back into the brine sump at the
bottom of the freshwater generator.
AQUA freshwater generator operating principle
Only clean freshwater vapour reaches the top (condenser) section of the plate
pack, which is cooled by a flow of seawater. Here the vapour is condensed into
fresh water, which is pumped out of the freshwater generator by the freshwater
pump.
Q) Action as c/e if there is less fuel oil onboard then estimated to complete
the voyage?
And:- Run Engine at the rated economic rating where the Specific Fuel Oil Consumption is the least.
Q) What document required for Nairobi convention?

Ans: Certificate of Insurance against Wreck Removal.
BWM Current satus by mr. Gadkar
As IMO prepares itself for Marine Environment Protection Committee

(MEPC) 68 this week, India has become the most recent signatory to the
Ballast Water Management (BWM) convention, bringing it to 33.64% of
world tonnage and now the BWM Convention requires just 1.34% of global
tonnage to sign before entering into the force.
Types of bulkheads are as per SOLAS only 3 types

1. Fire Class A
2. Fire Class B
3. Fire Class C
We can add more like but have only 3 type as above
1. Corrugated Bulkhead
2. Longitudinal Bulkhead
3. Transverse Bulkhead
4. Watertight Bulkhead
5. Non-Watertight Bulkhead
6. Collision Bulkhead
7. Insulated Bulkhead
8. Flat Bulkhead
Q) What are the Essential Requirements for Unattended Machinery Space

(UMS) Ship?
Ans….
Q) what is difference in freeboard deck,bulkhead deck,superstructure deck?
Ans. Uppermost continous deck on deck line from where freeboard is measured should be freeboard deck,
super structure are decks on superstructure like A ,B, C decks and bulkhead deck is same as freeboard deck
below which all transverse bulkheads are made watertight.
Q) Where you will find capacity of LSA on your ship?
A) Check SEQ cert.(safety equipment Certificate) supplemented with FORM – E.
Q.At what temperature Co2 Level you will Check?

Co2 Critical temp is 31 degree for 72.9 bar, so below this temperature co2 will be in liquid
and we can check the level of gas.
Normaly Around 28 deg. We check the Co2 level .
Piracy Attack onboard whom to inform first?
As per ship security Plan(SSP),
1. Press SSAS( Ship security Alert System) to alert CSO(Company Security Officer)
2. Nearby Coast Guard or Port Authority
Archimedes Principle, which states that any object submerged in a fluid experiences the
same buoyant force as the weight of the liquid displaced.
Partial Loss
A partial loss may be either:

1. Particular average (PA) i.e., accidental partial loss
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.
Bill of lading :
- is a receipt for goods either received or shipped on board.
- is good evidence of the existence and terms of contract between the shipper and carrier.
- is a document of title, signifying that the holder has the LEGAL RIGHT TO POSSESSION
of goods it describes.
Bill of lading and related documents:
1. Exporter / shipper makes a goods sales contract with an overseas buyer / consigner.
2. Carrier (ship) is chartered, proceeds to loading port arrives at berth.
3. Shipping note containing details of goods (as stated by the shipper) is presented to chief mate
or MASTER.
4. Goods are loaded on ship and are tallied.
5. Chief mate compares ships tally or in taken cargo tonnage with details on shipping note and
issues mate's receipt from ship's TRIPLICATE BOOK. Master's receipt contains accurate and
truthful details of quantity and condition of goods i.e. their "apparent order and condition"
with reference to any shortage or damage.
6. Shipper obtains a full set of "BLANK BILLS OF LADING" from carrier, types in detail of
shipped goods exactly as stated in mate's receipt. Set most often comprises of 3 originals.
7. Shipper tenders all originals bills for signing on behalf of the carrier i.e. by carriers head
office, agent or ships master.
8. Person authorized to sign, carefully checks details inserted by shipper to see that they
correspond to those in ship's copy of mate's receipt, stamps / writes any required
endorsements, then signs all original bills in set.
9. Full set of signed original bills is issued to shipper together with copies as required. Master
retains one copy of bill of lading as on board as "captain's copy".
10. Ship sails from loading port.
11. Shipper sends full set of bill of lading to consignee. At least one bill should be posted in a later
post than others. In case all are lost / stolen.
12. Ship arrives at discharge port.
13. Consignee or receiver acting as consignee's agent proves his identity to port agent and present
one original bill of lading duly endorsed to him. Freight, demurrage or other charges owed to
the carrier are paid to the agent.
14. Agent stamps presented bill of lading "ACCOMPLISHED" all other original bills of lading in
set are now legally VOID. Agent issues delivery order to consignee or receiver to enable
collection of goods.
15. Delivery order to warehouseman (ship and goods are released into possession of consignee or
receiver and become legally delivered).
The above is a simplification of procedure in modern shipping operations. Documentary credit

system is often buyer and this complicates the journey of the bills of lading, since the original
bills must be transferred to specified banks as security for their credit advances, made out in
such a way that each bank involved has a good legal title in the goods represented by bill of
lading.
Obligations of carrier and shipper :
There sets of rules are in the use in international transport industry which contains minimum
terms and conditions and where a bill of lading is issued.
* The Hague rule.
* The Hague Visby Rule
* The Hamburg rule
Carrier's obligations : (Under Hague Visby Rule)
* To ensure vessel's seaworthiness.
* To care for the cargo.
* To issue a bill of lading where the shipper request over carrier must before and at the
beginning of voyage exercise due diligence to (SEAWORTHINESS)
* Make the ship seaworthy.
* Properly man, equip and supply the ship.
* Make the holds, refrigerating and cool chambers and all other pants of the ship in which
goods are carried fit and safe for their reception carriage and preservation.
Q) If company buy second hand ship how ism is implemented?

A) Same procedure as new ship
First Interim SMC, then SMC….etc
Gadkar qst.
Q) Significance of parametric rolling to CE?
A) Due to this m/c might malfunction. Like low lube oil PR trip in Main
Engine,Aux. engine or compressors. Spares and heavy weight stowage
may be affected.
Rpm fluctuations and racing of propeller.
Gadkar on GZ Curve..
Guys first he asked cross curve of stability draw it wat is the use ? I said v
can get gz curve for a particular displacement...... Then he said wat v get
from gz curve is said all Angle of vanishing... Initial gm.....etc etc then he
asked significance to ce I said calculation of stability information he said
that is c/o thing then I said for planning distribution of bunker and fw
......after that he said nothing next question....
Heat Number(Detail embossed on Steel Plate by surveyer)

A heat number is an identification coupon number that is stamped on a
material plate after it is removed from the ladle and rolled at a steel mill.
Industry quality standards require materials to be tested at the

manufacturer and the results of these tests be submitted through a report,
also called a Mill Sheet, Mill Certificate or Mill Test Certificate (MTC).
The only way to trace a steel plate back to its Mill Sheet is the Heat
Number. A heat number is similar to a lot number, which is used to
identify production runs of any other product for quality control purposes.
Green House Gas Calculation

GHG calculation done by UNFCC.
GHG ka calculation in India is done by INCCA (Indian Network For
Climate Change Assesment) ..It comes under Ministry of Enviornment and
Forest. Last Inventory was done in 2007.
CLC n Bunker
CLC is for only tankers and it didn’t cover bunkers before. But now 92
convention. It also covers bunker spills too. Bunker Convention for both
tankers and non tankers.
DG vs MMD
Dg
A flag state...
Registration of ship.
Make legislation in the national rule, and carried out ammendments
as and when required in liaison with government.
Develope coastal state...
Interact with imo on verious issues...
Mmd..
A part of dgshipping
Help in implementing rule.
Carried out inspection , survey, investigation, inquiry
Act as a coastal state...
Conducts exams, issue various competency certificate...
Requirements for the Condition Assessment Scheme (CAS)

Reg. 21.6.1 The first CAS survey shall be carried out concurrent with the first
intermediate or renewal survey:
after 5 April 2005, or
after the date when the ship reaches 15 years of age,
whichever occurs later.
Type of Steel used Onboard Ship
There are only a,d,e,f and ah,dh,eh and fh types are with 0.18% carbon or steel are there as per
class.
High Tensile Structural steel is used on board ships.
Tensile steel is used because of light weight compare to Mild steel. Thinner plat can be used and
ship owner can increase his tonnage.
Disadvantage:-
Buckling strength is less
Fatigue strength is less
Prone to vibration
Special welder and welding techniques required
Brittle in nature
They are distinguised by uts(ultimate Tensile Strength) and yield strength and general and high
strength steels taking into account of different concentration of
carbon,silicon,magnesium,crominum,sodium ,molybdenum, percentage. In that steel....which
affects the property of that steel.
AMENDMENTS OF 2014
TO THE MARITIME LABOUR CONVENTION, 2006,
GENEVA, 11 JUNE 2014
Standard A2.5.2 – Financial security
1. In implementation of Regulation 2.5, paragraph 2, this Standard establishes requirements to
ensure the provision of an expeditious and effective financial security system to assist
seafarers in the event of their abandonment.
Each Member shall require that ships that fly its flag, and to which paragraph 1 or 2 of Regulation
5.1.3 applies, carry on board a certificate or other documentary evidence of financial security issued
by the financial security provider. A copy shall be posted in a conspicuous place on board where it
is available to the seafarers.
“contractual claim” means any claim which relates to death or long-term disability of seafarers due
to an occupational injury, illness or hazard as set out in national law, the seafarers’ employment
agreement or collective agreement.
If u as c/e receive msg from master that rudder is giving erratic behaviour. U checked that steering
gear & rudder is okay then why ship is not moving in the direction when rudder is moving?
If vessel manoeuvring Rudder will respond less.
All tried. NFU , manual or hand steering?
If arrival to port,
Call port captain, inform superintendent, call for tugs.
If vessel is mid sea
The ‘kick ahead’ is used when a ship is moving forward at very slow speed due to minimal water
flow over the rudder and the ship is not responding to helm. It is also used to initiate a turn or to
maintain a heading. Engines are put ahead for a short burst with the objective of increasing water
flow over the rudder, but without increasing the ship’s speed. Engine power is reduced before the
ship’s longitudinal inertia is overcome and she begins to accelerate
Bernoulli’s Principle: The pressure of a fluid (liquid or gas) decreases at points where the speed of
the fluid increases.
The rudder acts as a hydrofoil. By itself, it is a passive instrument and relies on water passing over
it to give it ‘lift’ to make it more effective. Rudders are placed at the stern of a ship for this reason
and to take advantage of the forward pivot point, which enhances the effect. Water flow is provided
by the ship passing through the water and by the propeller forcing water over the rudder in the
process of driving the ship. The optimum steerage force is provided by water flow generated by a
turning propeller. Water flow is vital in maintaining control of the ship. While water flow provided
by the ship’s motion alone can be effective, the effect will diminish as speed is reduced. Obstacles
that deflect flow, such as a stopped propeller in front of the rudder, particularly when the propeller
is large, can reduce rudder
effectiveness. Reduced or disturbed flow will result in a poor response to rudder movements.
Annex 1
IMPLEMENTATION OF THE OPRC CONVENTION
AND THE OPRC – HNS PROTOCOL AND
RELEVANT CONFERENCE RESOLUTION
IMPLEMENTATION OF OPRC CONVENTION IN INDIA
Introduction
1. After the adoption of the OPRC convention by the IMO in 1990 with final Act and ten
resolutions and promulgation of the Convention in 1995, India became one of the few countries that
readily accepted the Convention. Immediately India started working on its provisions for
compliance, and promulgated its national contingency plan on oil spill response.
National Contingency Plan

2. The Indian Coast Guard is the national authority under the National Oil Spill Disaster
Contingency Plan (NOS-DCP) for coordination of response to oil spills in Indian waters. The
maritime zones of India is divided into three
regions: West, East, and Andaman & Nicobar. These regions are further divided into 11 districts.
The regional commanders are responsible for combating oil spills in their respective areas of
responsibility under the Regional Oil Spill Disaster Contingency Plans (ROS-DCP). There are
three-response centres - one in each region –with qualified response personnel and well-stocked
inventory of response equipment. Oil companies, ports, and oil platforms are to formulate their own
local contingency plans and should be able respond to oils spills within their designated areas. The
Coast Guard handles oil spills directly in the rest of the maritime zones. There are various resource
agencies under the NOS-DCP, with which the Coast Guard will co-ordinate in case of an oil spill
10th june 2015 Indian Government okays ratification of Bunker Convention
NEW DELHI: The government on 10th June 2015 approved a proposal for India's accession to an
international convention which ensures compensation for damage caused by ship bunker oil spills.
It also gave its nod to amend the Merchant Shipping Act to protect Indian waters from wreck
hazards.
"The Union Cabinet, chaired by Prime Minister Narendra Modi, on 10th June 2015 approved the
ministry of shipping's proposal for India's accession to the International Convention on Civil
Liability for bunker oil pollution damage, 2001, of the IMO as well as to amend the Merchant
Shipping Act, 1958, to give effect to the Bunker Convention, Nairobi Convention and Salvage
Convention," an official statement said.
The International Convention on Civil Liability for Bunker Oil Pollution Damage 2001, known as
Bunker Convention, provides for "adequate, prompt, and effective compensation" for damage
caused by spills of oil carried as fuel in ships' bunkers.
The territorial jurisdiction for damage compensation extends to territorial sea and exclusive
economic zones, it said, adding that it applies to an Indian vessel irrespective of its location, and a
foreign flag vessel within Indian jurisdiction.
"The registered owner of every vessel has to maintain a compulsory insurance cover which allows
claim for compensation for pollution damage to be brought directly against an insurer," it said.
Every ship above 1,000 gross tonnage needs to carry a certificate on board to the effect that it
maintains insurance or other financial security such as guarantee of a bank or a similar financial
institution.
In India, the Directorate General of Shipping would issue the certificate while in foreign countries,
respective maritime authorities would do the needful, the statement said.
It added: "No vessel will be permitted to enter or leave India without such a certificate."
The Bunker Convention 2001 is already in force since November 2008 and maritime countries
accounting for 91 per cent of world shipping tonnage are signatories to this Convention.
CLC vs Bunker Convention Blue Card
The International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969) came
into force in 1975. It introduced a system to determine the liability of tanker owners (as described
below) for oil pollution damage. The CLC Protocol, 1992 (CLC 1992) was introduced in 1996. It
updated CLC 1969 and increased the amounts of compensation available.
Under CLC, the registered owner of a ship carrying more than 2,000 tonnes of persistent oil as
cargo in bulk, has strict liability for any damage caused by the escape or discharge of that oil from
his ship. This means that the owner is liable even where there is no fault on his part. The owner is
normally able to limit his liability to an amount determined by the size of his ship.
The owner of a tanker registered in a CLC Contracting State (which carries more than 2,000 tonnes
of persistent oil as cargo in bulk) is obliged to maintain insurance to cover his CLC liabilities. This
insurance is evidenced by a document known as a Blue Card. It is issued by the ship’s P&I insurer
to the Flag State registry and they, in turn, issue a CLC Certificate to the registered owner of the
tanker. CLC tankers must carry a CLC Certificate on board, attesting the insurance coverage.
Effectively, this gives claimants a right of direct action against the insurer. Where a ship is
registered in a State that is not party to the CLC Convention, the registered owner can nominate a
State that is party to the Convention to issue the certificate.
BUNKER CONVENTION BLUE CARD
The International Convention on Civil Liability for Bunker Oil Pollution, 2001 (the Bunker
Convention) came into force in 2008. The Convention provides a liability, compensation and
compulsory insurance scheme for the victims of damage caused by the escape or discharge of
bunker oil.
The Convention applies to any seagoing ship or seaborne craft over 1,000 gross tons of any type
whatsoever. The owner of a ship registered in a State Party, or entering a port in the territory of a
State Party is required to maintain insurance to cover his Bunker Convention liabilities and to
obtain a Certificate from a State Party attesting that the requisite insurance is in place.
The procedure for obtaining a Bunker Convention Certificate is similar to that in place for CLC
Certificates. The registered owner requests his P&I insurer to issue a Bunker Convention Blue Card
(in electronic format) to the relevant Flag State and they, in turn, issue a Bunker Convention
Certificate. The ship must carry a Bunker Convention Certificate on board, attesting the insurance
coverage, whenever it calls at a port or facility located in a State Party. Effectively, this gives
claimants a right of direct action against the insurer.
Where a ship is registered in a State that is not party to the Bunker Convention, the registered owner
is required to obtain a State-issued Certificate from a State that is party to the Convention.
What do you mean by BWM? Bearing wear down monitoring
http://www.amot.com/products/bearing-condition-monitoring/xts-w-bearing-wear-monitoring-
system/product/245/xts-w-bearing-wear-monitor-bwm
The XTS-W Bearing Condition Monitor is a unique system that provides advanced warning of wear
in the crank train bearings of 2-stroke slow speed diesel engines. It indicates wear in the main,
crankpin and crosshead bearings and can also monitor both water in oil content and electrical
potential between the propeller shaft and hull, both of which have an adverse effect on bearing life.
STCW new amendments
Manila convention 2010,
Improved measures to prevent fraudulent practices associated with certificates of competency and
strengthen the
evaluation process (monitoring of Parties’ compliance with the Convention);

- Revised requirements on hours of work and rest and new requirements for the prevention of drug
and alcohol abuse, as
well as updated standards relation to medical fitness standards for seafarers;

- New certification requirements for able seafarers;

- New requirements relating to training in modern technology such as electronic charts and
information systems (ECDIS);

- New requirements for marine environment awareness training and training in leadership and
teamwork;

- New training and certification requirements for electro-technical officers;

- Updating of competence requirements for personnel serving on board all types of tankers,
including new requirements for
personnel serving on liquefied gas tankers;

- New requirements for security training, as well as provisions to ensure that seafarers are properly
trained to cope if
their ship comes under attack by pirates;

- Introduction of modern training methodology including distance learning and web-based learning;

- New training guidance for personnel serving on board ships operating in polar waters; and

- New training guidance for personnel operating Dynamic Positioning Systems.

Boiler Accumulation Pressure Test?

Accumulation of pressure is to be tested to check capacity of safety v/Vs. It is 10% above working
pressure 7minutes for water tube boilers and 15 minutes for smoke tube boiler.
According to class
Adjustment and accumulation tests
All safety valves are to be set under steam to a pressure not greater than the approved pressure of
the boiler. As a working tolerance the setting is acceptable provided the valves lift at not more than
103 per cent of the approved design pressure. During a test of 15 minutes with the stop valves
closed and under full firing conditions the accumulation of pressure is not to exceed 10 per cent of
the design pressure. During this test no more feed water is to be supplied than is necessary to
maintain a safe working water level
Deficiency action codes
10 deficiency rectified
15 rectify deficiency at next port
16 rectify deficiency within 14 days
17 rectify deficiency before departure
18 rectify deficiency within 3 months.
30 detainable deficiency
49 as in the agreed Rectification Action Plan
99 other (specify in clear text)
PSC inspection action codes (Tick as applicable)
26 competent security authority informed
27 ship expelled on security grounds.
40 next port informed
45 rectify detainable deficiency at next port
50 flag State/consul informed
55 flag State consulted
70 recognised organisation informed
85 investigation of contravention of discharge provisions (MARPOL)
151 ILO Informed
152 union representative informed
155 shipowner organization informed
Definition of detainable deficiency

Deficiency that presents immidiate threat to the ship.its personnel.or the environment which
render ship unsafe to proceed to sea.
Solas
Cssc ,Csc , Cseq , Cseqr ,Smc , Doc ,Smd ,Issc
Marpol
Iopp ,Statement of compliance, Ispp nls, Ispp ,Grb, Grp, Iapp, Eiapp, Nox tec file, Ieec
Loadline
Illc ,
Illc exemption
Tonnage
Int tonnage cert ,
Afs
Afs cert
Dafs
Cert of registry
Clc
Bcc
Nairobi wreck
Hull and Machinery
P and I
Mlc
Dmlc
Stcw
Coc
Survival function cert like pst, aff etc
Dg duties
To implement shipping rules and laws
Pollution prevention
To promote training and education
To regulate seafarer jobs and there welfare

To conduct exams
To increase country tonnage
To develop coastal shipping
Mmd ka role
To carry out examination on behalf of dgs
To issue endorsement cert
Port state inspection
To issue SID
Q1. What the requirements for an organisation to become RO.?
ANS: don't tell what is written in imo site. He doesn't accept that answer. He want the points
that's is there in RO code.
Q2. How u as a C/E will implement MLC Onboard?
ANS: I gave the same answer as discussed so many times in group.
Q3. What are the rest hour requirements as per MLC.?
ANS: told him about normal and deviation.
Q4. How to check AFS convention implementation on ur ship?
ANS: some how scraped through the answer telling him about coating technical file and all.
Q5. Explain subdivision?
X-Q: how is it calculated.?
ANS: vomited directly from solas.
Q6. When is PSC inspection suspended. What as a CE will u do?
ANS: as discussed in group so many times. Jod jad ke bol diya. Didn't cross questions any
more. So was saved.
Q7. Where will you find LSA capacity of ship.
Q8. What are the requirements for survival craft?
That's it guys. Oral was for 20 minutes. He said u r passed. I thanked him and left.
SOPEP came under OPRC and SMPEP under HNS.
Smpep becoz for chemical spill and hazards related to it u need for more combating
equipment like chemical suit etc and it is more dangerous than oil hence smpep required as
per annex 2 Reg 17
Propeller and Shaft
As in keyless propeller the thrust is transferred by the friction between the boss and shaft to
get the right value to transfer the power we use propeller push graph
1.to get satisfactory frictional force to transfer power without slippage
2.the materials of shaft and boss is different so expansion rate is different for both....so we
take this also in account to get the proper interference fit
3.if v push less chances of slippage if v push more the boss becomes overstressed
Class societies suggest to take 2.2 safety factor for frictional force that should be there in boss
and shaft
Difference between dg and mmd?
Dg is flag state...mmd is port state
Why two def. for bulk carrier
Two def becoz- previously only ch-12 def and it created confusion for all bulk cargo ships
since ism cert only to bulky as per 1998 ism, so while inspecting there was no clear Diff
between gen.cargo, containers and bulk carrier since all carry cargo in bulk so heavy fines
were imposed on shipsfor non compliance of ism hence to avoid chaos and confusion new def
of bulk carrier was made which defines it in ch-9 , so tht inspectors can differentiate between
the vessels
Structural Fire control Plan
Structural fire control plan is used when the ship is in yard under construction & later same
plan after approval is called fire control plan
Bassel Convention
Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and

Their Disposal
The logo of the Basel Convention Secretariat
Type United Nations treaty
Signed 22 March 1989[1]
Location Basel, Switzerland[1]
Effective 5 May 1992[1]
Condition Ninety days after the ratification by at least 20 signatory states[1]
Signatories 53[1]
Parties 183[1]
Depositary Secretary-General of the United Nations
Languages Arabic, Chinese, English, French, Russian, Spanish

Basel Convention at Wikisource
The Basel Convention on the Control of Transboundary Movements of Hazardous Wastes

and Their Disposal, usually known as the Basel Convention, is an international treaty that
was designed to reduce the movements of hazardous waste between nations, and specifically
to prevent transfer of hazardous waste from developed to less developed countries (LDCs). It
does not, however, address the movement of radioactive waste. The Convention is also
intended to minimize the amount and toxicity of wastes generated, to ensure their
environmentally sound management as closely as possible to the source of generation, and to
assist LDCs in environmentally sound management of the hazardous and other wastes they
generate.
The Convention was opened for signature on 22 March 1989, and entered into force on 5 May
1992. As of January 2015, 182 states and the European Union are parties to the Convention.
Haiti and the United States have signed the Convention but not ratified it.[1][2]
Fire.control plan shows..mechanical ventilation list..
list of various ext..MCP..detectors..pumps..muster list..lights.stretcher.life

jackets..LTA..immersion suit..embarkation ladder..life buoy..life boat ..raft..rescue
boats..muster stn..fire blanket...solas trng manual..hospital..emergency gen..fire
isloation.valve..dampers..fire bells..for all above it shows qnty and location..
Complete list of emergency stop for fo pumps engine room fans...cargi hold fans.
List of modification done to comply with latest ammendment..
Location of emergency exit..and location of various types of bulkheads...A60..A30 A0...B0..
Deck wise plan...
MLC requirement for accommodation size favourite barik question :
1. Head room at least 203 cm
2. Above load line sleeping room
3. Fwd allowed but not fwd than collision bhd.
4. For ships older than passenger and sps:
A. Sleeping room separate for all sleeping berth size 198* 80 cms.
B. Where sleeping berth room floor areas for not officers
4.5 m2 for less Dan 3000 gt
5.5 m2 3000-10,000 gt
7 m2 above 10,000 gt
C. Where sleeping room for officers and no day room
1. 7.5 m2 for less Dan 3000stay

2. 8.5 m2 for 3000-10000
3. 11 m2 above 10,000
2 seafarers csn be in one wid floor area at least 7 m2.
Passenger ships :
Not officers
1. 7.5 m2 2 seafrers
2. 11.5 m23 seafarers
3. 14.5 m2. 4 seafarer
EEBD pe waise bhi indicator hota hai so no interval . To be refilled if used or indicator
pointing in red zone.
but yearly it is also to be send for shore servicing
FOAM
Fixed fire fighting foam protein based - annually
Excluding protein - 3yrs from manufacturing date
All non sealed portable foam containers- 3yrs
Factory sealed containers protein based - 5 yrs
Factory sealed portable containers non protein based - 10 yrs
Intervention extends powers of costal state
Oprc states that the parties to the convention will cooperate in dealing with the oil spill
And intervention says that if oil pollution occurs in high seas then the state whose coast is
getting affected can take action and try to mitigate or try to stop the pollution.
For Eg. A foreign flag vessel is causes an oil spill off mumbai coast then the coastal state will
not wait for the vessel's flag state to interrogate the matter. The coastal state has to take
immediate action to mitigate the oil pollution. The intervention convention gives power to
intervene the matters of foreign flag vessel is the vessel is polluting Indian Coast.
OPRC is completely different. Its Preparedness for oil pollution and rescue plans. Basically
there is a agreement between the member states. India has agreement with Pakistan,
Bangladesh, Srilanka and Maldives.
Spills from ships other than oil tankers : The International Convention on Civil Liability for
Bunker Oil Pollution Damage 2001, provides for owners of ships over 1000 gross tons to be
strictly liable for fuel oil spills and requires them to carry compulsory insurance to cover any
pollution damage following such spills. This convention is known as the “Bunkers
Convention” and is modelled on the International Convention on Civil Liability for Oil
Pollution Damage 1992, as mentioned above. The main difference is that the Bunkers
Convention does not have its own limits of liability: instead, it requires insurance be
maintained to limits specified in a separate instrument – the Convention on the Limitation of
Liability for Maritime Claims. The liability limit depends on the size of the vessel.
The amendments to CSC 1972 adopted by resolution MSC.355(92) entered into force on 1
July 2014 and include:
• new definitions at the beginning of annexes I and II, along with consequential amendments
to ensure uniform usage of terminology throughout CSC 1972;
• amendments to align all physical dimensions and units to the SI system;
• the introduction of a transitional period for marking containers with restricted stacking
capacity, as required under the relevant standard; and
• the inclusion in annex III of the list of deficiencies which do not require an immediate out-of-
service decision by the control officer but do require additional safety measures to enable safe
ongoing transport.
For tankers
If ship is yard deliverd or coming out of dry dock and if oil spill then bc(BUNKER
CONVENTION)
For CLC in unladen voyage ,cargo residue is must
Q) What is the Blue Card for and how do I get one?
Blue card in case state not ratified bc(bunker convention) to ensure Insurance is in place.
Its just an assurance of insurance
The Bunker Convention Blue Card is issued by an insurer as proof that you have taken out
insurance that will fully meet the liability claims set out in the Bunker Convention. This Blue
Card states the name of the vessel, the vessel’s call sign, its port of registry and its IMO
number, as well as the name and full address of the registered owner’s principal place of
business. In addition to a Blue Card, vessels over 1000 GT will also need to have a Bunker
Convention certificate issued by one of the states within the Bunker Convention as proof that
such insurance is in place.
List of Instruments Developed by I.M.O.
Instrument In force w.e.f.
India's position
1. International Convention for the Safety of Life at Sea 1974 as amended SOLAS ((Amended)
1974)) 25.5.1980 Ratified
2. Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974
1.5.1982 Ratified
3. Protocol of 1988 relating to the International Convention for the Safety of Life at Sea 1974
(SOLAS PROT (HSSC)1988) Not Yet In Force
4. Convention of the International Regulations for Preventing Collisions at Sea, 1972 as amended
(COLREG (amended) 1972) 15.7.1977 Ratified
5. The protocol relating to the International Convention for the Prevention of pollution from Ships,
1973 as amended (MARPOL(Amended)73/78) 2.10.1983 Ratified
6. Convention on Facilitation of International Maritime Traffic 1965 as amended (FAL (Amended)

1965) 5.3.1967 Ratified
7. International Convention of Loadline, 1966 (LL 1966) 21.7.68 Ratified
8. Protocol of 1988 relating to the International Convention on Loadlines, 1966 (LL PROT(HSSC)
1988) Not Yet In Force
9. International Convention on Tonnage Measurement of ships, 1969 (TONNAGE 1969) 18.7.82

Ratified
10. International Convention relating to Intervention on the High Seas in cases of Oil Pollution
Casualties 1969 (Intervention 1969) 6.5.75 Under Consideration.
11. Protocol relating to Intervention on High Seas in cases of pollution by substances other than oil
1973 (INTERVENTION PROT 1973) 30.3.83 --
12. International Convention on Civil Liability for oil pollution damage, 1969 (CLC 1969) 19.6.75
Ratified
13. Protocol to the International Convention on Civil Liability for Oil Pollution Damage, 1969
(CLC PROT 1976) 8.4.81 Ratified
14. Protocol of 1992 to amend the International Convention on Civil Liability for Oil Pollution
Damage 1969 (CLC PROT 1992) 30.5.96 --
15. Special Trade Passenger Ships Agreement, 1971 (STP 1971) 2.1.74 Ratified
16. Protocol on Space Requirement for Special Trade Passenger Ships 1973 (SPACE STP 1973)
2.6.77 Ratified
17. Convention relating to Civil Liability in the field of Maritime Carriage of Nuclear Material,
1971 (NUCLEAR 1971) 15.7.75 Considered and decided not to ratify.
18. International Convention on the establishment of an International Fund for compensation of Oil
Pollution Damage 1971 (FUND 1971) 16.10.78 Ratified
19. Protocol to the International Convention on the establishment of an International Fund for
compensation for oil pollution damage 1971(FUND PROT 1976) 22.11.94 Ratified
20.. Protocol of 1992 to amend the International Convention on the establishment of an

International Fund for the compensation of Oil Pollution Damage 1971(FUND PROT 1992) 30.5.96
Under Consideration
21. International Convention for Safe containers, 1972 as amended (CSC (Amended) 1972) 6.9.77
Ratified
22. Athens Convention relating to the Carriage of Passengers and their luggage by Sea 1974 (PAL
1974) 28.4.87 --
23. Protocol to the Athens Convention relating to the Carriage of Passengers and their luggage by
Sea 1974 (PAL PROT 1976) 30.4.89 --
24. Protocol of 1990 to amend the Athens Convention relating to the Carriage of Passengers and
their luggage by Sea 1974 (PAL PROT 1990) Not Yet In Force
25. Convention Agreement on the International maritime Satellite Organization (INMARSAT) as

amended (INMARSAT c(Amended)) 16.7.79 Ratified
26. Operating Agreement on the International Maritime Satellite Organization INMARSAT

(INMARSAT OA)(Amended) 16.7.79 Ratified
27. Convention on limitation of liability for Maritime Claims 1976 (LMC 1976) 1.12.86 --
28. International Convention on Standards of Training Certification and Watch-keeping for

seafarers, 1978 (STCW 1978) 28.4.84 Ratified
29. International Convention on Maritime Search and Rescue, 1979 (SAR 1979) 22.6.85 Under
Consideration.
30. Convention for suppression of Unlawful Acts against the Safety of Maritime Navigation (SWA
1988) 1.3.92 Under Consideration.
31. Protocol for the suppression of unlawful acts against the Safety of Fixed Platforms located on
the Continental She
Nagement Practices (BMP) for protection against Somalia based piracy was approved, which called
for the amendment of the HRA co-ordinates in BMP 4, following a proposal by Egypt to remove
the Gulf of Suez and the Red Sea from the HRA definition.
The circular noted that the HRA as defined in the BMP is susceptible to change based on changes in
the actual threat circumstances. Currently, for the purpose of BMP, the HRA is set as ‘an area
bounded by Suez and the Strait of Hormuz to the North, 10 deg S and 78 deg E.’
MSC also approved revised interim recommendations for flag States regarding the use of privately
contracted armed security personnel on board ships in the HRA to recommend that private maritime
security companies (PMSC) employing privately contracted armed security personnel (PCASP) on
board ships should hold valid, accredited, certification to ISO 28007-1:2015 (Ships and marine
technology – Guidelines for PMSCs providing PCASPs on board ships) or meet applicable national
requirements.
The meeting also approved the following, for adoption at a future session:
• Draft amendments to the STCW Convention and part A and B of the STCW Code related to
revised training requirements for Masters and deck officers on board ships operating in polar
waters.
• Draft amendments to chapter 8 of the International Code for Fire Safety Systems (FSS Code)
regarding prevention of internal corrosion and clogging of sprinklers and draft new chapter 17 of
the FSS Code, containing mandatory requirements for helicopter facility foam fire-fighting
appliances.
In addition, MSC approved a plan for continued work on goal-based standards safety level approach
(GBS-SLA), over the next three sessions. The outcome of the development of functional
requirements for SOLAS chapter III (life-saving appliances) by the sub-committee on ship systems
and equipment (SSE) will be considered.
Progress was also made during the session on developing the draft interim guidelines for the
application of the GBS-SLA, and the MSC asked member governments and international
organisations to submit comments and proposals on them to the next session.
The circular on the generic guidelines for developing IMO goal-based standards was approved. The
revised guidelines specify structure and contents of functional requirements to be used in GBS and
give examples. The MSC noted that, by the end of March, 2015, all five GBS verification audit
teams had delivered their interim reports, which included 13 reports on relevant recognised
organisations (ROs); and two interim reports on IACS common packages.
Five audit teams are scheduled to provide their final reports to the secretary general and relevant
ROs by the end of this month. The secretariat will then submit these reports to MSC 96 for
approval.
Under the GBS standards, construction rules for tankers of classification societies, which act as
ROs, or national administrations, must be verified, based on the guidelines for verification of
conformity with goal-based ship construction standards for tankers.
MSC 95 adopts IGF Code (Jun 19 2015)
The new mandatory code for ships fuelled by gases or other low-flashpoint fuels (IGF Code) was
adopted by IMO's Maritime Safety Committee (MSC) at its recent 95th session.
MSC also placed unsafe mixed migration by sea on its agenda and considered cyber security
matters. It adopted new ships’ routeing measures and a number of circulars arising from items put
forward by the sub-committees.
As for the IGF Code, the use of gas as fuel, particularly LNG, has increased in recent years, due to
lower sulphur and particulate emissions than fuel oil or marine diesel oil. However, gas and other
low-flashpoint fuels pose their own set of safety challenges, which need to be properly managed. As
a result,the code aims to minimise the risk to the ship, its crew and the environment, having regard
to the nature of the fuels involved, the IMO said.
Amendments to SOLAS chapter II-1 (Construction – structure, subdivision and stability, machinery
and electrical installations), include amendments to Part F, to provide a methodology for alternative
design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and
distribution systems; plus a new Part G - Ships using low-flashpoint fuels, to add new regulations to
require ships constructed after the expected date of entry into force of 1st January, 2017 to comply
with the requirements of the IGF Code, together with related amendments to chapter II-2 and
Appendix (certificates).
The new code contains mandatory provisions for the arrangement, installation, control and
monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on
LNG.
It addresses all areas that need special consideration for the use of low-flashpoint fuels, with goals
and functional requirements specified for each section forming the basis for the design, construction
and operation of ships using this type of fuel.
The MSC also adopted related amendments to STCW, and STCW Code, to include new mandatory
minimum requirements for the training and qualifications of Masters, officers, ratings and other
personnel on ships subject to the IGF Code. The amendments will also enter into force on 1st
January, 2017, in line with the SOLAS amendments related to the IGF Code.
MSC also adopted amendments to SOLAS regulations II-2/4.5 and II-2/11.6, clarifying the
provisions related to the secondary means of venting cargo tanks in order to ensure adequate safety
against over- and under-pressure in the event of a cargo tank isolation valve being damaged or
inadvertently closed, and SOLAS regulation II-2/20 relating to performance of ventilation systems.
The expected entry into force date is again on 1st January, 2017.
During a special session, the committee agreed that urgent action was needed to prevent huge losses
of life given the forecast increase in unsafe mixed migration by sea. The meeting stressed the need
for the international community to make greater efforts to address unsafe migration through more
safe and regular migration pathways, and taking action against criminal smugglers.
To progress work on aspects of this problem that come under the auspices of IMO, the committee
agreed to place an agenda item on its work programme.
MSC also asked the sub-committee on navigation, communications and search and rescue (NCSR)
to review the industry-developed guidance on ‘Large-scale rescue operations at sea: Guidance on
ensuring the safety and security of seafarers and rescued persons’, to promulgate it as an IMO
circular.
Cyber security was also discussed. The meeting considered a number of submissions, agreeing that
it was an important and timely issue. The MSC noted that the shipping industry round table was
developing guidance on cyber security on board ships, to be submitted to the next Facilitation
Committee (FAL 40) and MSC 96 in 2016.
The Committee urged member states and international organisations to collaborate on proposals for
guidance on maritime cyber security and submit them to the next session.
Type of bulk carriers
Handy size - 10000dwt to 30000dwt
Handymax - 30000dwt to 50000dwt
Supramax - 50000dwt to 60000dwt
Panamax 60000dwt to 80000dwt
Kamsarmax 80000dwt to 90000dwt
90000dwt to 2 lac dwt - capesizer
2 lac above very large bulk carrier

Q) AUDIT:-
1) Audit always forecasts on past activities and then detect the fault and propose the corrective
action.
2) Audit always focuses on system operation, system procedure and documentation.
3) Audit always looks only on the system.
4) Audit is focused on software items.
5) Audit of entire system is not possible as it is done on sampling basis like surveillance audit
6) For example an auditor will check satisfactory repair of pump and will enquire, find and analyze
as to when pump was last inspected, why deficiency not found before survey etc.
SURVEY:-
1) Survey focuses on future activities so that equipment continues to function for next survey.
2) Survey focuses on physical status of machinery or equipment.
3) Survey looks on product.
4) Survey is focused on hardware
5) Survey of entire system is possible like safety equipment survey, main engine performance
survey etc
6) For example in a survey of fire pump surveyor will check satisfactory repair of pump and noted
deficiency removed.
CHS-
(1) This system covers internal examinations, close-up surveys and thickness measurements
of tanks and spaces and pressure tests of tanks.
(2) This system is not applicable to oil tankers, bulk carriers, ships carrying dangerous
chemicals in bulk and general dry cargo ships of not less than 500 gross tonnage.
(3) For ships more than 10 years of age, the ballast tanks are to be internally examined twice
in each five-year class period, ie. once within the scope of the intermediate survey and
once within the scope of the continuous system for the special survey.
In other words CHS is not applicable to ESP ships (For ESP ships refer A.744(18)
1. ENHANCED SURVEY PROGRAMME………………………………………………………………………. 4
2. CONDITION ASSESSMENT SCHEME………………………………………………………………………. 7
3. CONTINUOUS SURVEY OF HULL……………………………………………………………………………. 8
4. LIST OF CONVENTIONS ………………………………………………………………………………………. 9
5. SOLAS…………………………………………………………………………………………………………………… 10
6. MARPOL……………………………………………………………………………………………………………….. 11
7. AMMENDMENTS: SOLAS and MARPOL………………………………………………………………… 20
8. CLC, FUND AND SUPPLEMENTARY FUND CONVENTION ……………………………………….
9. BASEL CONVENTION …………………………………………………………………………………………….
10. NAIROBI WRECK REMOVAL CONVENTION…………………………………………………………….
11. TONNAGE CONVENTION
12. HONGKONG RECYCLING OF SHIPS CONVENTION………………………………………………….
13. LONDON CONVENTION………………………………………………………………………………………….
14. AFS CONVENTION………………………………………………………………………………………………….
15. LOADLINE CONVENTION……………………………………………………………………….
16. FAL CONVENTION……………………………………………………………………….
17. SUA CONVENTION……………………………………………………………………….
18. STCW……………………………………………………………………….
19. BALLAST WATER MANAGEMENT……………………………………………………………………….
20. UNCLOS……………………………………………………………………….
21. IMSO and IMSAR……………………………………………………………………….
22. OPA 90 and OPRC……………………………………………………………………….
23. CLEAN AIR ACT……………………………………………………………………….
24. GOAL BASED SHIPPING……………………………………………………………………….
25. POLAR CODE……………………………………………………………………….
26. III CODE……………………………………………………………………….
27. NOISE CODE………………………………………………………………………………………………………….
28. IMSBC and BLU CODE……………………………………………………………………….
29. MS ACT……………………………………………………………………….
30. SAFE MANNING……………………………………………………………………….
31. UNFCCC and COP21, KYOTO and DOHA Protocol
32. HUMAN ELEMENT………………………………………………………………………………………………….
33. HARMONIZED SYSTEM OF SURVEY AND CERTIFICATION, HSSC SURVEY………………...
34. DEFINITIONS………………………………………………………………………………………………………….
35. STRUCTURE OF IMO AND ADOPTION OF CONVENTION…………………………………………
36. HAGUE RULE, HAGUE-VISBY RULE, ……………………………………………………….………………
37. REGISTRATION OF SHIP…………………………………………………………………………………………
38. PSC……………………………………………………………………………………………………………………….
39. SAFCON SURVEY……………………………………………………………………………………………………
40. CONTINUOUS SYNOPSIS RECORD…………………………………………………………………………
41. ISPS CODE……………………………………………………………………………………………………………
42. DERATING……………………………………………………………………………………………………………
43. IACS AND CLASSIFICATION SOCIETY……………………………………………………………………
44. LLOYD’S OPEN FORM AND SCOPIC CLAUSE…………………………………………………………
45. MARPOL ANNEX VI CHAPTER 4……………………………………………………………………………
46. EEDI, EEOI, SEEMP……………………………………………………………………………………………….
47. STRATEGY AND TACTIS……………………………………………………………………………………….
48. RISK ASSESSMENT……………………………………………………………………………………………….
49. PSSA……………….……………………………………………………………………………………………………
50. ARBITRATION and MEDIATION……………………………………………………………………………
51. ICS AND BIMCO SHIPPING…………………………………………………………………………………….
52. ENGINE RESOURCE MANAGEMENT………………………………………………………………………
53. LEADERSHIP AND MANAGER……………………………………………………………………………….
54. WELFARE SOCIETY……………………………………………………………………………………………….
55. GALILEO SATELLITE………………………………………………………………………………………………
56. FINITE ELEMENT ANALYSIS………………………………………………………………………………….
57. CYBER SECURITY………………………………………………………………………………………………….
58. TAILSHAFT…………………………………………………………………………………………………………..
59. CHARTERER ………………………………………………………………………………………………………..
60. INSURANCE
i. P and I INSURANCE……………………………………………………………………….
ii. H and M INSURANCE……………………………………………………………………….
iii. CARGO INSURANCE……………………………………………………………………….
61. COST of SHIPPING…………………………………………………………………………………………………………….. 124
62. MLC……………………………………………………………………….
63. DAMPERS, DETUNERS AND COMPENSATORS……………………………………………………
64. FSI and PSC……………………………………………………………………………………………….
65. CO2 SYSTEM……………………………………………………………………………………………….
66. SHIP CONSTRUCTION……………………………………………………………………………………………….
i. MULTIPLE LOADLINE……………………………………………………………………………………………….
ii. RUDDER……………………………………………………………………………………………….
iii. DRYDOCKING……………………………………………………………………………………………….
iv. BULK CARRIER……………………………………………………………………………………………….
v. TANKER……………………………………………………………………………………………….
vi. CHEMICAL TANKER……………………………………………………………………………………………….
67. NAVAL ARCHITECTURE
i. DEFINITIONS AND FUNDAMENTALS OF STABILITY
ii. GZ CURVES and CROSS CURVES and
iii. HYDROSTATIC and BONJEAN CURVES
iv. INTACT and DAMAGE STABILITY CRITERIA
v. PROBABLISTIC and DETERMINSTIC APPROACH
vi. STABILITY BOOKLET……………………………………………………………………………………………….
vii. RESISTANCE and POWER……………………………………………………………………………………………….
68. ADDITIONAL QUESTIONS
i. CE and BUDGETING……………………………………………………………………………………………….
ii. TMSA……………………………………………………………………………………………….
iii. GMDSS SEA AREAS……………………………………………………………………………………………….
iv. LRIT ……………………………………………………………………………………………….
v. SHIP AQUISITION……………………………………………………………………………………………….
vi. SOLAS REQUIREMENT FOR
TANKER……………………………………………………………………………………………….
vii. BUNKER……………………………………………………………………………………………….
viii. EQUIPMENT NUMBER……………………………………………………………………………………………….
ix. DUTIES OF MMD AND DG……………………………………………………………………………………………….
x. UN SPECIAL AGENCIES
69. TECHNICAL QUESTIONS
i. VIT and SUPER VIT……………………………………………………………………………………………….
ii. CHALLENGES WITH LOW SULPHUR FUEL OIL
iii. NDT TECHNOLOGY……………………………………………………………………………………………….
iv. CO2 CAPTURE……………………………………………………………………………………………….
v. GREEN ENGINES and MILLER
CYCLE……………………………………………………………………………………………….
vi. CORIOLIS EFFECT……………………………………………………………………………………………….
vii. PROPELLER CURVE……………………………………………………………………………………………….
viii. DEVELOPMENTS IN PROPELLER and IMPROVING PROPELLER ENGINE EFFICIENCY
ix. DEVELOPMENTS IN TURBOCHARGER
x. BWM……………………………………………………………………………………………….
xi. FRAMO PUMP……………………………………………………………………………………………….
xii. ALTERNATE FUEL……………………………………………………………………………………………….
ENHANCED SURVEY PROGRAMME:
 Enhanced survey programme is a guideline for shipping companies and owners to prepare their ship for
special surveys to maintain the safety of the ship while at sea or at port.
 A new chapter XI is added for special measures to enhance maritime safety under this resolution.
According to these guidelines, it has 2 Annexes
o Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.
 Has 2 parts:
 Part A: Single Sking
 Part B: Double skin construction
o Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.
 Has 2 parts:
 Part A: oil tankers with double Hull Tankers
 Part B: Oil tankers other than double hull
 Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and
constructional aspects of both type of vessels i.e. oil tankers and bulk carriers
 The chapters
o Chapter 1: General application, documentation onboard to be completed prior to the
inspection which is to be served as basis for surveys
o Chapter 2: Renewal Survey.
o Chapter 3: Annual Survey
o Chapter 4: Intermediate Survey
o Chapter 5: Preparation of Survey
o Chapter 6: Documentation on board.
o Chapter 7: Procedure for thickness
o Chapter 8: Reporting and evaluation.
 HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its sixty-
second session and the Marine Environment Protection Committee at its thirty-fourth session
o the Guidelines on the Enhanced Programme of Inspections During Surveys of Bulk Carriers, set
out in Annex A to the present resolution, and
o the Guidelines on the Enhanced Programme of Inspections During Surveys of Oil Tankers, set
out in Annex B to the present resolution
 APPLICATION:
o The Guidelines should apply to surveys of hull structure and piping systems in way of cargo
holds, cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast tanks.
The surveys should be carried out during the surveys prescribed by the 1974 SOLAS
Convention, as amended.
o The Guidelines should apply to surveys of hull structure and piping systems in way of cargo
holds, cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast tanks.
The surveys should be carried out during the surveys prescribed by the 1974 SOLAS
Convention, as amended.
 DEFINITION:
o Bulk carrier is a ship which is constructed generally with single deck, top-side tanks and hopper
side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk and includes such
types as ore carriers and combination carriers
o Representative spaces are those which are expected to reflect the condition of other spaces of
similar type and service and with similar corrosion prevention systems. When selecting
representative spaces account should be taken of the service and repair history on board and
identifiable critical and/or suspect areas.
o Close-up survey is a survey where the details of structural components are within the close
visual inspection range of the surveyor, i.e. normally within reach of hand
o Suspect areas are locations showing substantial corrosion and/or are considered by the
surveyor to be prone to rapid wastage.
o Substantial corrosion is an extent of corrosion such that assessment of corrosion pattern
indicates a wastage in excess of 75% of allowable margins, but within acceptable limits
o Coating condition is defined as follows:
 GOOD - condition with only minor spot rusting;
 FAIR - condition with local breakdown of coating at edges of stiffeners
and weld connections and/or light rusting over 20% or more of areas under
consideration, but less than as defined for POOR condition
 POOR - condition with general breakdown of coating over 20% or more of
areas or hard scale at 10% or more of areas under consideration.
o Critical structural areas are locations which have been identified from calculations to require
monitoring or from the service history of the subject ship or from similar or sister ships to be
sensitive to cracking, buckling or corrosion which would impair the structural integrity of the
ship.
 SURVEYORS
o For bulk carriers of 20,000 tons deadweight and above, two surveyors should jointly carry out
the first scheduled renewal survey after the bulk carrier passes 10 years of age (i.e. third
renewal survey), and all subsequent renewal surveys and intermediate surveys.
 ENHANCED SURVEY CARRIED OUT DURING PERIODICAL SURVEY

o The enhanced survey may be commenced at the fourth annual survey and be progressed
during the succeeding year with a view to completion by the fifth anniversary date
o The survey should include, in addition to the requirements of the annual survey, examination,
tests and checks of sufficient extent to ensure that the hull and related piping is in a
satisfactory condition and is fit for its intended purpose for the new period of validity of the
Cargo Ship Safety Construction Certificate, subject to proper maintenance and operation and to
periodical surveys being carried out.
o All cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding cargo holds,
decks and outer hull should be examined, and this examination should be supplemented by
thickness measurement and testing as deemed necessary, to ensure that the structural
integrity remains effective. The examination should be sufficient to discover substantial
corrosion, significant deformation, fractures, damages or other structural deterioration
 REQUIREMENTS FOR CLOSE-UP SURVEY AT PERIODICAL SURVEYS
Age ≤ 5 years 5 < Age ≤ 10 years 10 < Age ≤ 15 years Age > 15 years
Complete ONE WEB FRAME ALL WEB FRAME RINGS ALL WEB FRAME As for ships
transverse web RING – in a – in a ballast wing tank, RINGS – in all referred to in
frame ring ballast wing tank, if any, or a cargo wing ballast tanks column 3
including if any, or a cargo tank used primarily for Additional
adjacent wing tank used water ballast transverses
structural ALL WEB FRAME included as
members RINGS – in a cargo deemed
wing tank necessary by
the
A minimum of 30% Administration
of all web frame
rings in each
remaining cargo
wing tank
Deck transverse ONE DECK ONE DECK TRANSVERSE

including TRANSVERSE – in – in each of the
adjacent deck a cargo tank remaining ballast tanks,
structural if any
members
ONE DECK TRANSVERSE
– in a cargo wing tank
ONE DECK TRANSVERSE

– in two cargo centre
tanks
Transverse BOTH TRANSVERSE ALL TRANSVERSE

bulkheads BULKHEADS in a wing BULKHEADS – in all
complete – ballast tank, if any, or a cargo and ballast
including girder cargo wing tank used tanks
system and primarily for water
adjacent ballast
members
Transverse ONE TRANSVERSE ONE TRANSVERSE

bulkhead lower BULKHEAD – in a BULKHEAD – in each
part– including cargo wing tank remaining ballast tank
girder system and
adjacent ONE TRANSVERSE ONE TRANSVERSE
structural BULKHEAD – in a BULKHEAD – in a cargo
members cargo centre tank wing tank
ONE TRANSVERSE
BULKHEAD – in two
cargo centre tanks
Deck and bottom A minimum of 30%

transverse of deck and bottom
including transverses
adjacent including adjacent
structural structural
members members in each
cargo centre tank
Additional As considered
complete necessary by the
transverse web Administration
ring frame
 REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS
Age ≤ 5 years 5 < Age ≤ 10 years 10 < Age ≤ 15 years Age > 15 years
One section of deck Within the cargo area: Within the cargo area: Within the cargo area:
plating for the full beam
.1 each deck plate .1 each deck plate .1 each deck plate
of the ship within the
cargo area (in way of a .2 one transverse section .2 two transverse .2 three transverse
ballast tank, if any, or a sections sections .3 each bottom
cargo tank used plate
primarily for water .3 all wind and water
ballast) strakes
Measurements of Measurements of Measurements of Measurements of

structural members structural members structural members structural members
subject to close-up subject to close-up subject to close-up subject to close-up
survey survey survey survey
Suspect areas Suspect areas Suspect areas Suspect areas
Selected wind and water Selected wind and water All wind and water
strakes outside the cargo strakes outside the cargo strakes in full length
area area
CONDITION ASSESSMENT SCHEME
 The Condition Assessment Scheme (CAS) as a mandatory requirement under the revised regulation
13G of Annex I to MARPOL 73/78 enter into force on 1st September 2002
 Category of Tanker
o Category 1 oil tanker:
 Oil tanker of 20,000 tons deadweight and above carrying crude oil, fuel oil, heavy diesel
oil or lubricating oil as cargo, and of 30,000 tons deadweight and above carrying oil
other than the above, which does not comply with the requirements for new oil
tankers as defined in Regulation 1(26) of Annex1 of MARPOL 73/78.
o Category 2 of oil tanker:
 Oil tanker of 20,000 tons deadweight and above carrying crude oil, fuel oil, heave diesel
oil or lubricating oil as cargo, out of 30,000 tons deadweight and above carrying oil
other than the above, which complies with the requirements for new oil tankers
o Category 3 oil tanker
 Oil tanker of 5,000 tons deadweight and above but less than than specified as Category
1 and Category 2 oil tanker.
 It has been developed on the basis of Annex B of the Guidelines on the Enhanced Programme of
Inspections, which are carried out in accordance with Chapter XI-1 of the SOLAS convention
 It applies to surveys of the hull structure in way of cargo tanks, pump rooms, cofferdams, pipe tunnels,
void spaces within the cargo tanks, and all ballast tanks.
 The first CAS survey shall be carried out along with the enhanced programme of inspections,
concurrent with the intermediate or renewal survey after 05-04-2005 or when the ship reaches 15
years of age, whichever occurs later. Thereafter it shall be carried out at intervals of 5 ½ years
 It shall be carried out by the Flag State or by RO.
 PROCEDURE OF SURVEY
o Ship owner shall notify the Flag State and RO of its intention to proceed with the CAS
o RO shall issue a Survey Planning Questionnaire to the owner in the prescribed format
o The owner shall complete the questionnaire and send it to the RO and the Flag State.
o Owner shall prepare a Survey Plan for the CAS, in co-operation with the RO and the Flag State,
and submit it to both of them
o The plan shall be developed using the Model Survey Plan set out in the appendix to this
Scheme
o Extent of the survey shall be in accordance with this Scheme and the enhanced programme of
inspections, including close-up surveys and thickness measurements
o The survey shall be conducted safely in accordance with the mandatory requirements stated in
the appendix to this Scheme.
o At least 2 qualified exclusive surveyors of the RO, who have been trained and are experienced
in carrying out intermediate or renewal surveys, shall carry out this survey. They shall also
supervise the taking of the thickness measurement
o To ensure safe and efficient execution of the survey, a meeting shall be held between the
surveyors, owner’s representative, thickness measurement firm operator and Master.
o All recommendations and conditions of class shall be rectified to the satisfaction of the RO.
o Surveyor/s shall prepare the CAS Survey Report, as stated in this Scheme, and forward it to RO
headquarters for review, along with photographs, sketches, scantlings, etc.
o After review, the RO shall prepare the CAS Final Report, as stated in this Scheme, and submit it
to the Flag State.
o The RO shall issue an Interim Statement of Compliance to the tanker in the prescribed format,
valid for 5 months or till the Statement of compliance is issued by the Flag State, whichever is
earlier.
o The Flag State shall review the final report and prepare a Review Record.
o On satisfactory completion of the above actions, the Flag State shall issue a Statement of
Compliance to the tanker in the prescribed format, valid for £ 5 ½ years, along with the final
report of the RO and the review record of the State. On issue of this statement, the interim
statement issued by the RO shall expire.
CONTINUOUS SURVEY OF HULL

 APPLICATION
o This system covers internal examinations, close-up surveys and thickness measurements of
tanks and spaces and pressure tests of tanks.
o (2) This system is not applicable to oil tankers, bulk carriers, ships carrying dangerous chemicals
in bulk and general dry cargo ships of not less than 500 gross tonnage.
o (3) For ships more than 10 years of age, the ballast tanks are to be internally examined twice in
each five-year class period, ie. once within the scope of the intermediate survey and once
within the scope of the continuous system for the special survey
o CHS is not applicable to ESP ships
 DETAILS:
o Each cycle of Continuous Hull Surveys is to be planned to commence at the time of the next
survey to classification survey or any special survey and complete internal examinations
(including thickness measurements) of each tank and space and pressure tests by the
completion of the subsequent special surveys.
o “Continuous Hull Survey Record” survey file is to be maintained on board..
o After confirming that the submitted CHS plan complies with the requirements for all tanks and
spaces, the application is to be approved and returned to the applicant for placing in the
onboard survey file. (One copy is to be forwarded to Classification Department.)
LIST OF CONVENTIONS
 Key IMO Conventions
o International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended
o International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto and by the Protocol of 1997(MARPOL)
o International Convention on Standards of Training, Certification and Watch keeping for
Seafarers ( STCW ) as amended, including the 1995 and 2010 Manila Amendments
 Other conventions relating to maritime safety and security and ship/port interface
o Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972
o Convention on Facilitation of International Maritime Traffic (FAL), 1965
o International Convention on Load Lines (LL), 1966
o International Convention on Maritime Search and Rescue (SAR), 1979
o Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation
(SUA), 1988, and Protocol for the Suppression of Unlawful Acts Against the Safety of Fixed
Platforms located on the Continental Shelf (and the 2005 Protocols)
o International Convention for Safe Containers (CSC), 1972
o Convention on the International Maritime Satellite Organization (IMSO C), 1976
o The Torremolinos International Convention for the Safety of Fishing Vessels (SFV), 1977,
superseded by the The 1993 Torremolinos Protocol; Cape Town Agreement of 2012 on the
Implementation of the Provisions of the 1993 Protocol relating to the Torremolinos
International Convention for the Safety of Fishing Vessels
o International Convention on Standards of Training, Certification and Watchkeeping for Fishing
Vessel Personnel (STCW-F), 1995
o Special Trade Passenger Ships Agreement (STP), 1971 and Protocol on Space Requirements for
Special Trade Passenger Ships, 1973
 Other conventions relating to prevention of marine pollution
o International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution
Casualties (INTERVENTION), 1969
o Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter
(LC), 1972 (and the 1996 London Protocol)
o International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC),
1990
o Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and
Noxious Substances, 2000 (OPRC-HNS Protocol)
o International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS), 2001
o International Convention for the Control and Management of Ships' Ballast Water and
Sediments, 2004
o The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of
Ships, 2009
 Conventions covering liability and compensation
o International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
o 1992 Protocol to the International Convention on the Establishment of an International Fund
for Compensation for Oil Pollution Damage (FUND 1992)
o Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material
(NUCLEAR), 1971
o Athens Convention relating to the Carriage of Passengers and their Luggage by Sea (PAL), 1974
o Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
o International Convention on Liability and Compensation for Damage in Connection with the
Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996 (and its 2010 Protocol)
o International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
o Nairobi International Convention on the Removal of Wrecks, 2007
 Other subjects
o International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
o International Convention on Salvage (SALVAGE), 1989
SOLAS
 Adoption: 1 November 1974; Entry into force: 25 May 1980
 The SOLAS Convention in its successive forms is generally regarded as the most important of all
international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in
response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974
version includes the tacit acceptance procedure - which provides that an amendment shall enter into
force on a specified date unless, before that date, objections to the amendment are received from an
agreed number of Parties.
 A SOLAS ship (as defined in Maritime Rule Part 21) is any ship to which the International Convention for
the Safety of Life at Sea 1974 applies; namely: a passenger ship engaged on an international voyage,
or. a non-passenger ship of 500 tons’ gross tonnage or more engaged on an international voyage.
 The regulations, unless expressly provided otherwise, do not apply to:
o Ships of war and troopships.
o Cargo ships of less than 500 gross tons.
o Ships not propelled by mechanical means.
o Wooden ships of primitive build.
o Pleasure yachts not engaged in trade.
o Fishing vessels.
 Chapter I - General Provisions
o Includes regulations concerning the survey of the various types of ships and the issuing of
documents signifying that the ship meets the requirements of the Convention. The Chapter
also includes provisions for the control of ships in ports of other Contracting Governments.
 Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
o The subdivision of passenger ships into watertight compartments must be such that after
assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for
watertight integrity and bilge pumping arrangements for passenger ships are also laid down as
well as stability requirements for both passenger and cargo ships.
o The degree of subdivision - measured by the maximum permissible distance between two
adjacent bulkheads - varies with ship's length and the service in which it is engaged. The
highest degree of subdivision applies to passenger ships.
o Requirements covering machinery and electrical installations are designed to ensure that
services which are essential for the safety of the ship, passengers and crew are maintained
under various emergency conditions.
o "Goal-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new
ships to be designed and constructed for a specified design life and to be safe and
environmentally friendly, in intact and specified damage conditions, throughout their life.
Under the regulation, ships should have adequate strength, integrity and stability to minimize
the risk of loss of the ship or pollution to the marine environment due to structural failure,
including collapse, resulting in flooding or loss of watertight integrity.
 Chapter II-2 - Fire protection, fire detection and fire extinction
o Includes detailed fire safety provisions for all ships and specific measures for passenger ships,
cargo ships and tankers.
o They include the following principles: division of the ship into main and vertical zones by
thermal and structural boundaries; separation of accommodation spaces from the remainder of
the ship by thermal and structural boundaries; restricted use of combustible materials;
detection of any fire in the zone of origin; containment and extinction of any fire in the space of
origin; protection of the means of escape or of access for fire-fighting purposes; ready
availability of fire-extinguishing appliances; minimization of the possibility of ignition of
flammable cargo vapour.
 Chapter III - Life-saving appliances and arrangements
o The Chapter includes requirements for life-saving appliances and arrangements, including
requirements for life boats, rescue boats and life jackets according to type of ship. The
International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs
and is mandatory under Regulation 34, which states that all life-saving appliances and
arrangements shall comply with the applicable requirements of the LSA Code.
 Chapter IV - Radio communications
o The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All
passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages
are required to carry equipment designed to improve the chances of rescue following an
accident, including satellite emergency position indicating radio beacons (EPIRBs) and search
and rescue transponders (SARTs) for the location of the ship or survival craft.
o Regulations in Chapter IV cover undertakings by contracting governments to provide
radiocommunication services as well as ship requirements for carriage of radiocommunications
equipment. The Chapter is closely linked to the Radio Regulations of the International
Telecommunication Union.
 Chapter V - Safety of navigation
o Chapter V identifies certain navigation safety services which should be provided by Contracting
Governments and sets forth provisions of an operational nature applicable in general to all
ships on all voyages. This is in contrast to the Convention as a whole, which only applies to
certain classes of ship engaged on international voyages.
o The subjects covered include the maintenance of meteorological services for ships; the ice
patrol service; routeing of ships; and the maintenance of search and rescue services.
o This Chapter also includes a general obligation for masters to proceed to the assistance of
those in distress and for Contracting Governments to ensure that all ships shall be sufficiently
and efficiently manned from a safety point of view.
o The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship
identification systems (AIS).
 Chapter VI - Carriage of Cargoes
o The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their
particular hazards to ships or persons on board, may require special precautions". The
regulations include requirements for stowage and securing of cargo or cargo units (such as
containers). The Chapter requires cargo ships carrying grain to comply with the International
Grain Code.
 Chapter VII - Carriage of dangerous goods
o The regulations are contained in three parts:
o Part A - Carriage of dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labelling and placarding, documentation and stowage of
dangerous goods. Contracting Governments are required to issue instructions at the national
level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG)
Code, developed by IMO, which is constantly updated to accommodate new dangerous goods
and to supplement or revise existing provisions.
o Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation,
stowage and segregation requirements for these goods and requires reporting of incidents
involving such goods.
o Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk
and requires chemical tankers to comply with the International Bulk Chemical Code (IBC Code).
o Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas
carriers to comply with the requirements of the International Gas Carrier Code (IGC Code).
o Part D includes special requirements for the carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships and requires ships carrying such
products to comply with the International Code for the Safe Carriage of Packaged Irradiated
Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).
o The chapter requires carriage of dangerous goods to be in compliance with the relevant
provisions of the International Maritime Dangerous Goods Code (IMDG Code).
 Chapter VIII - Nuclear ships
o Gives basic requirements for nuclear-powered ships and is particularly concerned with
radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear Merchant
Ships which was adopted by the IMO Assembly in 1981.
 Chapter IX - Management for the Safe Operation of Ships
o The Chapter makes mandatory the International Safety Management (ISM) Code, which
requires a safety management system to be established by the shipowner or any person who
has assumed responsibility for the ship (the "Company").
 Chapter X - Safety measures for high-speed craft
o The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC
Code).
 Chapter XI-1 - Special measures to enhance maritime safety
o The Chapter clarifies requirements relating to authorization of recognized organizations
(responsible for carrying out surveys and inspections on Administrations' behalves); enhanced
surveys; ship identification number scheme; and port State control on operational
requirements.
 Chapter XI-2 - Special measures to enhance maritime security
o Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security
Code (ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best
to comply with the mandatory requirements. Regulation XI-2/8 confirms the role of the Master
in exercising his professional judgement over decisions necessary to maintain the security of
the ship. It says he shall not be constrained by the Company, the charterer or any other person
in this respect.
o Regulation XI-2/5 requires all ships to be provided with a ship security alert system.
o Regulation XI-2/6 covers requirements for port facilities, providing among other things for
Contracting Governments to ensure that port facility security assessments are carried out and
that port facility security plans are developed, implemented and reviewed in accordance with
the ISPS Code.
o Other regulations in this chapter cover the provision of information to IMO, the control of ships
in port, (including measures such as the delay, detention, restriction of operations including
movement within the port, or expulsion of a ship from port), and the specific responsibility of
Companies.
 Chapter XII - Additional safety measures for bulk carriers
o The Chapter includes structural requirements for bulk carriers over 150 metres in length.
 Chapter XIII - Verification of compliance
o Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
 Chapter XIV - Safety measures for ships operating in polar waters
o The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the
International Code for Ships Operating in Polar Waters (the Polar Code).
 Amendments
o The 1974 Convention has been amended many times to keep it up to date.
MARPOL
 International Convention for the Prevention of Pollution from Ships (MARPOL)
 Adoption: 1973 (Convention), 1978 (1978 Protocol), 1997 (Protocol - Annex VI); Entry into force: 2
October 1983 (Annexes I and II)
 The Convention includes regulations aimed at preventing and minimizing pollution from ships - both
accidental pollution and that from routine operations - and currently includes six technical Annexes.
Special Areas with strict controls on operational discharges are included in most Annexes.
 Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)
o Covers prevention of pollution by oil from operational measures as well as from accidental
discharges; the 1992 amendments to Annex I made it mandatory for new oil tankers to have
double hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which
was subsequently revised in 2001 and 2003.
o Special Areas
 the Mediterranean Sea area
 the Baltic Sea area
 the Black Sea area
 the Red Sea area
 the Gulfs area
 the Gulf of Aden area
 the Antarctic area
 the North West European waters include the North Sea and its approaches, the Irish
Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part
of the North East Atlantic immediately to the west of Ireland.
 the Oman area of the Arabian Sea
o An International Oil Pollution Prevention Certificate shall be issued, to any oil tanker of 150
gross tonnage and above and any other ships of 400 gross tonnage and above which are
engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
present Convention.
o Regulation 17 - Oil Record Book, Part I (Machinery space operations)
 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage
and above other than an oil tanker
 It shall be preserved for a period of three years after the last entry has been made.
o Regulation 19 - Double hull and double bottom requirements for oil tankers delivered on or
after 6 July 1996.
 Wing tanks or spaces
 w= 0.5 + (DW/20000) m
o w = 2.0 m, whichever is the lesser
o The minimum value of w = 1.0 m.
 Double bottom tanks or spaces
 At any cross-section, the depth of each double bottom tank or space shall be
such that the distance h between the bottom of the cargo tanks and the
moulded line of the bottom shell plating measured at right angles to the
bottom shell plating
o h = B/15 (m) or
o h = 2.0 m, whichever is the lesser
o The minimum value of h = 1.0 m.
 Turn of the bilge area or at locations without a clearly defined turn of the bilge
 When the distances h and w are different, the distance w shall have preference
at levels exceeding 1.5h above the baseline
o Regulation 26 - Limitations of size and arrangement of cargo tanks
 Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical
outflow Oc or Os calculated in accordance with the provisions of regulation 25 of this
Annex anywhere in the length of the ship does not exceed 30,000 cubic metres
or , whichever is the greater, but subject to a maximum of 40,000 cubic
metres.
 The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent
of the limits of the hypothetical oil outflow
 The volume of any one centre cargo oil tank shall not exceed 50,000 cubic metres.
o Regulation 29 - Slop tanks
 The arrangements of the slop tank or combination of slop tanks shall have a capacity
necessary to retain the slop generated by tank washings, oil residues and dirty ballast
residues.
 The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil-
carrying capacity of the ship, except that the Administration may accept:
 2% for such oil tankers where the tank washing arrangements are such that
once the slop tank or tanks are charged with washing water, this water is
sufficient for tank washing
 2% where segregated ballast tanks or dedicated clean ballast tanks are
provided
o This capacity may be further reduced to 1.5% for such oil tankers
where the tank washing arrangements are such that once the slop tank
or tanks are charged with washing water, this water is sufficient for
tank washing
 1% for combination carriers where oil cargo is only carried in tanks with
smooth walls. This capacity may be further reduced to 0.8% where the tank
washing arrangements are such that once the slop tank or tanks are charged
with washing water, this water is sufficient for tank washing and, where
applicable, for providing the driving fluid for eductors, without the introduction
of additional water into the system
 Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979
shall be provided with at least two slop tanks.
o Regulation 37 - Shipboard oil pollution emergency plan
 Every oil tanker of 150 gross tonnages and above and every ship other than an oil
tanker of 400 gross tonnages and above shall carry on board a shipboard oil pollution
emergency plan approved by the Administration
 Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into
force 2 October 1983)
o Details the discharge criteria and measures for the control of pollution by noxious liquid
substances carried in bulk; some 250 substances were evaluated and included in the list
appended to the Convention; the discharge of their residues is allowed only to reception
facilities until certain concentrations and conditions (which vary with the category of
substances) are complied with.
o In any case, no discharge of residues containing noxious substances is permitted within 12
miles of the nearest land.
o Regulation 6: Categorization and listing of noxious liquid substances and other substances
 Category X: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a major hazard to either
marine resources or human health and, therefore, justify the prohibition of the
discharge into the marine environment;
 Acetone Cyanohydrin, Carbon Di Sulphide, Nonyl Phenol, Di Butyl Pthalate,
Epichlorohydrin, Ethyl Acrylate Monomer, Vinyl Toluene, Butyl Benzyl Pthalate,
Alpha Methyl Styrene, Calcium Naphthalate
 Category Y: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a hazard to either marine
resources or human health or cause harm to amenities or other legitimate uses of the
sea and therefore justify a limitation on the quality and quantity of the discharge into
the marine environment;
 Acrylonitrile, Biodiesels, Carbon Tetrachloride, Caustic coda, Ethylene di
Chloride, MDI, Lub Additives, Phenol, Sulphuric acid, Benzene, Toluene, Xylene,
Ethylene Glycol, Methanol, Lard, Palm Oils, All VEG OILS and FATS, Hexane,
Vinyl acetate
 Category Z: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either
marine resources or human health and therefore justify less stringent restrictions on
the quality and quantity of the discharge into the marine environment;
 Acetone, Acetic acid, Dodecyl Benzene, Methyl Ethyl Ketone, MTBE, Phosphoric
acid, Urea
 Other substances: Substances indicated as OS (Other substances) in the pollution
category column of chapter 18 of the International Bulk Chemical Code which have
been evaluated and found to fall outside category X, Y or Z
 apple juice, clay slurry, coal slurry, dextrose solution, glucose solution, kaoline
slurry, molasses, water
o An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances
in Bulk shall be issued to any ship intended to carry noxious liquid substances in bulk and which
is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the
Convention.
o Regulation 12: Pumping, piping, unloading arrangements and slop tanks
 Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be
provided with a pumping and piping arrangement to ensure that each tank certified for
the carriage of substances in category X or Y does not retain a quantity of residue in
excess of 100 litres in the tank and its associated piping and that each tank certified for
the carriage of substances in category Z does not retain a quantity of residue in excess
of 300 litres in the tank and its associated piping
 Ships certified to carry substances of category X, Y or Z shall have an underwater
discharge outlet
o Regulation 13: Control of discharges of residues of noxious liquid substances
 the ship is proceeding enroute at a speed of at least 7 knots in the case of self-
propelled ships or at least 4 knots in the case of ships which are not self-propelled
 the discharge is made below the waterline through the underwater discharge outlet(s)
not exceeding the maximum rate for which the underwater discharge outlet(s) is (are)
designed;
 the discharge is made at a distance of not less than 12 nautical miles from the nearest
land in a depth of water of not less than 25 metres
 Discharge of residues of category X
 A tank from which a substance in category X has been unloaded shall be
prewashed before the ship leaves the port of unloading. The resulting residues
shall be discharged to a reception facility until the concentration of the
substance in the effluent to such facility, as indicated by analyses of samples of
the effluent taken by the surveyor, is at or below 0.1% by weight.
 Discharge of residues of category Y and Z
 If the unloading of a substance of category Y or Z is not carried out in
accordance with the Manual, a prewash shall be carried out before the ship
leaves the port of unloading, unless alternative measures are taken to the
satisfaction of the surveyor.
 The resulting tank washings of the prewash shall be discharged to a reception
facility at the port of unloading or another port with a suitable reception facility
provided that it has been confirmed in writing that a reception facility at that
port is available and is adequate for such a purpose
 In the Antarctic Area any discharge into the sea of noxious liquid substances or
mixtures containing such substances is prohibited.
o Regulation 14: Procedures and Arrangements Manual
 The main purpose of the Manual is to identify for the ship’s officers the physical
arrangements and all the operational procedures with respect to cargo handling, tank
cleaning, slops handling and cargo tank ballasting and deballasting which must be
followed in order to comply with the requirements of this Annex.
o Regulation 15: Cargo Record Book
 Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered
into force 1 July 1992)
o Contains general requirements for the issuing of detailed standards on packing, marking,
labelling, documentation, stowage, quantity limitations, exceptions and notifications.
o For the purpose of this Annex, “harmful substances” are those substances which are identified
as marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or
which meet the criteria in the Appendix of Annex III.
 Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)
o Contains requirements to control pollution of the sea by sewage; the discharge of sewage into
the sea is prohibited, except when the ship has in operation an approved sewage treatment
plant or when the ship is discharging comminuted and disinfected sewage using an approved
system at a distance of more than three nautical miles from the nearest land; sewage which is
not comminuted or disinfected has to be discharged at a distance of more than 12 nautical
miles from the nearest land.
o Sewage means
 drainage and other wastes from any form of toilets and urinals;
 drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs
and scuppers located in such premises
 drainage from spaces containing living animals; or
 other waste waters when mixed with the drainages defined above
o The provisions of this Annex shall apply to the following ships engaged in international voyages:
 new ships of 400 gross tonnage and above; and
 new ships of less than 400 gross tonnages which are certified to carry more than 15
persons
 existing ships of 400 gross tonnages and above, five years after the date of entry into
force of this Annex
 existing ships of less than 400 gross tonnages which are certified to carry more than 15
persons, five years after the date of entry into force of this Annex.
o Regulation 4 – Surveys
 An initial survey before the ship is put in service or before the Certificate which shall
include a complete survey of its structure, equipment, systems, fittings, arrangements
and material in so far as the ship is covered by this Annex. This survey shall be such as
to ensure that the structure, equipment, systems, fittings, arrangements and materials
fully comply with the applicable requirements of this Annex.
 An additional survey, either general or partial, according to the circumstances, shall be
made after a repair resulting from investigations prescribed in paragraph 4 of this
regulation, or whenever any important repairs or renewals are made. The survey shall
be such as to ensure that the necessary repairs or renewals have been effectively
made, that the material and workmanship of such repairs or renewals are in all
respects satisfactory and that the ship complies in all respects with the requirements of
this Annex.
o An International Sewage Pollution Prevention Certificate shall be issued, after an initial or
renewal survey
o Regulation 11 - Discharge of sewage
 the ship is discharging comminuted and disinfected sewage using a system at a
distance of more than 3 nautical miles from the nearest land, or sewage which is not
comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land, provided that, in any case, the sewage that has been stored in holding
tanks shall not be discharged instantaneously but at a moderate rate when the ship is
enroute and proceeding at not less than 4 knots; the rate of discharge shall be
approved by the Administration based upon standards developed by the Organization;
or
 the ship has in operation an approved sewage treatment plant which has been certified
by the Administration to meet the operational requirements
 the test results of the plant are laid down in the ship's International Sewage Pollution
Prevention Certificate
 additionally, the effluent shall not produce visible floating solids nor cause discoloration
of the surrounding water
 Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
o Deals with different types of garbage and specifies the distances from land and the manner in
which they may be disposed of; the most important feature of the Annex is the complete ban
imposed on the disposal into the sea of all forms of plastics.
o Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and
parts thereof, generated during the normal operation of the ship and liable to be disposed of
continuously or periodically except those substances which are defined or listed in other
Annexes to the present Convention.
 Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)
o Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits
deliberate emissions of ozone depleting substances; designated emission control areas set
more stringent standards for SOx, NOx and particulate matter. A chapter adopted in 2011
covers mandatory technical and operational energy efficiency measures aimed at reducing
greenhouse gas emissions from ships.
o Regulation 12 - Ozone-depleting substances
 Regulation 12 does not apply to permanently sealed equipment where there are no
refrigerant charging connections or potentially removable components containing ODS
 Each ship is to maintain a list of equipment containing ODS and also an ODS Record
Book, recording each occasion of actions affecting that equipment such as servicing,
maintaining, repairing or disposing of the system or the equipment containing ODS.
 Entries in the ODS Record Book are to be recorded in terms of mass (kg) of the
substance and be completed without delay on each occasion with respect to the
following
 Recharge, full or partial, of equipment containing ODS
 Repair or maintenance of equipment containing ODS
 Discharge of ODS to atmosphere - deliberate and non-deliberate
 Discharge of ODS to land-based facilities
 Supply of ODS to ship
o Regulation 13 - Nitrogen oxides (NOx)
 This regulation shall apply to:
 each diesel engine with a power output of more than 130 kW which is installed
on a ship constructed or undergone major conversion on or after 1 January
2000; and
 The control of diesel engine NOx emissions is achieved through the survey and
certification requirements leading to the issue of an Engine International Air Pollution
Prevention (EIAPP) Certificate
 The Tier III controls apply only to the specified ships while operating in Emission
Control Areas (ECA)established to limit NOx emissions, outside such areas the Tier II
controls apply.
 A marine diesel engine that is installed on a ship constructed on or after 1 January 2016
and operating in the North American ECA and the United States Caribbean Sea ECA
shall comply with the Tier III NOx standards.
Total weighted cycle emission limit (g/kWh)

Ship construction
Tier n = engine’s rated speed (rpm)
date on or after
n < 130 n = 130 - 1999 n ≥ 2000
45·n(-0.2)
I 1 January 2000 17.0 9.8
e.g., 720 rpm – 12.1
44·n(-0.23)
II 1 January 2011 14.4 7.7
e.g., 720 rpm – 9.7
9·n(-0.2)
III 1 January 2016* 3.4 2.0
e.g., 720 rpm – 2.4
 Consequently, a diesel engine having an EIAPP Certificate is approved, by, or on behalf
of (since almost all engine certification work is delegated to Recognized Organizations),
the flag State of the ship onto which it is to be installed, to a stated Tier for one or
more duty test cycles, for a particular rating or rating range, and with
defined NOx critical components, settings and operating values including options if
applicable. Any amendments to these aspects are to be duly approved and
documented
 For each NOx certified diesel engine there must be onboard an approved Technical
File, NOx Technical Code 2008, regulation 2.3.4, which both defines the engine as
approved and provides the applicable survey regime together with any relevant
approved amendment documentation.
o Regulation 14 - Sulphur oxides (SOx)
 Ships trading in designated emission control areas will have to use on board fuel oil
with a sulphur content of no more than 0.10% from 1 January 2015,
 Outside the emission control areas, the current limit for sulphur content of fuel oil is
3.50%, falling to 0.50% m/m on and after 1 January 2020. The 2020 date is subject to a
review, to be completed by 2018, as to the availability of the required fuel oil.
Depending on the outcome of the review, this date could be deferred to 1 January
2025.
 an exhaust gas cleaning system, approved by the Administration taking into account
guidelines to be developed by the Organization, is applied to reduce the total emission
of sulphur oxides from ships, including both auxiliary and main propulsion engines, to
6.0 g SOx/kW·h or less calculated as the total weight of sulphur dioxide emission. Waste
streams from the use of such equipment shall not be discharged into enclosed ports,
harbours and estuaries unless it can be thoroughly documented by the ship that such
waste streams have no adverse impact on the ecosystems of such enclosed ports,
harbours and estuaries, based upon criteria communicated by the authorities of the
port State to the Organization.
o Regulation 15 - Volatile organic compounds
 This regulation only applies to tankers. However, this regulation also applies to gas
carriers only if the types of loading and containment system allow safe retention of
non-methane VOCs on board or their safe return ashore
 There are two aspects of VOC control within this regulation.
 In the first, regulations 15.1 – 15.5 and 15.7, control on VOC emitted to the
atmosphere in respect of certain ports or terminals is achieved by a
requirement to utilize a vapour emission control system (VECS).
 The second aspect of this regulation, regulation 15.6, requires that all tankers
carrying crude oil have an approved and effectively implemented ship specific
VOC Management Plan covering at least the points given in the regulation.
o Regulation 16 - Shipboard incineration
 Shipboard incineration of the following substances shall be prohibited:
 Annex I, II and III cargo residues of the present Convention and related
contaminated packing materials;
 polychlorinated biphenyls (PCBs);
 garbage, as defined in Annex V of the present Convention, containing more
than traces of heavy metals; and
 refined petroleum products containing halogen compounds.
 Shipboard incineration of sewage sludge and sludge oil generated during the normal
operation of a ship may also take place in the main or auxiliary power plant or boilers,
but in those cases, shall not take place inside ports, harbours and estuaries.
 Monitoring of combustion flue gas outlet temperature shall be required at all times and
waste shall not be fed into a continuous-feed shipboard incinerator when the
temperature is below the minimum allowed temperature of 850 degrees Centigrade.
For batch-loaded shipboard incinerators, the unit shall be designed so that the
temperature in the combustion chamber shall reach 600 degrees Centigrade within five
minutes after start-up.
o Regulation 18 - Fuel oil quality
 details of fuel oil for combustion purposes delivered to and used on board shall be
recorded by means of a bunker delivery note which shall contain at least the
information specified
 Name and IMO number of receiving ship
 Port
 Date of commencement of delivery
 Name, address, and telephone number of marine fuel oil supplier
 Product name(s)
 Quantity (metric tons)
 Density at 15°C (kg/m3)
 Sulphur content (% m/m)
 A declaration signed and certified by the fuel oil supplier's representative that
the fuel oil supplied is in conformity with regulation
 The bunker delivery note shall be kept on board the ship in such a place as to be readily
available for inspection at all reasonable times. It shall be retained for a period of three
years after the fuel oil has been delivered on board.
 The sample is to be sealed and signed by the supplier's representative and the master
or officer in charge of the bunker operation on completion of bunkering operations and
retained under the ship's control until the fuel oil is substantially consumed, but in any
case, for a period of not less than 12 months from the time of delivery.
o Chapter 4 Annex 6
 The regulations apply to all ships of 400 gross tonnages and above. However, under
regulation 19, the Administration may waive the requirements for new ships up to a
maximum of 4 years
AMMENDMENTS:
 SOLAS AMMENDMENTS (1st Jan 2016):
o SOLAS regulation II-1/29 on steering gear, to update the requirements relating to sea trials.
 For a number of ship types, such as container ships, it is impractical to demonstrate
compliance with the requirement during sea trials at its deepest seagoing draught and
running ahead at the speed corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch.
 the IMO has adopted the alternative way to demonstrate the requirements of steering
gear. Where it is impracticable to demonstrate the requirement for steering gear with
the ship at its deepest seagoing draught, ships may demonstrate compliance with the
requirement by one of the following methods:
1. The ship is at even keel and the rudder fully submerged whilst running ahead at
the speed corresponding to the number of maximum continuous revolutions of
the main engine and maximum design pitch
2. Where full rudder immersion during sea trials cannot be achieved, an
appropriate ahead speed shall be calculated using the submerged rudder blade
area in the proposed sea trial loading condition. The calculated ahead speed
shall result in a force and torque applied to the main steering gear which is at
least as great as if it was being tested with the ship at its deepest seagoing
draught and running ahead at the speed corresponding to the number of
maximum continuous revolutions of the main engine and maximum design
pitch
3. The rudder force and torque at the sea trial loading condition have been
reliably predicted and extrapolated to the full load condition
o to introduce mandatory requirements for inert gas systems on board new oil and chemical
tankers of 8,000 dwt and above, and for ventilation systems on board new ships; related
amendments to the International Code for Fire Safety Systems (FSS Code) on inert gas
systems.
o SOLAS regulation II-2/10, concerning fire protection requirements for new ships designed to
carry containers on or above the weather deck.
 All new ships designed to carry containers on or above the weather deck shall be fitted
with at least one water mist lance, in addition to all other fire protection arrangements
that should be provided on board as per existing regulations
 All new ships designed to carry five or more tiers of containers on or above the weather
deck shall also be provided with mobile water monitors, in addition to the water mist
lance mentioned above and all other fire protection arrangements that should be
provided on board as per existing regulations. Ships with a breadth up to 30 m should
be provided with at least two mobile water monitors and ships with a breadth
exceeding 30 m or more should be provided with at least four mobile water monitors
o SOLAS implement new regulation II-2/20-1, which improves requirements for safety
measures for vehicle carriers with Ro-RO ships, used for carriage of motor vehicles with
compressed hydrogen or compressed natural gas in their tanks for their own propulsion
o amendments to the International Life-Saving Appliance (LSA) Code related to the testing of
lifejackets.
o Amendments to number of treaties to make the use of the IMO Instruments Implementation
Code (III Code) mandatory.
 SOLAS AMMENDMENT (1st JULY 2016):

o container weight verification
 require mandatory verification of the gross mass of containers, either by weighing the
packed container; or weighing all packages and cargo items, using a certified method
approved by the competent authority of the State in which packing of the container
was completed.
o atmosphere testing
 Amendments to add a new SOLAS regulation XI-1/7 on Atmosphere testing instrument
for enclosed spaces, to require ships to carry an appropriate portable atmosphere
testing instrument or instruments, capable of measuring concentrations of oxygen,
flammable gases or vapours, hydrogen sulphide and carbon monoxide, prior to entry
into enclosed spaces.
o Regulation II-1/2 and II-1/3-10: Goal Based Ship construction standard for bulk carrier and oil
tanker
 SOLAS AMMENDMENT (1st JAN 2017):

o Polar Code
 The International Code for Ships Operating in Polar Waters (Polar Code) and related
amendments to make it mandatory under both SOLAS and MARPOL enter into force.
 The Polar Code will apply to new ships constructed after 1 January 2017. Ships
constructed before 1 January 2017 will be required to meet the relevant requirements
of the Polar Code by the first intermediate or renewal survey, whichever occurs first,
after 1 January 2018
o IGF Code
 International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF
Code), along with amendments to make the Code mandatory under SOLAS enter into
force
 The IGF Code contains mandatory provisions for the arrangement, installation, control
and monitoring of machinery, equipment and systems using low-flashpoint fuels,
focusing initially on LNG.
 MARPOL AMMENDMENTS (1st JAN 2016)
o carriage of stability instruments
 on mandatory carriage requirements for a stability instrument for oil tankers and
chemical tankers.
o heavy fuel oil as ballast prohibited in Antarctic
 MARPOL Annex I regulation 43; special requirements for the use or carriage of oils in
the Antarctic area, to prohibit ships from carrying heavy grade oil on board as ballast;
o MARPOL Annex III, concerning the appendix on criteria for the identification of harmful
substances in packaged form;
o MARPOL Annex VI, concerning regulation 2 (Definitions), regulation 13 (Nitrogen Oxides (NOx)
and the Supplement to the International Air Pollution Prevention Certificate (IAPP Certificate),
in order to include reference to gas as fuel and to gas-fuelled engines.
 MARPOL AMMENDMENTS (1st JAN 2017)
o Amendments to regulation 12 of MARPOL Annex I, concerning tanks for oil residues (sludge).
The amendments update and revise the regulation, expanding on the requirements for
discharge connections and piping to ensure oil residues are properly disposed of

CLC, FUND AND SUPPLEMENTARY FUND
 Compensation for pollution damage caused by spills from oil tankers is governed by an international
regime elaborated under the auspices of the International Maritime Organization
 CLC CONVENTION
 Adoption: 29 November 1969;
 Entry into force: 19 June 1975;
 Being replaced by 1992 Protocol: Adoption: 27 November 1992;
 Entry into force: 30 May 1996
o The Civil Liability Convention was adopted to ensure that adequate compensation is available
to persons who suffer oil pollution damage resulting from maritime casualties involving oil-
carrying ships.
o The Convention places the liability for such damage on the owner of the ship from which the
polluting oil escaped or was discharged.
o The Convention requires ships covered by it to maintain insurance or other financial security in
sums equivalent to the owner's total liability for one incident.
o The Convention applies to all seagoing vessels actually carrying oil in bulk as cargo, but only
ships carrying more than 2,000 tons of oil are required to maintain insurance in respect of oil
pollution damage
o The 2000 Amendments
 Adoption: 18 October 2000
 Entry into force: 1 November 2003
o The amendments raised the compensation limits by 50 percent compared to the limits set in
the 1992 Protocol, as follows:
 For a ship not exceeding 5,000 gross tonnages, liability is limited to 4.51 million SDR
 For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR plus
631 SDR for each additional gross tonne over 5,000
 For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR plus
631 SDR for each additional gross tonne over 5,000
 FUND CONVENTION
 Adoption: 18 December 1971;
 Entry into force: 16 October 1978;
o superseded by 1992 Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996
o The 1969 Brussels Conference considered a compromise proposal to establish an international
fund, to be subscribed to by the cargo interests, which would be available for the dual purpose
of, on the one hand, relieving the shipowner of the burden by the requirements of the new
convention and, on the other hand, providing additional compensation to the victims of
pollution damage in cases where compensation under the 1969 Civil Liability Convention was
either inadequate or unobtainable
o Under the first of its purposes, the Fund is under an obligation to pay compensation to States
and persons who suffer pollution damage, if such persons are unable to obtain compensation
from the owner of the ship from which the oil escaped or if the compensation due from such
owner is not sufficient to cover the damage suffered.
o Under the Fund Convention, victims of oil pollution damage may be compensated beyond the
level of the shipowner's liability. However, the Fund's obligations are limited. Where,
however, there is no shipowner liable or the shipowner liable is unable to meet their liability,
the Fund will be required to pay the whole amount of compensation due. Under certain
circumstances, the Fund's maximum liability may increase
o The Fund can also provide assistance to Contracting States which are threatened or affected by
pollution and wish to take measures against it. This may take the form of personnel, material,
credit facilities or other aid.
o The Fund is not obliged to indemnify the owner if damage is caused by his wilful misconduct or
if the accident was caused, even partially, because the ship did not comply with certain
international conventions
o The 1992 Fund is financed by contributions levied on any person who has received in one
calendar year more than 150 000 tonnes of crude oil and/or heavy fuel oil (contributing oil) in a
Member State of the 1992 Fund..
o The maximum compensation payable by the 1992 Fund is 203 million SDR for incidents
occurring on or after 1 November 2003, irrespective of the size of the ship.
 SUPPLEMENTARY FUND
o The 2003 Protocol establishing an International Oil Pollution Compensation Supplementary
Fund was adopted by a diplomatic conference held at IMO Headquarters in London
o The 2003 Protocol establishing an International Oil Pollution Compensation Supplementary
Fund was adopted by a diplomatic conference held at IMO Headquarters in London
o The total amount of compensation payable for any one incident will be limited to a combined
total of 750 million Special Drawing Rights (SDR) including the amount of compensation paid
under the existing CLC/Fund Convention.
o The supplementary fund will apply to damage in the territory, including the territorial sea, of a
Contracting State and in the exclusive economic zone of a Contracting State.
o For the purposes of the Protocol, there is a minimum aggregate receipt of 1,000,000 tons of
contributing oil in each Contracting State.
 BUNKER CONVENTION
 Adoption: 23 March 2001;
 Entry into force: 21 November 2008
o The Convention was adopted to ensure that adequate, prompt, and effective compensation is
available to persons who suffer damage caused by spills of oil, when carried as fuel in ships'
bunkers.
o a key requirement in the bunkers convention is the need for the registered owner of a vessel to
maintain compulsory insurance cover.
o The Convention requires ships over 1,000 gross tonnage to maintain insurance or other
financial security, such as the guarantee of a bank or similar financial institution, to cover the
liability of the registered owner for pollution damage in an amount equal to the limits of
liability under the applicable national or international limitation regime, but in all cases, not
exceeding an amount calculated in accordance with the Convention on Limitation of Liability
for Maritime Claims
o "bunker oil" is defined as "any hydrocarbon mineral oil, including lubricating oil, used or
intended to be used for the operation or propulsion of the ship, and any residues such as oil."
o The shipowner (including the registered owner, bareboat charterer, manager and operator) is
liable under the Convention
o A P&I Club is a protection and indemnity association of shipowners or operators, offering
mutual insurance, generally for third-party liability risks and the defense of claims. There are 13
Clubs that are a member of the International Group of P&I Clubs, which insure the majority of
the world's tonnage. A "Blue Card" is issued by the P&I Club to provide evidence that there is in
place insurance meeting the liability requirements of the Bunkers Convention.
o The certificate will state the duration of its validity but, in any case, it will not be valid for more
than twelve calendar months
 STOPIA AND TOPIA

o This agreement largely mirrors the current STOPIA contract which has been in force since
March 2005 and under which the owners of relevant tankers of 29,548gt or less agree to
indemnify the 1992 Fund for the difference between the vessel's limit of liability under CLC 92
and SDR 20 million.
o This has the effect of increasing the minimum limit of liability for smaller tankers to SDR 20
million, as opposed to the minimum limit of SDR 4.5 million applicable under CLC 92
o Another difference is that STOPIA 2006 will apply to all states parties to Fund 92 whereas the
existing STOPIA only applies to such states which are also parties to the Supplementary Fund
o TOPIA 2006 is similar to STOPIA 2006 apart from two substantial differences. Firstly, under
TOPIA 2006, tanker owners undertake to indemnify the Supplementary Fund in respect of 50%
of the amount of any claim falling on the Supplementary Fund.
o Secondly, TOPIA 2006 applies to all relevant tankers regardless of size. TOPIA 2006 contains
identical review and adjustment provisions to those set out in STOPIA 2006 so that any
imbalance in the proportion of claims borne by shipowners or oil receivers may be adjusted
prospectively by amending TOPIA 2006 or STOPIA 2006 or both.
o STOPIA
 It applies to all small tankers entered in a P&I Club that is a member of the
International Group, and reinsured through the pooling arrangements of the Group.
 The first incident involving a vessel entered in STOPIA 2006 was the Solar 1 spill that
occurred in the Philippines in 2006.
 In that incident compensation payments made by the 1992 Fund, in excess of the Solar
1’s limitation amount under the 1992 CLC, have been reimbursed to the 1992 Fund
within two weeks of being invoiced by the 1992 Fund.
o TOPIA
 The Tanker Oil Pollution Indemnification Agreement 2006 (TOPIA 2006) is another
voluntary agreement, which applies to all tankers entered in P&I Clubs that are
members of the International Group and reinsured through the pooling arrangements
of the Group.
 Under TOPIA 2006, the Supplementary Fund is indemnified for 50% of any amounts
paid in compensation in respect of incidents involving tankers entered in the
agreement
 LLMC
 Adoption: 19 November 1976; Entry into force: 1 December 1986;
 Protocol of 1996: Adoption: 2 May 1996; Entry into force: 13 May 2004
 Amendments to 1996 Protocol
 Adoption: 19 April 2012; Entry into force: 8 June 2015
o Shipowners and salvors may limit their liability, except if "it is proved that the loss resulted
from his personal act or omission, committed with the intent to cause such a loss, or recklessly
and with knowledge that such loss would probably result".
o The limit of liability for claims for loss of life or personal injury
 ships not exceeding 2,000 gross tonnage is 3.02 million SDR
 For each ton from 2,001 to 30,000 tons, 1,208 SDR
 For each ton from 30,001 to 70,000 tons, 906 SDR
 For each ton in excess of 70,000, 604 SDR
o The limit of liability for property claims for ships
 For each ton in excess of 70,000 tons, 302 SDR
 INTERVENTION CONVENTION
 Adoption: 29 November 1969; Entry into force: 6 May 1975
o The Convention affirms the right of a coastal State to take such measures on the high seas as
may be necessary to prevent, mitigate or eliminate danger to its coastline or related interests
from pollution by oil or the threat thereof, following upon a maritime casualty.
o The coastal State is, however, empowered to take only such action as is necessary, and after
due consultations with appropriate interests including, in particular, the flag State or States of
the ship or ships involved, the owners of the ships or cargoes in question and, where
circumstances permit, independent experts appointed for this purpose.
o The 1969 Intervention Convention applied to casualties involving pollution by oil. In view of the
increasing quantity of other substances, mainly chemical, carried by ships, some of which
would, if released, cause serious hazard to the marine environment, the 1969 Brussels
Conference recognized the need to extend the Convention to cover substances other than oil.
BASEL CONVENTION
 The Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and their
Disposal
 was adopted on 22 March 1989 by the Conference of Plenipotentiaries in Basel, Switzerland,
 Awakening environmental awareness and corresponding tightening of environmental regulations in the
industrialized world in the 1970s and 1980s had led to increasing public resistance to the disposal of
hazardous wastes – in accordance with what became known as the NIMBY (Not in My Back Yard)
syndrome – and to an escalation of disposal costs. This in turn led some operators to seek cheap
disposal options for hazardous wastes in Eastern Europe and the developing world, where
environmental awareness was much less developed and regulations and enforcement mechanisms
were lacking. It was against this background that the Basel Convention was negotiated in the late
1980s, and its thrust at the time of its adoption was to combat the “toxic trade”, as it was termed. The
Convention entered into force in 1992.
 Objective
o The overarching objective of the Basel Convention is to protect human health and the
environment against the adverse effects of hazardous wastes.
o Its scope of application covers a wide range of wastes defined as “hazardous wastes” based on
their origin and/or composition and their characteristics, as well as two types of wastes defined
as “other wastes” - household waste and incinerator ash.
 Aims and provisions:
o the reduction of hazardous waste generation and the promotion of environmentally sound
management of hazardous wastes, wherever the place of disposal;
 addressed through a number of general provisions requiring States to observe the
fundamental principles of environmentally sound waste management
o the restriction of transboundary movements of hazardous wastes except where it is perceived
to be in accordance with the principles of environmentally sound management;
 hazardous wastes may not be exported to Antarctica, to a State not party to the Basel
Convention, or to a party having banned the import of hazardous wastes.
 Parties may, however, enter into bilateral or multilateral agreements on hazardous
waste management with other parties or with non-parties, provided that such
agreements are “no less environmentally sound” than the Basel Convention.
o a regulatory system applying to cases where transboundary movements are permissible
 In all cases where transboundary movement is not, in principle, prohibited, it may take
place only if it represents an environmentally sound solution, if the principles of
environmentally sound management and non-discrimination are observed and if it is
carried out in accordance with the Convention’s regulatory system
o The Convention also provides for the establishment of regional or sub-regional centres for
training and technology transfers regarding the management of hazardous wastes and other
wastes and the minimization of their generation to cater to the specific needs of different
regions and sub regions
 Hazardous Items
o waste may fall under the scope of the Convention is if it is defined as or considered to be a
hazardous waste under the laws of either the exporting country, the importing country, or any
of the countries of transit.
o Clinical wastes from medical care in hospitals, medical centers and clinics
o Wastes from the production and preparation of pharmaceutical products
o Waste pharmaceuticals, drugs and medicines
o Wastes from the manufacture, formulation and use of wood preserving chemicals
o Wastes from heat treatment and tempering operations containing cyanides
o Waste substances and articles containing or contaminated with polychlorinated biphenyls
(PCBs) and/or polychlorinated terphenyls (PCTs) and/or polybrominated biphenyls (PBBs)
o Waste chemical substances arising from research and development or teaching activities which
are not identified and/or are new and whose effects on man and/or the environment are not
known
o Wastes of an explosive nature not subject to other legislation
NAIROBI WRECK REMOVAL CONVENTION
 enter into force on 14 April 2015
 The Convention will provide a sound legal basis for States to remove, or have removed, shipwrecks
that may have the potential to affect adversely the safety of lives, goods and property at sea, as
well as the marine and coastal environment.
 It will make shipowners financially liable and require them to take out insurance or provide other
financial security to cover the costs of wreck removal.
 It will also provide States with a right of direct action against insurers.
 Articles in the Convention cover:
o reporting and locating ships and wrecks - covering the reporting of casualties to the nearest
coastal State; warnings to mariners and coastal States about the wreck; and action by the
coastal State to locate the ship or wreck;
o criteria for determining the hazard posed by wrecks, including depth of water above the
wreck, proximity of shipping routes, traffic density and frequency, type of traffic and
vulnerability of port facilities. Environmental criteria such as damage likely to result from
the release into the marine environment of cargo or oil are also included;
o measures to facilitate the removal of wrecks, including rights and obligations to remove
hazardous ships and wrecks - which sets out when the shipowner is responsible for
removing the wreck and when a State may intervene;
o liability of the owner for the costs of locating, marking and removing ships and wrecks - the
registered shipowner is required to maintain compulsory insurance or other financial
security to cover liability under the convention; and settlement of disputes.
INTERNATIONAL CONVENTION ON TONNAGE MEASUREMENT

 Adoption: 23 June 1969; Entry into force: 18 July 1982
 The present Convention shall apply to the following ships engaged on international voyages:
o ships registered in countries the Governments of which are Contracting Governments;
o ships registered in territories to which the present Convention is extended under Article 20;
and
o unregistered ships flying the flag of a State, the Government of which is a Contracting
Government.
 The Convention meant a transition from the traditionally used terms gross register tons (grt) and net
register tons (nrt) to gross tonnage(GT) and net tonnage (NT).
 Gross tonnage forms the basis for manning regulations, safety rules and registration fees.
 Both gross and net tonnages are used to calculate port dues.
 The gross tonnage is a function of the moulded volume of all enclosed spaces of the ship.
 The net tonnage is produced by a formula which is a function of the moulded volume of all cargo
spaces of the ship.
 The net tonnage shall not be taken as less than 30 per cent of the gross tonnage.
HONGKONG RECYCLING OF SHIPS CONVENTION
 Adoption: 15 May 2009; Entry into force: 24 months after ratification by 15 States, representing 40
per cent of world merchant shipping by gross tonnage, combined maximum annual ship recycling
volume not less than 3 per cent of their combined tonnage
 The Hong Kong Convention) is aimed at ensuring that ships, when being recycled after reaching the
end of their operational lives, do not pose any unnecessary risk to human health and safety or to
the environment.
 Regulations in the new Convention cover: the design, construction, operation and preparation of
ships so as to facilitate safe and environmentally sound recycling, without compromising the safety
and operational efficiency of ships; the operation of ship recycling facilities in a safe and
environmentally sound manner; and the establishment of an appropriate enforcement mechanism
for ship recycling, incorporating certification and reporting requirements
 Ship recycling yards will be required to provide a Ship Recycling Plan, to specify the manner in
which each individual ship will be recycled, depending on its particulars and its inventory. Parties
will be required to take effective measures to ensure that ship recycling facilities under their
jurisdiction comply with the Convention.
 Surveys and certification
o an initial survey before the ship is put in service, or before the International Certificate on
Inventory of Hazardous Materials is issued.
o a renewal survey at intervals specified by the Administration, but not exceeding five years
o an additional survey, either general or partial, according to the circumstances, may be
made at the request of the shipowner after a change, replacement, or significant repair of
the structure, equipment, systems, fittings, arrangements and material
 Certification
o An International Certificate on Inventory of Hazardous Materials shall be issued either by
the Administration or by any person or organization authorized by it after successful
completion of an initial or renewal survey
o An International Ready for Recycling Certificate shall be issued either by the Administration
or by any person or organization authorized by it, after successful completion of a final
survey
o Ship Recycling Facilities authorized by a Party shall prepare a Ship Recycling Facility Plan. A
ship-specific Ship Recycling Plan shall be developed by the Ship Recycling Facility(ies) prior
to any recycling of a ship, taking into account the guidelines developed by the Organization.
 Hazardous Materials
o Asbestos, ODS, Polychlorinated Bi phenyl, Anti-fouling compounds, Cadmium compounds,
Mercury compounds, Radioactive substances
LONDON CONVENTION
 The "Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972",
the "London Convention" for short, is one of the first global conventions to protect the marine
environment from human activities
 Its objective is to promote the effective control of all sources of marine pollution and to take all
practicable steps to prevent pollution of the sea by dumping of wastes and other matter.
 The purpose of the London Convention is to control all sources of marine pollution and prevent
pollution of the sea through regulation of dumping into the sea of waste materials.
 A so-called "black- and grey-list" approach is applied for wastes, which can be considered for disposal at
sea according to the hazard they present to the environment.
 For the blacklist items dumping is prohibited.
 Dumping of the grey-listed materials requires a special permit from a designated national authority
under strict control and provided certain conditions are met.
 All other materials or substances can be dumped after a general permit has been issued.
 a "reverse list" approach is adopted, which implies that all dumping is prohibited unless explicitly
permitted; incineration of wastes at sea is prohibited; export of wastes for the purpose of dumping or
incineration at sea is prohibited.
International Convention On the Control of Harmful Anti-Fouling Systems On Ships
 Adoption: 5 October 2001; Entry into force: 17 September 2008
 The Convention prohibits the use of harmful organotin in anti-fouling paints used on ships and
establishes a mechanism to prevent the potential future use of other harmful substances in anti-fouling
systems
 Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as algae and molluscs
attaching themselves to the hull – thereby slowing down the ship and increasing fuel consumption.
 Under the terms of the AFS Convention, Parties to the Convention are required to prohibit and/or
restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to
fly their flag but which operate under their authority and all ships that enter a port, shipyard or
offshore terminal of a Party
 The Convention includes a clause which states that a ship shall be entitled to compensation if it is
unduly detained or delayed while undergoing inspection for possible violations of the Convention.
 Annex I states that all ships shall not apply or re-apply organotins compounds which act as biocides in
anti-fouling systems. This applies to all ships (including fixed and floating platforms, floating storage
units (FSUs), and Floating Production Storage and Offtake units (FPSOs).
 The Convention provides for the establishment of a “technical group”, to include people with relevant
expertise, to review proposals for other substances used in anti-fouling systems to be prohibited or
restricted. Article 6 on Process for Proposing Amendments to controls on Anti-fouling systems sets out
how the evaluation of an anti-fouling system should be carried out.
 India has acceded to the International Convention on the Control of Harmful Anti-Fouling Systems on
Ships, 2001 (AFS Convention) on24th April, 2015 and this will come into force with effect from 24tn
July,2Q15 in accordance with article 18(3) of the Convention
 Ships of 400 gross tonnage and above engaged in international voyages (excluding fixed or floating
platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into
service or before the International Anti-fouling System Certificate (IAFS) is issued for the first time; and
a survey should be carried out when the anti-fouling systems are changed or replaced.
 Ships of 24 metres in length or more but less than 400 gross tonnage engaged in international voyages
(excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling
Systems signed by the owner or authorized agent. Such declaration shall be accompanied by
appropriate documentation (such as a paint receipt or a contractor invoice) or contain appropriate
endorsement.
INTERNATIONAL LOADLINE CONVENTION
 Adoption: 5 April 1966; Entry into force: 21 July 1968
 It was adopted in 1966, Protocol of 1988 and amendments in 2003
 In the 1966 Load Lines convention, adopted by IMO, provisions are made determining the freeboard of
ships by subdivision and damage stability calculations.
 The regulations take into account the potential hazards present in different zones and different
seasons.
 The technical annex contains several additional safety measures concerning doors, freeing ports,
hatchways and other items. The main purpose of these measures is to ensure the watertight integrity
of ships' hulls below the freeboard deck.
 The Convention includes three annexes.
o Annex I is divided into four Chapters:
 Chapter I - General;
 Chapter II - Conditions of assignment of freeboard;
 Chapter III - Freeboards;
 Chapter IV - Special requirements for ships assigned timber freeboards.
o Annex II covers Zones, areas and seasonal periods.
o Annex III contains certificates, including the International Load Line Certificate
 Determines
o Freeboard
o Minimum bow height
o Heights of the hatchway coamings, dimensioning of the hatch covers and their means of
watertight closing
o Minimum heights for ventilators and air pipes
o Measures for protection of the crew – hand-rails and bulwarks
o Standard damage for checking the flooding conditions
o Minimum stability conditions acceptable after flooding
 Application
o Ships engaged on international voyages
o Exceptions
 New ships, with length < 24 m
 Existing ships, with GT < 150
 Pleasure craft not engaged in trade
 Fishing vessels
 War ships
 SHIP TYPE A:
o Ships that comply to the following requirements:
 Were designed to carry only liquid cargoes in bulk
 The cargo tanks have only small access openings which must be closed by watertight
doors, of steel or equivalent material, provided with gaskets.
 They have low permeability in the loaded cargo compartments
 When loaded to the Summer load line, must float in satisfactory conditions after the
flooding due to the standard damage
 If the ship has L > 150 m the flooded compartment(s) must have an assumed
permeability of 0.95.
 If the ship has L > 225 m the engine room should be also considered as a floodable
compartment, with an assumed permeability of 0.85.
 SHIP TYPE B
o All the ships which are not of type “A”.
 • Ships of type “B”, with L > 100 m, may be assigned lower freeboards values if they
satisfy the following conditions:
 A ship that when loaded to the Summer load line will float in a satisfactory
condition, after flooding any compartment other than the engine room.
 If L > 200 m, the engine room must also be considered a floodable
compartment.
 A ship that satisfy these conditions may have its tabular freeboard reduced by
60% of the difference between the values indicated for the type” A” and for the
type “B”.
 The reduction can be increased up to 100% satisfying the additional requirements:
 To support the simultaneous flooding of 2 adjacent compartments, by damage
of the transverse bulkhead (not considering the engine room floodable)
 CONDITIONS OF ASSIGNMENT
o Enough structural strength
o Enough reserve buoyancy
o Safety and Protection of crew
o Enough intact stability
o Prevent water entry into hull
o Provision for drainage
 PROCEDURE FOR ASSIGNMENT OF FREEBOARD

o The tabular freeboard is the freeboard that would be assigned to a standard ship built to the
highest recognised standard and having five specific characteristics as follows:
 a block coefficient of 0.68;
 a length to depth ratio of 15 i.e. L/D = 15;
 no superstructure;
 a parabolic sheer of the freeboard deck attaining a particular height at the forward and
after perpendiculars as prescribed by formulae (depending on the length of the ship);
 a minimum bow height above the load waterline as prescribed by formulae
o the corrections to the tabular freeboard are added or subtracted
 Correction for block coefficient
 A larger Cb causes an increase in the underwater volume, so freeboard must be
increased in order that the reserve buoyancy amounts to the same percentage
of the greater displaced volume as it would have been had Cb been 0.68
 Correction for depth
 Correction for position of deck line
 Correction for superstructure and trunks
 Correction for sheer profile
 Benefits of sheer include:
o Greater reserve buoyancy at the ends of the ship, particularly forward,
ensuring good lift in a head/following sea;
o Reduces water shipped on deck;
o Reduces risk of foredeck being submerged after collision thus
improving survivability in the damaged condition and helps to maintain
an acceptable angle of heel at which progressive downflooding takes
place.
 Correction for bow height
 SURVEY
o A ship will be subject to the following surveys:
 Initial survey before the ship is put into service;
Renewal survey at intervals not exceeding five years;
Annual survey within 3 months either way of the anniversary date of the load line
certificate.
 LOAD LINE SURVEY PREPARATION
o The preparation for a load line survey will involve ensuring that the hull is watertight below the
freeboard deck and weathertight above it
o The following checks should be conducted prior to survey:
 Check that all access openings at the ends of enclosed superstructures are in good
condition. All dogs, clamps and hinges should be free and greased. Gaskets and other
sealing arrangements should not show signs of perishing (cracked rubbers).
 Check all cargo hatches and accesses to holds for weather tightness. Securing devices
such as clamps, cleats and wedges are to be all in place, well-greased and adjusted to
provide optimum sealing between the hatch cover and compression bar on the
coaming. Replace perished rubber seals as necessary. Hose test hatches to verify
weather tightness.
 Check the efficiency and securing of portable beams.
 Inspect all machinery space openings on exposed decks
 Check that manhole covers on the freeboard deck are capable of being made
watertight.
 Check that all ventilator openings are provided with efficient weathertight closing
appliances.
 All air pipes must be provided with permanently attached means of closing.
 Inspect cargo ports below the freeboard deck and ensure that they are watertight.
 Ensure that all non-return valves on overboard discharges are effective.
 Side scuttles below the freeboard deck or to spaces within enclosed superstructures
must have efficient internal watertight deadlights. Inspect deadlight rubber seals and
securing arrangements.
 Check all freeing ports, ensure shutters are not jammed, hinges are free and that pins
are of non-corroding type (gun metal).
 Check bulwarks and guardrails are in good condition.
 Rig life lines (if required) and ensure they are in good order.
 De-rust and repaint deck line, load line mark, load lines and draught marks
FAL CONVENTION
 The Convention was adopted by the International Conference on Facilitation of Maritime Travel
and Transport on 9 April 1965. It entered into force on 5 March 1967.
 To facilitate maritime transport by reducing paper work, simplifying formalities, documentary
requirements and procedures associated with the arrival, stay and departure of ships engaged on
international voyages
 General Contents:
1. Definitions and general provisions;
2. Arrival, stay and departure of the ship;
3. Arrival and departure of persons;
4. Stowaways;
5. Arrival, stay and departure of cargo and other articles;
6. Public health and quarantine, including sanitary measures for animals and plants;
7. Miscellaneous provisions.
 Annex to the Convention
 It reduces to nine the number of declarations, which can be required by public authorities.
Seven of them were approved by the IMO.
 The Annex contains "Standards" and "Recommended Practices"
 IMO has developed Standardized Forms for seven of these documents. They are the:
 · IMO General Declaration
 · Cargo Declaration
 · Ship's Stores Declaration
 · Crew's Effects Declaration
 · Crew List· Passenger List
 · Dangerous Goods
 Two other documents are required under the Universal Postal Convention and the International
Health Regulations.
CONVENTION FOR SUPRESSION OF UNLAWFUL ACT AGAINST MARITIME SAFETY

 Adopted 10 March 1988; Entry into force 1 March 1992; 2005 Protocols: Adopted 14 October 2005;
Entry into force 28 July 2010
 Concern about unlawful acts which threaten the safety of ships and the security of their passengers and
crews grew during the 1980s, with reports of crews being kidnapped, ships being hi-jacked, deliberately
run aground or blown up by explosives. Passengers were threatened and sometimes killed.
 The main purpose of the Convention is to ensure that appropriate action is taken against persons
committing unlawful acts against ships. These include the seizure of ships by force; acts of violence
against persons on board ships; and the placing of devices on board a ship which are likely to destroy or
damage it.
 The Convention obliges Contracting Governments either to extradite or prosecute alleged offenders.
 The 2005 Protocol to the SUA Convention adds a new Article which states that a person commits an
offence within the meaning of the Convention if that person unlawfully and intentionally:
o when the purpose of the act, by its nature or context, is to intimidate a population, or to
compel a Government or an international organization to do or to abstain from any act:
o uses against or on a ship or discharging from a ship any explosive, radioactive material or BCN
(biological, chemical, nuclear) weapon in a manner that causes or is likely to cause death or
serious injury or damage;
o discharges, from a ship, oil, liquefied natural gas, or other hazardous or noxious substance, in
such quantity or concentration that causes or is likely to cause death or serious injury or
damage;
o uses a ship in a manner that causes death or serious injury or damage;
 SUA Convention covers the responsibilities and roles of the master of the ship, flag State and receiving
State in delivering to the authorities of any State Party any person believed to have committed an
offence under the Convention, including the furnishing of evidence pertaining to the alleged offence.
STCW
 The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978, was adopted by the International Conference on Training and Certification of Seafarers
on 7 July 1978.
 The 1978 STCW Convention entered into force on 28 April 1984. Since then, amendments thereto have
been adopted, in 1991, 1994, 1995, 1997, 1998, 2004, 2006 and 2010.
 The 1991 amendments, relating to the global maritime distress and safety system (GMDSS) and
conduct of trials, were adopted by resolution MSC.21(59) and entered into force on 1 December 1992.
 The Convention shall enter into force 12 months after the date on which not less than 25 States, the
combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's
merchant shipping of ships of 100 gross register tons or more, have either signed it without reservation
as to ratification, acceptance or approval or deposited the requisite instruments of ratification,
acceptance, approval or accession in accordance with article XIII
 The 1994 amendments on special training requirements for personnel on tankers were adopted by
resolution MSC.33(63) and entered into force on 1 January 1996.
 The 1995 amendments were adopted by resolution 1 of a Conference of Parties to the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers, which was
convened by the International Maritime Organization and met at the Headquarters of the Organization
from 26 June to 7 July 1995 (1995 STCW Conference).
 The 1995 STCW Conference adopted the Seafarers' Training, Certification and Watchkeeping (STCW)
Code.
 The STCW Code contains, in:
o Part A, mandatory provisions to which specific reference is made in the annex to the STCW
Convention and which give, in detail, the minimum standards required to be maintained by
Parties in order to give full and complete effect to the provisions of the STCW Convention; and,
in
o Part B, recommended guidance to assist Parties to the STCW Convention and those involved in
implementing, applying or enforcing its measures to give the STCW Convention full and
complete effect in a uniform manner.
 The 1997 amendments, to the Convention and to part A of the Code, relating to training of personnel
on passenger and ro-ro passenger ships, were adopted by resolutions MSC.66(68) and MSC.67(68).
These amendments entered into force on 1 January 1999.
 The 1998 amendments, to part A of the Code, relating to enhanced competence in cargo handling and
stowage, particularly in respect of bulk cargoes, were adopted by resolution MSC.78(70). They entered
into force on 1 january 2003.
 The May 2004 amendments, to part A of the Code, adjusting certificates and endorsements, were
adopted by resolution MSC.156(78). The December 2004 amendments, to part A of the Code, taking
into account on-load and off-load devices in the competence relating to survival crafts and rescue boats
other than fast rescue boats, were adopted by resolution MSC.180(79). Both sets of amendments
entered into force on 1 July 2006.
 The 2006 amendments, to part A of the Code, introducing, inter alia, new measures pertaining to ship
security officers, were adopted by resolution MSC.209(81) and entered into force on 1 January 2008.
 STCW 2010 AMMENDMENTS
o The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010,
marking a major revision of the STCW Convention and Code.
o The 2010 amendments are set to enter into force on 1 January 2012 under the tacit acceptance
procedure and are aimed at bringing the Convention and Code up to date with developments
since they were initially adopted and to enable them to address issues that are anticipated to
emerge in the foreseeable future
 Amongst the amendments adopted, there are a number of important changes to each
chapter of the Convention and Code, including
 Improved measures to prevent fraudulent practices associated with certificates of
competency and strengthen the evaluation process (monitoring of Parties' compliance
with the Convention);
 Revised requirements on hours of work and rest and new requirements for the
prevention of drug and alcohol abuse, as well as updated standards relating to medical
fitness standards for seafarers;
 New certification requirements for able seafarers
 New requirements relating to training in modern technology such as electronic charts
and information systems (ECDIS);
 New requirements for marine environment awareness training and training in
leadership and teamwork
 New training and certification requirements for electro-technical officers;
 Updating of competence requirements for personnel serving on board all types of
tankers, including new requirements for personnel serving on liquefied gas tankers
 New requirements for security training, as well as provisions to ensure that seafarers
are properly trained to cope if their ship comes under attack by pirates
 Introduction of modern training methodology including distance learning and web-
based learning
 New training guidance for personnel serving on board ships operating in polar waters;
and
 New training guidance for personnel operating Dynamic Positioning Systems
 Consists of 8 Chapters
o CHAPTER 1: General Provisions
 Regulation I/1: Definition
 Regulation I/2: Certificates and Endorsement
 Regulation I/9: Medical Standards
 Regulation I/14: Company Responsibilities
 Total 15 regulations
o CHAPTER 2: MASTER and DECK DEPARTMENT
 5 regulations
o CHAPTER 3: ENGINE DEPARTMENT
 Regulation III/1: Mandatory minimum requirements for certification of officers in
charge of an engineering watch in a manned engine-room or designated duty engineers
in a periodically unmanned engine-room
 Regulation III/2: Mandatory minimum requirements for certification of chief engineer
officers and second engineer officers on ships powered by main propulsion machinery
of 3,000 kW propulsion power or more
 Regulation III/3: Mandatory minimum requirements for certification of chief engineer
officers and second engineer officers on ships powered by main propulsion machinery
of between 750 kW and 3,000 kW propulsion power
 Regulation III/4: Mandatory minimum requirements for certification of ratings forming
part of a watch in a manned engine-room or designated to perform duties in a
periodically unmanned engine-room
 Regulation III/5 Mandatory minimum requirements for certification of ratings as able
seafarer engine in a manned engine-room or designated to perform duties in a
periodically unmanned engine-room
 Regulation III/6: Mandatory minimum requirements for certification of electro-
technical officers
 Regulation III/7: Mandatory minimum requirements for certification of electro-
technical ratings
o CHAPTER 4: RADIOCOMMUNICATION AND RADIO OPERATORS
 2 Regulations
o CHAPTER 5: SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIPS
o CHAPTER 6: EMERGENCY, OCCUPATIONAL SAFETY, SECURITY, MEDICAL CARE AND SURVIVAL
FUNCTIONS
o CHAPTER 7: ALTERNATIVE CERTIFICATION
o CHAPTER 8: WATCHKEEPING
 Company Instructions to Masters
o Enforcement of the STCW requirements through the Flag State and Port State Control.
o The importance of ensuring that all seafarer’s certificates of competency, endorsements and
seafarer’s books issued by this Administration and required by the STCW Convention, are in
accordance with the requirements of this Administration and issued on the basis of a
recognized valid foreign national equivalent certificate. All of these certificates must be
available in original on board the ship
o The importance of ensuring that the number and certificate type held by the seafarer serving
on board the ship are in conformity with the applicable safe manning requirements of this
Administration. All documents and data relevant to all seafarers employed on board are
maintained and accessible
o Requirements to ensure that seafarers are familiarised with their specific duties and obligations
on board before they are assigned to their duties.
o Arrangements to ensure that ships crews are able to coordinate their activities in an emergency
situation on board their ship.
o Arrangements to ensure compliance to the required rest periods to avoid fatigue.
o The provision on board of instructions/guidelines for on board training.
o Arrangements to ensure that all officers on board have appropriate knowledge of the Flag
State’s maritime legislation.
o Arrangements to ensure that officers on board are in possession of the required competence
and can demonstrate it in accordance with the criteria laid down in the Code of the
Convention.
o Arrangements to ensure that STCW 2010 related training carried out on board is conducted in
accordance with Reg. I/6 and Section A‐I/6 and is documented in a training record book or an
appropriate record book.
o Arrangements to ensure that all seafarers on board, forming part of a watch, are in possession
of certificates in compliance with the requirements of Chapter II and Chapter III of the
Convention and that they are able to meet the minimum standards of competence.
o Arrangements to ensure that the provisions for the maintenance of proper radio watchkeeping
and corresponding personnel is complied with at all times. All officers concerned are to be
aware about misuse of radio equipment and unnecessary false alert of emergency signals.
o Arrangements to ensure that seafarers on board tankers can comply with the requirements as
defined in STCW Reg. V/1‐1 and V/1‐2 and Section A‐V/1 and A‐V/1‐2 when applicable.
o Arrangements to ensure that all seafarers concerned have completed the necessary training
and possess the required certificates under the provisions of STCW Chapter VI (standards
regarding emergency, occupational safety, security, medical care and survival functions). These
certificates should be available in original on board of the ship.
o Arrangements to ensure that watch keeping duties on board meet the provisions of STCW
Chapter VIII. Every effort is to be made to prevent fatigue on board the ship. In observing rest
period requirements, overriding operational conditions are to be construed only to mean
essential shipboard work which cannot be delayed for safety reasons or anticipated at the
commencement of the voyage.
o Arrangements to ensure that seafarers are informed of the direct effect of drugs and alcohol on
their ability to perform watch keeping duties. Every effort is to be made to prevent drugs and
alcohol from impairing the ability of watch keeping personnel.
 The STCW Code
o The regulations contained in the Convention are supported by sections in the STCW Code.
o Generally speaking, the Convention contains basic requirements which are then enlarged upon
and explained in the Code.
 Part A of the Code is mandatory. The minimum standards of competence required for
seagoing personnel are given in detail in a series of tables.
 Part B of the Code contains recommended guidance which is intended to help Parties
implement the Convention.
o The measures suggested are not mandatory and the examples given are only intended to
illustrate how certain Convention requirements may be complied with.
o However, the recommendations in general represent an approach that has been harmonized
by discussions within IMO and consultation with other international organizations.
 CE DUTIES
o Effective leadership
o Clear orders & communication
o Most effective decision on situations
o Provide necessary support to sub ordinates at all times
o Allocate duties & Evaluate performance of crew
o Training objectives & attitude based on competence capabilities
o Operation of machineries with applicable rules
o Planning jobs based on priority & available resources
o Operations are demonstrated efficiently
BALLAST WATER MANAGEMENT
 Adoption: 13 February 2004; Entry into force: enter into force on 8 September 2017
 Accession by Finland has triggered the entry into force of a key international measure for
environmental protection that aims to stop the spread of potentially invasive aquatic species in
ships’ ballast water.
 The Convention is divided into Articles and an Annex which includes technical standards and
requirements in the Regulations for the control and management of ships’ ballast water and sediments
 The Ballast Water Management Convention, adopted in 2004, aims to prevent the spread of harmful
aquatic organisms from one region to another, by establishing standards and procedures for the
management and control of ships' ballast water and sediments
 The Convention will require all ships to implement a Ballast Water and Sediments Management Plan.
All ships will have to carry a Ballast Water Record Book and will be required to carry out ballast water
management procedures to a given standard.
 The Convention is divided into Articles; and an Annex which includes technical standards and
requirements in the Regulations for the control and management of ships' ballast water and sediments.
 The Annex is divided into five Sections

 Section A General Provisions
o This includes definitions, application and exemptions. Under Regulation A-2 General
Applicability: "Except where expressly provided otherwise, the discharge of Ballast Water shall
only be conducted through Ballast Water Management, in accordance with the provisions of
this Annex."
 Section B Management and Control Requirements for Ships
o Ships are required to have on board and implement a Ballast Water Management Plan
approved by the Administration (Regulation B-1).
o Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is
taken on board
o The specific requirements for ballast water management are contained in regulation B-3 Ballast
Water Management for Ships:
 Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000
cubic metres must conduct ballast water management that at least meets the ballast
water exchange standards or the ballast water performance standards until 2014, after
which time it shall at least meet the ballast water performance standard.
 Ships constructed before 2009 with a ballast water capacity of less than 1500 or
greater than 5000 cubic metres must conduct ballast water management that at least
meets the ballast water exchange standards or the ballast water performance
standards until 2016, after which time it shall at least meet the ballast water
performance standard.
 Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic
metres must conduct ballast water management that at least meets the ballast water
 Ships constructed in or after 2009 but before 2012, with a ballast water capacity of
5000 cubic metres or more shall conduct ballast water management that at least meets
the standard described in regulation D-1 or D-2 until 2016 and at least the ballast water
performance standard after 2016.
 Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or
more shall conduct ballast water management that at least meets the ballast water
o Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
 whenever possible, conduct ballast water exchange at least 200 nautical miles from the
nearest land and in water at least 200 metres in depth, taking into account Guidelines
developed by IMO;
 in cases where the ship is unable to conduct ballast water exchange as above, this
should be as far from the nearest land as possible, and in all cases at least 50 nautical
miles from the nearest land and in water at least 200 metres in depth.
 Section C Additional measures
o A Party, individually or jointly with other Parties, may impose on ships additional measures to
prevent, reduce, or eliminate the transfer of Harmful Aquatic Organisms and Pathogens
through ships’ Ballast Water and Sediments.
 Section D Standards for Ballast Water Management
o Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange
shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships
exchanging ballast water by the pumping-through method, pumping through three times the
volume of each ballast water tank shall be considered to meet the standard described.
Pumping through less than three times the volume may be accepted provided the ship can
demonstrate that at least 95 percent volumetric exchange is met.
o Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water
management shall discharge less than 10 viable organisms per cubic metre greater than or
equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre
less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres
in minimum dimension; and discharge of the indicator microbes shall not exceed the specified
concentrations.
o Regulation D-3 Approval requirements for Ballast Water Management systems provides that
Ballast Water Management systems must be approved by the Administration in accordance
with IMO Guidelines (G8 Guidelines for the approval of Ballast Water Management Systems).
These include systems which make use of chemicals or biocides; make use of organisms or
biological mechanisms; or which alter the chemical or physical characteristics of the Ballast
Water.
o Regulation D-4 covers Prototype Ballast Water Treatment Technologies. It allows for ships
participating in a programme approved by the Administration to test and evaluate promising
Ballast Water treatment technologies to have a leeway of five years before having to comply
with the requirements of Regulation D-2.
o Under Regulation D-5 Review of Standards by the Organization, IMO is required to review the
Ballast Water Performance Standard, taking into account a number of criteria including safety
considerations; environmental acceptability, i.e., not causing more or greater environmental
impacts than it solves; practicability, i.e., compatibility with ship design and operations; cost
effectiveness; and biological effectiveness in terms of removing, or otherwise rendering
inactive harmful aquatic organisms and pathogens in ballast water.
 Section E Survey and Certification Requirements for Ballast Water Management
o Gives requirements for initial renewal, annual, intermediate and renewal surveys and
certification requirements.
 THE TECHNICAL GUIDELINES

o Guidelines for sediments reception facilities (G1)
o Guidelines for Ballast Water Sampling (G2)
o Guidelines for ballast water management equivalent compliance(G3)
o Guidelines for Ballast Water Management and Development of Ballast Water Management
Plans (G4)
o Guidelines for ballast water reception facilities (G5)
o Guidelines for Ballast Water Exchange (G6)
o Guidelines for Risk Assessment under Regulation A-4 (G7)
o Guidelines for approval of Ballast Water Management Systems (G8)
o Procedure for Approval of BWM systems that make use of Active Substances (G9)
o Guidelines for approval and oversight of prototype ballast water treatment technology
programmes (G10)
o Guidelines for Ballast Water Exchange Design and Construction Standards (G11)
o Guidelines for sediment control on ships (G12)
o Guidelines for additional measures including emergency situations (G13)
o Guidelines on designation of areas for ballast water exchange (G14)
o Guidelines for Ballast Water Exchange in the Antarctic Treaty area
 Guidelines for approval of Ballast Water Management Systems (G8)

o Goal and purpose
 define test and performance requirements for the approval of ballast water
management systems;
 assist Administrations in determining appropriate design, construction and operational
parameters necessary for the approval of ballast water management systems;
 provide a uniform interpretation and application of the requirements of regulation D-3;
 provide guidance to Administrations, equipment manufacturers and shipowners in
determining the suitability of equipment to meet the requirements of the Convention
and of the environmental acceptability of treated water; and
 assure that ballast water management systems approved by Administrations are
capable of achieving the standard of regulation D-2 in land-based and shipboard
evaluations and do not cause unacceptable harm to the vessel, crew, the environment
or public health
 Procedure for Approval of BWM systems that make use of Active Substances (G9)
o The G9 Guidelines describe the approval process for systems that make use of ‘active
substances’.
o ‘Active substances’ are defined by the Convention as “substances or organisms, including a
virus or a fungus, that have a general or specific action on or against harmful aquatic organisms
and pathogens”.
o Active substances and preparations may be added to the ballast water or be generated
onboard ships within the BWM system.
o These substances must comply with the BWM Convention. To comply with the Convention,
BWM systems that make use of active substances (or preparations containing one or more
active substances) need to be approved by IMO, based on a procedure developed by the
Organization.
o The objective of this procedure is to determine the acceptability of the active substances in
ballast water management systems concerning ship safety, human health and the aquatic
environment.
o The procedure is thus provided as a safeguard for the sustainable use of active substance, and
is not intended for the evaluation of the efficacy of the active substances (the efficacy of BWM
systems, including those that make use of active substances, should be evaluated in accordance
with the G8 Guidelines).
o The proposal for approval of an active substance must include:
 data on effects on aquatic plants, invertebrates, fish and other biota, including sensitive
and representative organisms,
 data on Mammalian Toxicity,
 data on environmental fate and effect under aerobic and anaerobic conditions,
 physical and chemical properties of the active substance and preparations and the
treated ballast water,
 analytical methods at environmentally relevant concentrations
 Different types of Ballast water exchange
o Sequential: In this method the ballast tanks are emptied until the ballast pumps lose suction
and then the tanks are further stripped by eductor systems. This is followed by taking fresh
ballast into the tank.
o Flow through method: In this method water in pumped into the tank and to allow it to
overflow through the air vent or dedicated overflow vents. Three times the volume of the tank
is to be pumped through to get a 95 percent efficiency of exchange.
o Dilution Method: In this method the tank has two openings; water is pumped in from one
opening and flows out through the other.
 Ballast Water Treatment Technologies

o Mechanical treatment methods such as filtration and separation.
o Physical treatment methods such as sterilisation by ozone, ultra-violet light, electric currents
and heat treatment.
o Chemical treatment methods such adding biocides to ballast water to kill organisms.
o Various combinations of the above.
 Role of Chief Engineer Officer in implementation of the Ballast Water Management Plan
o The operational duties of the ballast water management plan lies with the Chief Officer and the
other Deck Officers as calculation and change in stability is an important issue.
o He can provide a valuable service in the implementation of the Ballast Water Management plan
by the following:
 The Chief Engineer Officer must familiarize the Officers and the crew about ballast
water management.
 As ballast water exchange timings depends of the calculated capacities of the ballast
pumps, the Chief Engineer Officer must ensure that the pumps are maintained properly
and operated as per correct procedures.
 The Chief Engineer Officer must make sure that the piping and overflow arrangements
of the tanks are in good order and working. An un-vented tank may be subjected to
great pressure if the overflow vent is blocked.
o The Chief Engineer Officer must render full co-operation as it is a critical operation for the
pumps.
o In ballast pumps with gland packing stuffing boxes, the gland packing can overheat due to
unavailability of cooling and lubricating water.
o In ballast pumps with mechanical seals, the mechanical seals can be damaged due to
overheating due to a shortage of cooling and lubricating water.
o The Chief Engineer Officer must instruct all the junior engineers and subordinates regarding the
same and ensure compliance while protecting the pumps. Effective look out and watch should
be posted near the pumps.
UNCLOS
 The United Nations Convention on the Law of the Sea (UNCLOS), also called the Law of the Sea
Convention or the Law of the Sea treaty, is the international agreement that resulted from the third
United Nations Conference on the Law of the Sea (UNCLOS III), which took place between 1973 and
1982.
 The Law of the Sea Convention defines the rights and responsibilities of nations with respect to their
use of the world's oceans, establishing guidelines for businesses, the environment, and the
management of marine natural resources.
 This leads to the need for establishing an internal law to determine the status of sea areas and the
governance or the inter relationship of countries using the world’s ocean
 UNCLOS is a treaty document of 446 articles grouped under 17 headings and 9 Annexes

 Part XII of the UNCLOS deals with the issue of marine environment conservation.
o States shall take, individually or jointly as appropriate, all measures consistent with this
Convention that are necessary to prevent, reduce and control pollution of the marine
environment from any source, using for this purpose the best practicable means at their
disposal and in accordance with their capabilities, and they shall endeavor to harmonize their
policies in this connection.
o States shall take all measures necessary to ensure that activities under their jurisdiction or
control are so conducted as not to cause damage by pollution to other States and their
environment, and that pollution arising from incidents or activities under their jurisdiction or
control does not spread beyond the areas where they exercise sovereign rights in accordance
with this Convention.
o The measures taken pursuant to this Part shall deal with all sources of pollution of the marine
environment. These measures shall include, inter alia, those designed to minimize to the fullest
possible extent:
 the release of toxic, harmful or noxious substances, especially those which are
persistent, from land-based sources, from or through the atmosphere or by dumping;
 pollution from vessels, in particular measures for preventing accidents and dealing with
emergencies, ensuring the safety of operations at sea, preventing intentional and
unintentional discharges, and regulating the design, construction, equipment,
operation and manning of vessels
 pollution from vessels, in particular measures for preventing accidents and dealing with
emergencies, ensuring the safety of operations at sea, preventing intentional and
unintentional discharges, and regulating the design, construction, equipment,
operation and manning of vessels
 pollution from installations and devices used in exploration or exploitation of the
natural resources of the seabed and subsoil, in particular measures for preventing
accidents and dealing with emergencies, ensuring the safety of operations at sea, and
regulating the design, construction, equipment, operation and manning of such
installations or devices;
 pollution from other installations and devices operating in the marine environment, in
particular measures for preventing accidents and dealing with emergencies, ensuring
the safety of operations at sea, and regulating the design, construction, equipment,
operation and manning of such installations or devices.
 In taking measures to prevent, reduce or control pollution of the marine environment, States shall
refrain from unjustifiable interference with activities carried out by other States in the exercise of their
rights and in pursuance of their duties in conformity with this Convention
 DEFINITION:
o TERRITORIAL SEA
 Every State has the right to establish the breadth of its territorial sea up to a limit not
exceeding 12 nautical miles, measured from baselines determined in accordance with
this Convention
 If this would overlap with another state's territorial sea, the border is taken as the
median point between the states' baselines, unless the states in question agree
otherwise. A state can also choose to claim a smaller territorial sea.
 Conflicts still occur whenever a coastal nation claims an entire gulf as its territorial
waters while other nations only recognize the more restrictive definitions of the UN
convention.
o INTERNAL WATERS
 According to the United Nations Convention on the Law of the Sea, a nation's internal
waters include waters on the landward side of the baseline of a nation's territorial
waters, except in archipelagic states.
 It includes waterways such as rivers and canals, and sometimes the water within small
bays.
 In inland waters, sovereignty of the state is equal to that which it exercises on the
mainland.
 The coastal state is free to make laws relating to its internal waters, regulate any use,
and use any resource.
 In the absence of agreements to the contrary, foreign vessels have no right of passage
within internal waters, and this lack of right to innocent passage is the key difference
between internal waters and territorial waters.
 When a foreign vessel is authorized to enter inland waters, it is subject to the laws of
the coastal State, with one exception: the crew of the ship is subject to the law of
the flag State. This extends to labor conditions as well as to crimes committed on board
the ship, even if docked at a port
o CONTIGUOUS ZONE
 The contiguous zone may not extend beyond 24 nautical miles from the baselines from
which the breadth of the territorial sea is measured.
 In a zone contiguous to its territorial sea, described as the contiguous zone, the coastal
State may exercise the control necessary to:
 prevent infringement of its customs, fiscal, immigration or sanitary laws and
regulations within its territory or territorial sea
 punish infringement of the above laws and regulations committed within its
territory or territorial sea.
o EXCLUSIVE ECONOMIC ZONE
 The exclusive economic zone shall not extend beyond 200 nautical miles from the
baselines from which the breadth of the territorial sea is measured.
 In the exclusive economic zone, the coastal State has
 sovereign rights for the purpose of exploring and exploiting, conserving and managing
the natural resources, whether living or non-living, of the waters superjacent to the
seabed and of the seabed and its subsoil, and with regard to other activities for the
economic exploitation and exploration of the zone, such as the production of energy
from the water, currents and winds;
 The establishment and use of artificial islands, installations and structures
 marine scientific research
 the protection and preservation of the marine environment;
o CONTINENTAL SHELF
 The continental shelf of a coastal State comprises the seabed and subsoil of the
submarine areas that extend beyond its territorial sea throughout the natural
prolongation of its land territory to the outer edge of the continental margin, or to a
distance of 200 nautical miles from the baselines from which the breadth of the
territorial sea is measured where the outer edge of the continental margin does not
extend up to that distance
 Line of the outer limits of the continental shelf on the seabed, either shall not exceed
350 nautical miles from the baselines from which the breadth of the territorial sea is
measured or shall not exceed 100 nautical miles from the 2,500 metre isobath, which is
a line connecting the depth of 2,500 metres.
 The coastal State exercises over the continental shelf sovereign rights for the purpose
of exploring it and exploiting its natural resources
 The rights of the coastal State over the continental shelf do not depend on occupation,
effective or notional, or on any express proclamation.
o HIGH SEA
 all parts of the sea that are 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
 Freedom of the high seas is exercised under the conditions laid down by this
Convention and by other rules of international law. It comprises, inter alia, both for
coastal and land-locked States:
 freedom of navigation;
 freedom of overflight;
 freedom to lay submarine cables and pipelines, subject to Part VI;
 freedom to construct artificial islands and other installations permitted under
international law;
 freedom of fishing;
 freedom of scientific research
 DUTIES OF FLAG STATE: ARTICLE 94

o Every state shall effectively exercise its jurisdiction and control in administration, technical and
social matters over the ship whose flag it is flying
o Every state shall:
 Maintain registry of ships containing the names and particulars of ships flying its flag
 Assume jurisdiction under its internal law over each ship flying its flag and its master,
officer and crew in respect of administrative, technical and social matters concerning
ship
o Every state shall take measure to ensure safety at sea with regards to:
 Construction, equipment and sea worthiness of ship
 Manning of ships, labor conditions and training of crew
 Use of signals, maintenance of communication and prevention of collisions
o Shall take measures to ensure:
 That each ship, before registration and thereafter at appropriate intervals surveyed by
qualified surveyor of ship and has onboard appropriate charts, nautical publication and
navigational equipment for safe navigation of ship
 Each ship is in charge of master and officers who possess appropriate qualifications
 Master, officer and crew to an extent is conversant fully with international regulations
concerning safety of life at sea, prevention of collisions, pollutions and maintenance of
communication
o State is required to accept international regulation, procedure and practices
o Every state shall cause an enquiry by a qualified person/s into every marine casualty or incident
to navigation on high sea and causing damage to marine environment
 DUTIES OF THE COASTAL STATE: ARTICLE 24
o The coastal State shall not hamper the innocent passage of foreign ships through the territorial
sea except in accordance with this Convention.
o In particular, in the application of this Convention or of any laws or regulations adopted in
conformity with this Convention, the coastal State shall not:

impose requirements on foreign ships which have the practical effect of denying or
impairing the right of innocent passage; or
 discriminate in form or in fact against the ships of any State or against ships carrying
cargoes to, from or on behalf of any State.
o The coastal State shall give appropriate publicity to any danger to navigation, of which it has
knowledge, within its territorial sea.
 ENFORCEMENT BY COASTAL STATES: ARTICLE 220
o When a vessel is voluntarily within a port or at an off-shore terminal of a State, that State may,
subject to section 7, institute proceedings in respect of any violation of its laws and regulations
adopted in accordance with this Convention or applicable international rules and standards for
the prevention, reduction and control of pollution from vessels when the violation has occurred
within the territorial sea or the exclusive economic zone of that State
Convention on International Maritime Satellite Organisation
 Adoption: 3 September 1976; Entry into force: 16 July 1979
 Under the treaty, the International Mobile Satellite Organization (IMSO) has been established as the
inter-governmental body that oversees the provision of certain satellite-based maritime distress
communication services, specifically those used in the Global Maritime Distress and Safety System
(GMDSS).
 IMO is currently reviewing the GMDSS, to modernize it and bring it up to date
 History
o Soon after the launch of the world's first telecommunications satellite, Telstar, in 1962, IMO
recognised the potential for satellite communications to assist in distress situations at sea and
initiated a study of the operational requirements for a satellite communications system
devoted to maritime purposes.
 The Convention defined the purposes of the International Maritime Satellite Organization as being to
improve maritime communications, thereby assisting in improving distress and safety of life at sea
communications, the efficiency and management of ships, maritime public correspondence services,
and radio determination capabilities
 In 1994, the name of the Organization was changed to the International Mobile Satellite Organization,
then abbreviated to Inmarsat. This reflected the extension of its services from the maritime sector to
other modes of transport.
 International Mobile Satellite Organization (IMSO) - an intergovernmental body established to ensure
that Inmarsat continues to meet its public service obligations, including obligations relating to the
GMDSS. IMSO replaces Inmarsat as observer at IMO meetings.
 The 1985 amendments
o The amendments enabled Inmarsat to provide services to aircraft as well as ships.
o The amendments enabled Inmarsat to provide services to land-based vehicles as well as ships
and aircraft.
o One of the amendments changed the name of the Organization to the International Mobile
Satellite Organization, abbreviated to Inmarsat. The change reflected changes since the
Organization was formed and the extension of its services from the maritime sector to other
modes of transport. There were also changes to Article 13 on the composition of the Inmarsat
Council.
 The April 1998 amendments
o Amendments to the Inmarsat Convention and Operating Agreement to permit the restructuring
of Inmarsat.
International Convention on Maritime Search and Rescue, 1979

 The 1979 Convention, adopted at a Conference in Hamburg, was aimed at developing an international
SAR plan, so that, no matter where an accident occurs, the rescue of persons in distress at sea will be
co-ordinated by a SAR organization and, when necessary, by co-operation between neighbouring SAR
organizations.
 Although the obligation of ships to go to the assistance of vessels in distress was enshrined both in
tradition and in international treaties (such as the International Convention for the Safety of Life at Sea
(SOLAS), 1974), there was, until the adoption of the SAR Convention, no international system covering
search and rescue operations
 The technical requirements of the SAR Convention are contained in an Annex, which was divided into
five Chapters. Parties to the Convention are required to ensure that arrangements are made for the
provision of adequate SAR services in their coastal waters
 Includes recommendations on establishing ship reporting systems for search and rescue purposes,
noting that existing ship reporting systems could provide adequate information for search and rescue
purposes in a given area.
OPA 90 and OPRC
 OPA 90
 AN ACT to establish limitations on liability for damages resulting from oil pollution, to establish a fund
for the payment of compensation for such damages, and for other purposes.
 Consists of 9 titles
 On March 24, 1989, the Exxon Valdez spilled over 11 million gallons of Alaskan crude into the water of
Prince William Sound. There were many lessons learned the aftermath of the Valdez oil spill. Two of the
most obvious were:
 The United States lacked adequate resources, particularly Federal funds, to respond to spills, and
 The scope of damages compensable under federal law to those impacted by a spill was fairly narrow.
 Although the environmental damage and massive clean-up efforts were the most visible effects of this
casualty, one of the most important outcomes was the enactment of the Oil Pollution Act of 1990
(OPA), which addressed both these deficiencies.
 The Oil Pollution Act of 1990 (33 U.S.C. 2701-2761) amended the Clean Water Act and addressed the
wide range of problems associated with preventing, responding to, and paying for oil pollution
incidents in navigable waters of the United States. It created a comprehensive prevention, response,
liability, and compensation regime to deal with vessel- and facility-caused oil pollution to U.S. navigable
waters. OPA greatly increased federal oversight of maritime oil transportation, while providing greater
environmental safeguards by:
o Setting new requirements for vessel construction and crew licensing and manning,
o Mandating contingency planning,
o Enhancing federal response capability,
o Broadening enforcement authority,
o Increasing penalties,
o Creating new research and development programs,
o Increasing potential liabilities, and
o Significantly broadening financial responsibility requirements.
 Title I of OPA established new and higher liability limits for oil spills, with commensurate changes to
financial responsibility requirements. It substantially broadened the scope of damages, including
natural resource damages (NRDs), for which polluters are liable.
 The total of the liability of a responsible party under section 1002 and any removal costs incurred by, or
on behalf of, the responsible party, with respect to each incident shall not exceed—
o for a tank vessel, the greater of—
 (A) $1,200 per gross ton; or
 (B)(i) in the case of a vessel greater than 3,000 gross tons, $10,000,000; or
 (ii) in the case of a vessel of 3,000 gross tons or less, $2,000,000;
o for any other vessel, $600 per gross ton or $500,000, whichever is greater;
o for an offshore facility except a deepwater port, the total of all removal costs plus $75,000,000;
and
o for any onshore facility and a deepwater port, $350,000,000
 OPRC 95
 Adoption: 30 November 1990; Entry into force: 13 May 1995
 Parties to the International Convention on Oil Pollution Preparedness, Response and Co-operation
(OPRC) are required to establish measures for dealing with pollution incidents, either nationally or in
co-operation with other countries
 Ships are required to carry a shipboard oil pollution emergency plan. Operators of offshore units under
the jurisdiction of Parties are also required to have oil pollution emergency plans or similar
arrangements which must be co-ordinated with national systems for responding promptly and
effectively to oil pollution incidents.
 Ships are required to report incidents of pollution to coastal authorities and the convention details the
actions that are then to be taken.
 The Convention calls for the establishment of stockpiles of oil spill combating equipment, the holding of
oil spill combating exercises and the development of detailed plans for dealing with pollution incidents.
 Parties to the convention are required to provide assistance to others in the event of a pollution
emergency and provision is made for the reimbursement of any assistance provided.
CLEAN AIR ACT

 The Clean Air Act (CAA) is the comprehensive federal law that regulates air emissions from stationary
and mobile sources.
 Among other things, this law authorizes EPA to establish National Ambient Air Quality Standards
(NAAQS) to protect public health and public welfare and to regulate emissions of hazardous air
pollutants.
 To protect public health and welfare nationwide, the Clean Air Act requires EPA to establish national
ambient air quality standards for certain common and widespread pollutants based on the latest
science.
 EPA has set air quality standards for six common "criteria pollutants": particulate matter (also known as
particle pollution), ozone, sulphur dioxide, nitrogen dioxide, carbon monoxide, and lead
 The Clean Air Act, originally passed in 1973 and amended in 1990,
 The Clean Air Act has helped:
o cut ground-level ozone, a dangerous component of smog, by more than 25 percent since 1980;
o reduce mercury emissions by 45 percent since 1990;
o reduce the main pollutants that contribute to acid rain, sulfur dioxide and nitrogen dioxide, by
71 percent and 46 percent, respectively since 1980;
o phase out the production and use of chemicals that contribute to the hole in the ozone layer;
and
o reduce the lead content in gasoline, which has cut lead air pollution by 92 percent since 1980.
 Emissions of dark smoke from a chimney of a vessel for not longer than the period specified in column
(2) of the schedule to these regulations in respect of the class of case specified in column (1) shall be
left out of account for the purposes of section 1 of the Clean Air Act, 1956:
o Provided that—
 continuous emissions of dark smoke caused otherwise than by the soot blowing of a
water tube boiler shall not exceed
 in the case of classes 1 and 2, 4 minutes;
 in the case of natural draught oil-fired boiler furnaces in class 4, 10 minutes;
and
 in no case shall black smoke be emitted for more than 3 minutes in the aggregate in
any period of 30 minutes.
o In this paragraph “black smoke” means smoke which, if compared in the appropriate manner
with a chart of the type known at the date of the passing of the Clean Air Act, 1956, as the
Ringelmann Chart, would appear to be as dark as or darker than shade 4 on the chart.
GOAL BASED STANDARDS
 Goal-based standards (GBS) are high-level standards and procedures that are to be met through
regulations, rules and standards for ships
 The Maritime Safety Committee, at its eighty-seventh session in May 2010, adopted a new SOLAS
regulation II-1/3-10 on Goal-based ship construction standards for bulk carriers and oil tankers
(resolution MSC.290(87)).
 This regulation, which entered into force on 1 January 2012, requires that all oil tankers and bulk
carriers of 150 m in length and above, for which the building contract is placed on or after 1 July 2016,
satisfy applicable structural requirements conforming to the functional requirements of the
International Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers.
 The basic principles of IMO goal-based standards/regulations are:
o Broad, over-arching safety, environmental and/or security standards that ships are required to
meet during their lifecycle.
o The required level to be achieved by the requirements applied by class societies and other
recognized organizations, Administrations and IMO.
o Clear, demonstrable, verifiable, long standing, implementable and achievable, irrespective of
ship design and technology.
o Specific enough in order not to be open to differing interpretations.
 Consists of 5 TIERS:
o TIER 1: GOAL
 Ships are to designed and constructed for a specified design life to be safe and
environmentally friendly when properly operated and maintained under the specified
operating and environmental condition, in intact and specified damage condition,
throughout their life.
 Here safety also includes the ship structure being arranged to provide safe access,
escape, inspection and proper maintenance.
o TIER 2: FUNCTIONAL REQUIREMENTS
 DESIGN: --
 Design life: - 25 years’ design life
 Environmental condition: - North Atlantic environment
 Structural strength: - Suitable safety margin at net scantling
 Fatigue life: - 25 years’ fatigue life in north Atlantic
 Residual strength: - Sufficient
 Protection against corrosion: - Coating design life specified.
 Structural redundancy
 Water tight and weather tight integrity
 Human element consideration
 Design transparency
 CONSTRUCTION: -
 Construction quality procedures
 Survey
 IN SERVICE CONSIDERATION: -
 Survey and maintenance
 Structural accessibility
 RECYCLING CONSIDERATION: -
 Recycling
o TIER 3: VERIFICATION
 It provides the instruments necessary for demonstrating that the detailed requirement
in TIER 4 and TIER 5 comply with TIER 1 goals and TIER 2 functional requirements.
 Verification process is:-
 RO or administration submits request for verification of its rule.
 IMO appointed audit teams review.
 Report of audit team goes to MSC
 MSC takes decision on conformity with GBS
o TIER 4: - Technical procedures and guidelines
o TIER 5: - Industry standard, codes of practices and safety and quality systems for ship building,
operation, maintenance, training etc
 SHIP CONSTRUCTION FILE:-
o it will contain the specific information on how the functional requirements of the GBS have
been applied in ship design and construction. It shall be provided upon delivery of a new ship,
and kept on board a ship and/or ashore.
o It should be updated as appropriate throughout ship’s life. Contents of SCF shall at least
conform to the guidelines
POLAR CODE
 MO has adopted the International Code for Ships Operating in Polar Waters (Polar Code) and related
amendments to make it mandatory under both the International Convention for the Safety of Life at
Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL).
 The Polar Code is expected to enter into force on 1 January 2017.
 The Polar Code is intended to cover the full range of shipping-related matters relevant to navigation in
waters surrounding the two poles – ship design, construction and equipment; operational and training
concerns; search and rescue; and, equally important, the protection of the unique environment and
eco-systems of the polar regions
 The Polar Code covers the full range of design, construction, equipment, operational, training, search
and rescue and environmental protection matters relevant to ships operating in the inhospitable
waters surrounding the two poles.
 The Polar Code includes mandatory measures covering
o safety part (part I-A) and
o pollution prevention (part II-A) and
o recommendatory provisions for both (parts I-B and II-B).
 The Code will require ships intending to operating in the defined waters of the Antarctic and Arctic to
apply for a Polar Ship Certificate, which would classify the vessel as
o Category A ship - ships designed for operation in polar waters at least in medium first-year ice,
which may include old ice inclusions;
o Category B ship - a ship not included in category A, designed for operation in polar waters in at
least thin first-year ice, which may include old ice inclusions; or
o Category C ship - a ship designed to operate in open water or in ice conditions less severe than
those included in Categories A and B.
 The issuance of a certificate would require an assessment, taking into account the anticipated range of
operating conditions and hazards the ship may encounter in the polar waters.
 The assessment would include information on identified operational limitations, and plans or
procedures or additional safety equipment necessary to mitigate incidents with potential safety or
environmental consequences.
 Ships will need to carry a Polar Water Operational Manual, to provide the Owner, Operator, Master and
crew with sufficient information regarding the ship's operational capabilities and limitations in order to
support their decision-making process.
 Definitions
o First-year ice means sea ice of not more than one winter growth developing from young ice
with thickness from 0.3 m to 2.0 m
o Medium first-year ice means first-year ice of 70 cm to 120 cm thickness
o Old ice means sea ice which has survived at least one summer's melt; typical thickness up to 3
m or more. It is subdivided into residual first-year ice, second-year ice and multi-year ice
o
III CODE
 IMO developed initially:
o A.973(24) - Code for implementation of mandatory IMO instruments in 2005, as revised by
A.1054(27) in 2011, as Audit Standard for VIMSAS, and again by
o A.1070(28) in 2013 and made mandatory, as Audit Standard for IMSAS
 MEPC 66 adopted amendments to MARPOL to make III Code mandatory as from 1/1/2016
 MSC 93 adopted amendments to SOLAS, STCW, LL, and just mentioned relevant mandatory
instruments to make III Code applicable and mandatory as from 1/1/2016
 Consists of:
o Part 1 – Common Areas
o Part 2 – Flag State
o Part 2 – Coastal State
o Part 4 – Port State
 Common Areas:
o Objective:
 enhance global maritime safety and protection of the marine environment and assist
States in the implementation of instruments of the Organization
o Strategy
 a State should develop an overall strategy to ensure that its international obligations
and responsibilities as a flag, port and coastal State are met
 a State should establish a methodology to monitor and assess that the strategy ensures
effective implementation and enforcement of relevant international mandatory
instruments
 a State should continuously review the strategy to achieve, maintain and improve the
overall organizational performance and capability as a flag, port and coastal State.
o When a new or amended instrument of the Organization enters into force for a State, the
Government of that State shall be in a position to implement and enforce its provisions through
appropriate national legislation and to provide the necessary implementation and enforcement
infrastructure. This means that the Government of the State shall have:
 the ability to promulgate laws, which permit effective jurisdiction and control in
administrative, technical and social matters over ships flying its flag and, in particular,
provide the legal basis for general requirements for registries, the inspection of ships,
safety and pollution-prevention laws applying to such ships and the making of
associated regulations;
 a legal basis for the enforcement of its national laws and regulations including the
associated investigative and penal processes; and
 the availability of sufficient personnel with maritime expertise to assist in the
promulgation of the necessary national laws and to discharge all the responsibilities of
the State, including reporting as required by the respective conventions.
 FLAG STATE:
o implement policies through the issuance of national legislation and guidance, which will assist
in the implementation and enforcement of the requirements of all safety and pollution
prevention conventions and protocols to which they are parties
o assign responsibilities within their Administrations to update and revise any relevant policies
adopted
o implement applicable international rules and regulations as well as develop and disseminate
any interpretative national regulations
o compliance with the requirements related to international standards of training, certification
and watch keeping of seafarers.
othe conduct of investigations into casualties and adequate and timely handling of cases of ships
with identified deficiencies. Marine safety investigations should be conducted by qualified,
impartial and objective investigators, knowledgeable in matters relating to the casualty.
o A flag State shall ensure that ships entitled to fly its flag are sufficiently and efficiently manned
o the periodic inspection of ships entitled to fly its flag to verify that the actual condition of the
ship and its crew is in conformity with the certificates it carries
o Personnel responsible for, or performing, surveys, inspections and audits on ships and
companies covered by the relevant international mandatory instruments shall be appropriately
qualified
o A flag State shall, on a periodic basis, evaluate its performance with respect to the
implementation of administrative processes, procedures and resources necessary to meet its
obligations as required by the international instruments to which it is a party
 COASTAL STATE
o implement policies through the issuance of national legislation and guidance, which will assist
in the implementation and enforcement of the requirements of all safety and pollution
prevention conventions and protocols to which it is a party
o obligations and responsibilities may include
 radio communication services;
 meteorological services and warnings;
 search and rescue services;
 hydrographic services;
 ship routeing;
 ship reporting systems;
 vessel traffic services; and
 aids to navigation
o A coastal State shall periodically evaluate its performance in respect of exercising its rights and
meeting its obligations under the applicable international instruments
 PORT STATE
o ensure that its legislation, guidance and procedures are established for the consistent
implementation and verification of its rights, obligations and responsibilities contained in the
relevant international instruments to which it is a party
o rights, obligations and responsibilities include,
 provision of appropriate reception facilities or capability to accept all waste streams
regulated under the instruments of the Organization;
 port State control; and
 keeping a register of fuel oil suppliers
 IMSAS:
o Purpose:
 The IMO Member State Audit Scheme is intended to provide an audited Member State
with a comprehensive and objective assessment of how effectively it administers and
implements those mandatory IMO instruments which are covered by the
Scheme.review the rights and obligations of States emanating from the IMO treaty
instruments;
 assess, monitor and review the current level of implementation of IMO instruments by
States in their capacity as flag, port and coastal States, with a view to identifying areas
where States may have difficulties in fully implementing them;
 identify the reasons for the difficulties in implementing provisions of relevant IMO
instruments, taking into account any relevant information collected through, inter alia,
the assessment of performance, the investigation of marine casualties and incidents
and port State control (PSC) data, while paying particular attention to difficulties faced
by developing countries;
 consider proposals to assist States in implementing and complying with IMO
instruments by the development of appropriate instruments, guidelines and
recommendations.
 analyse investigation reports into marine casualties and incidents and maintain an
efficient and comprehensive knowledge-based mechanism to support the identification
of trends and feed into the IMO rule-making process;
 review IMO standards on maritime safety and security and the protection of the marine
environment, to maintain an updated and harmonized guidance on survey and
certification related requirements; and
 promote global harmonization of PSC activities
o Instruments
 SOLAS 74
 STCW 78
 Loadline 66/ Protocol 88
 Colreg 72
 Tonnage 69
 Marpol
NOISE CODE
 1 Annex and 7 Chapter and 4 appendix
 The Code is intended to provide standards to prevent the occurrence of potentially hazardous noise
levels on board ships and to provide standards for an acceptable environment for seafarers.
 Requirements and recommendations are made for:
o measurement of noise levels and exposure
o protecting the seafarer from the risk of noise-induced hearing loss under conditions where at
present it is not feasible to limit the noise to a level which is not potentially harmful;
o limits on acceptable maximum noise levels for all spaces to which seafarers normally have
access
o verification of acoustic insulation between accommodation spaces
 Purpose
o provide for safe working conditions by giving consideration to the need for speech
communication and for hearing audible alarms, and to an environment where clear-headed
decisions can be made in control stations, navigation and radio spaces and manned machinery
spaces
o protect the seafarer from excessive noise levels which may give rise to a noise-induced hearing
loss; and
o provide the seafarer with an acceptable degree of comfort in rest, recreation and other spaces
and also provide conditions for recuperation from the effects of exposure to high noise levels.
 Application
o The Code applies to new ships of a gross tonnage of 1,600 and above
o The Code does not apply to:
 dynamically supported craft;
 high-speed craft;
 fishing vessels;
 pipe-laying barges;
 pleasure yachts not engaged in trade;
 ships of war and troopships;
 Measuring Equipment
o Measurement of sound pressure levels shall be carried out using precision integrating sound
level meters
o Octave filter set
o Microphone wind screen
 Measurement
o This person conducting measurements shall have
 knowledge in the field of noise, sound measurements and handling of used equipment;
 training concerning the procedures
o Operating conditions at sea trials
 Measurements should be taken with the ship in the loaded or ballast condition
 Noise measurements shall be taken at normal service speed and, unless otherwise
addressed in the provisions below, no less than 80% of the maximum continuous rating
(MCR)
 All machinery, navigation instruments, radio and radar sets, etc., normally in use at
normal seagoing condition and levels, including squelch shall operate throughout the
measurement period.
 Measurements in spaces containing emergency diesel engine driven generators, fire
pumps or other emergency equipment that would normally be run only in emergency,
or for test purposes, shall be taken with the equipment operating
 Mechanical ventilation, heating and air-conditioning equipment shall be in normal
operation,
 Ships fitted with bow thrusters, stabilizers, etc., may be subject to high noise levels
when this machinery is in operation. For thrusters, measurements shall be made at
40% thruster power and the ship's speed shall be appropriate for thruster operation
o Operating conditions in port
 When the noise from the ship's cargo handling equipment may lead to noise above
maximum levels in duty stations and accommodation spaces affected by its operation,
measurements should be taken
 Where the ship is a vehicle carrier and noise during loading and discharging originates
from vehicles, the noise level in the cargo spaces and the duration of the exposure
should be considered
o Environmental conditions
 The readings obtained may be affected if the water depth is less than five times the
draught or if there are large reflecting surfaces in the ship's vicinity
 The meteorological conditions such as wind and rain, as well as sea state, should be
such that they do not influence the measurements. Wind force 4 and 1 m wave height
should not be exceeded.
 Care shall be taken to see that noise from extraneous sound sources, such as people,
entertainment, construction and repair work, does not influence the noise level on
board the ship at the positions of measurement.
 Measurement procedures
o During noise level measurement, only seafarers necessary for the operation of the ship and
persons taking the measurements shall be present in the space concerned
o Sound pressure level readings shall be taken in decibels using an A-weighting (dB(A)) and C-
weighting (dB(C)) filter and if necessary also in octave bands between 31.5 and 8,000 Hz.
 Measurement positions
o If not otherwise stated, measurements shall be taken with the microphone at a height of
between 1.2 m (seated person) and 1.6 m (standing person) from the deck.
o The distance between two measurement points should be at least 2 m, and in large spaces not
containing machinery, measurements should be taken at intervals not greater than 10 m
throughout the space including positions of maximum noise level.
o In no case shall measurements be taken closer than 0.5 m from the boundaries of a space.
o Measurements shall be taken at positions where the personnel work, including at
communication stations
o Measurements shall be taken at the principal working and control stations of the seafarers in
the machinery spaces and in the adjacent control rooms, if any, special attention being paid to
telephone locations and to positions where voice communication and audible signals are
important
o Measurements from machinery which constitutes a sound source should be taken at 1 m from
the machinery
o Measurements shall be taken on both navigating bridge wings but should only be taken when
the navigating bridge wing to be measured is on the lee side of the ship.
o The number of measurement cabins shall be not less than 40 per cent of total number of
cabins. Cabins which are obviously affected by noise, i.e. cabins adjacent to machinery or
casings, must be considered in any case.
 Noise level limits
o Machinery spaces 110
o Machinery control rooms 75
o Workshops other than those forming part of machinery spaces 85
o Navigating bridge and chartrooms 65
o Cabin and hospitals 60
o Messrooms 65
 Noise Exposure Limits
o within each day or 24-hour period the equivalent continuous noise exposure would not exceed
80 dB(A)
o In spaces with sound pressure levels exceeding 85 dB(A), suitable hearing protection should be
used, or to apply time limits for exposure
o No seafarer, even when wearing hearing protectors, should be exposed to levels exceeding 120
dB(A)
IMSBC
 international Maritime Solid Bulk Cargoes Code (IMSBC Code)
 The International Maritime Solid Bulk Cargoes Code (IMSBC Code), and amendments to SOLAS chapter
VI to make the Code mandatory, were adopted by the Maritime Safety Committee (MSC), 85th session,
in 2008. The amendments are expected to enter into force on 1 January 2011.
 The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC Code), which was first
adopted as a recommendatory code in 1965 and has been updated at regular intervals since then.
 The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid bulk
cargoes by providing information on the dangers associated with the shipment of certain types of cargo
and instructions on the appropriate procedures to be adopted.
 The international Code of Safe Practice for Solid Bulk Cargoes (BC Code) includes recommendations to
Governments, ship operators and shipmasters. Its aim is to bring to the attention of those concerned
an internationally-accepted method of dealing with the hazards to safety which may be encountered
when carrying cargo in bulk.
 The Code highlights the dangers associated with the shipment of certain types of bulk cargoes; gives
guidance on various procedures which should be adopted; lists typical products which are shipped in
bulk; gives advice on their properties and how they should be handled; and describes various test
procedures which should be employed to determine the characteristic cargo properties.
 The Code contains a number of general precautions and says it is of fundamental importance that bulk
cargoes be properly distributed throughout the ship so that the structure is not overstressed and the
ship has an adequate standard of stability. A revised version of the Code was adopted in 2004 as
Resolution MSC.193(79) Code of safe practice for solid bulk cargoes, 2004
BLU CODE
 CODE OF PRACTICE FOR THE SAFE LOADING AND UNLOADING OF BULK CARRIERS (BLU CODE), 1998
Edition
 Being concerned about the continued loss of ships carrying solid bulk cargoes, sometimes without a
trace, and the heavy loss of life incurred, and recognizing that a number of accidents have occurred as a
result of improper loading and unloading of bulk carriers, the Sub-Committee on Dangerous Goods,
Solid Cargoes and Containers (DSC) at its first session (February 1996) developed a draft code of
practice for the safe loading and unloading of bulk carriers, with the aim of preventing such accidents.
 The resulting Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) was
approved by the MSC at its 68th session (June 1997) and adopted by the Assembly at its 20th session
(November 1997) by resolution A.862(20).
 The BLU Code, which provides guidance to masters of bulk carriers, terminal operators and other
parties concerned with the safe handling, loading and unloading of solid bulk cargoes, is also linked to
regulation VI/7 of the 1974 SOLAS Convention, as amended by resolution MSC.47(66).
MS ACT
 Purpose:
o Is to ensure the efficient maintenance of an Indian Mercantile marine and for that for purpose
a National Shipping Board was created with an aim to provide registration, certification, safety
and security of Indian Ship
 PART I Preliminary
 PART II National Shipping Board
 PART III General Administration
 PART IV Shipping Development Fund
 PART V Registration Of Indian Ships
 PART VI Certificates Of Officers
 PART VIA Obligation of certain Certificate Holder To Serve Government Or In Indian Ships
 PART VII Seamen And Apprentices
 PART VIII Passenger Ships
 PART IX Safety
 PART IXA Nuclear Ships
 PART X Collisions, Accidents At Sea & Liability
 PART XA Limitation Of Liability
 PART XB Civil Liability For Oil Pollutin Damage
 PART XIA Prevention And Containment Of Pollution Of The Sea BY OIL
 PART XII Investigations And Inquiries
 PART XIII Wreck And Salvage
 PART XIV Control Or Indian Ships And Ships Engaged In Coasting Trade
 PART XV Sailing Vessels
 PART XVA Fishing Boats
 PART XVI Penalties And Procedure
 PART XVII Miscellaneous
 PART XVIII Repeals And Savings
SAFE MANNING
 SOLAS CHAPTER V, REG 14
 the principles of minimum safe manning set out in section 3 to ensure the safe operation of ships to
which article III of the 1978 STCW Convention, as amended, applies, and the security of ships to
which chapter XI-2 of the 1974 SOLAS Convention, as amended,
 Principle:
 the capability to
 maintain safe navigational, port, engineering and radio watches in accordance with
regulation VIII/2 of the 1978 STCW Convention, as amended, and also maintain
general surveillance of the ship;
 moor and unmoor the ship safely;
 manage the safety functions of the ship when employed in a stationary or near-
stationary mode at sea;
 perform operations, as appropriate, for the prevention of damage to the marine
environment;
 maintain the safety arrangements and the cleanliness of all accessible spaces to
minimize the risk of fire;
 provide for medical care on board ship;
 ensure safe carriage of cargo during transit;
 inspect and maintain, as appropriate, the structural integrity of the ship; and
 operate in accordance with the approved Ship's Security Plan; and
 The minimum safe manning of a ship should be established taking into account all relevant factors,
including the following
 size and type of ship;
 number, size and type of main propulsion units and auxiliaries;
 level of ship automation;
 construction and equipment of the ship;
 method of maintenance used;
 cargo to be carried;
 frequency of port calls, length and nature of voyages to be undertaken;
 trading area(s), waters and operations in which the ship is involved;
 extent to which training activities are conducted on board;
 degree of shoreside support provided to the ship by the company;
 applicable work hour limits and/or rest requirements; and
 the provisions of the approved Ship's Security Plan
UNFCC
 The UNFCCC objective is to "stabilize greenhouse gas concentrations in the atmosphere at a level that
would prevent dangerous anthropogenic interference with the climate system"
 The parties to the convention have met annually from 1995 in Conferences of the Parties (COP) to
assess progress in dealing with climate change.
 Rio de Janeiro from 3 to 14 June 1992, then entered into force on 21 March 1994:
o The framework set no binding limits on greenhouse gas emissions for individual countries and
contains no enforcement mechanisms. Instead, the framework outlines how specific
international treaties (called "protocols" or "Agreements") may be negotiated to set binding
limits on greenhouse gases.
 The parties to the convention have met annually from 1995 in Conferences of the Parties (COP) to
assess progress in dealing with climate change.
 In 1997, the Kyoto Protocol
o was concluded and established legally binding obligations for developed countries to reduce
their greenhouse gas emissions in the period 2008-2012
o The Protocol’s first commitment period started in 2008 and ended in 2012.
 The 2010 Cancun agreements
o state that future global warming should be limited to below 2.0 °C (3.6 °F) relative to the pre-
industrial level.
 Doha Amendment
o The Protocol was amended in 2012 to encompass the period 2013-2020 in the Doha
Amendment, which -as of December 2015- not entered into force.
 In 2015 the Paris Agreement was adopted, governing emission reductions from 2020 on through
commitments of countries in ambitious Nationally Determined Contributions
 The 2015 United Nations Climate Change Conference, COP 21 or CMP 11
o was held in Paris, France, from 30 November to 12 December 2015.
o The agreement will enter into force when joined by at least 55 countries which together
represent at least 55 percent of global greenhouse emissions
o According to the organizing committee at the outset of the talks the expected key result was an
agreement to set a goal of limiting global warming to less than 2 degrees Celsius (°C) compared
to pre-industrial levels.
o The agreement calls for zero net anthropogenic greenhouse gas emissions to be reached during
the second half of the 21st century.
o In the adopted version of the Paris Agreement, the parties will also "pursue efforts to" limit the
temperature increase to 1.5 °C.
o The 1.5 °C goal will require zero emissions sometime between 2030 and 2050, according to
some scientists
 Market-Based Measures
o MBMs place a price on GHG emissions and serve two main purposes:
 providing an economic incentive for the maritime industry to reduce its fuel
consumption by investing in more fuel efficient ships and technologies and to operate
ships in a more energy efficient-manner (in-sector reductions)
 offsetting in other sectors of growing ship emissions
o Leveraged Incentive Scheme (LIS) (Japan (MEPC 60/4/37)):
 GHG Fund contributions are collected on marine bunker. Part thereof is refunded to
ships meeting or exceeding agreed efficiency benchmarks and labelled as “good
performance ships”
o Port State Levy (Jamaica (MEPC 60/4/40)):
 Levies a uniform emissions charge on all vessels calling at their respective ports based
on the amount of fuel consumed by the respective vessel on its voyage to that port
o Ship Efficiency and Credit Trading (SECT) (United Sates
 Subjects all ships to mandatory energy efficiency standards. As one means of complying
with the standard, an efficiency-credit trading programme would be established.
o
HUMAN ELEMENT
 The safety and security of life at sea, protection of the marine environment and over 90% of the world's
trade depends on the professionalism and competence of seafarers
 The IMO's International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW), 1978 was the first internationally-agreed Convention to address the issue of
minimum standards of competence for seafarers. In 1995 the STCW Convention was completely revised
and updated to clarify the standards of competence required and provide effective mechanisms for
enforcement of its provisions.
 The amendments, now referred to as the Manila amendments, which provide enhanced standards of
training for seafarers, entered into force on 1 January 2012
 In 1997, IMO adopted a resolution setting out its vision, principles and goals for the human element.
 The human element is a complex multi-dimensional issue that affects maritime safety, security and
marine environmental protection involving the entire spectrum of human activities performed by ships'
crews, shore based management, regulatory bodies and others. All need to co-operate to address
human element issues effectively.
 One key STCW Convention provision requires Parties to provide information to allow others to check
the validity and authenticity of seafarers' certificates of competency. This is important as unqualified
seafarers holding fraudulent certificates of competency are a clear danger to themselves, others on
board and the marine environment.
 Revised requirements on hours of work and rest and new requirements for the prevention of drug and
alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers;
 New requirements for marine environment awareness training and training in leadership and
teamwork
 Vision
o To significantly enhance maritime safety and the quality of the marine environment by
addressing human element issues to improve performance
 Principles
o the Organization, when developing regulations, should honour the seafarer by seeking and
respecting the opinions of those that do the work at sea
o effective remedial action following maritime casualties requires a sound understanding of
human element involvement in accident causation. This is gained by a thorough investigation
and systematic analysis of casualties for contributory factors and the causal chain of event
o rules and regulations addressing the seafarers directly should be simple, clear and
comprehensive;
 Goals
o to have in place a structured approach for the proper consideration of human element issues
for use in the development of regulations and guidelines by all committees and sub-committees
o to promote and communicate, through human element principles, a maritime safety culture
and heightened marine environment awareness;
o to have in place a system to discover and to disseminate to maritime interest studies, research
and other relevant information on the human element, including findings from marine and
non-marine incident investigations; and
o to provide material to educate seafarers so as to increase their knowledge and awareness of
the impact of human element issues on safe ship operations, to help them do the right thing
 FATIGUE: The most common causes of fatigue known to seafarers are lack of sleep, poor quality of rest,
stress and excessive workload. There are many other contributors as well, and each will vary depending
onthe circumstance (i.e. operational, environmental).
o There are many ways to categorise the causes of fatigue. To ensure thoroughness and to
provide good coverage of most causes, they have been divided into 4 general categories.
 Crew-specific factors
 Management factors (ashore and aboard ship)
 Ship-specific factors
 Environmental factors
o Crew Specific Factors
 The crew-specific factors are related to lifestyle behaviour, personal habits and
individual attributes.
 However, fatigue varies from one person to another and its effects are often
dependent on the particular activity being performed.
 The crew-specific factors include the following:
 Sleep and rest
 quality, quantity and duration of Sleep
 sleep disorders/disturbances
 rest breaks
 Biological clock/circadian rhythms
 Psychological and emotional factors, including stress
 fear
 monotony and boredom
 Health
 diet
 illness
 Stress
 skill, knowledge and training as it relates to the job
 personal problems
 interpersonal relationships
 Ingested chemicals
 alcohol
 drugs (prescription and non-prescription)
 caffeine
 Age
 Shift work and work schedules
 Workload (mental/physical)
 Jet lag
o Management Specific Factors
 The management factors relate to how ships are managed and operated. These factors
can potentially cause stress and an increased workload, ultimately resulting in fatigue.
These factors include:
 Organisational factors
 staffing policies and retention
 paperwork requirements
 economics
 schedules-shift, overtime, breaks
 company culture and management style
 rules and regulations
 resources
 upkeep of vessel
 Voyage and scheduling factors
 frequency of port calls
 time between ports
 routing
 weather and sea condition on route
 traffic density on route
 nature of duties/workload while in port
o Ship Specific Factors
 These factors include ship design features that can affect/cause fatigue. Some ship
design features affect workload (i.e. automation, equipment reliability), some affect the
crew’s ability to sleep, and others affect the level of physical stress on the crew (i.e.
noise, vibration, accommodation spaces, etc.).
 The following list details ship-specific factors:
 ship design
 level of automation
 level of redundancy
 equipment reliability
 inspection and maintenance
 age of vessel
 physical comfort in work spaces
 location of quarters
 ship motion
 physical comfort of accommodation spaces
o Environmental Specific Factors
 Exposure to excess levels of environmental factors, e.g. temperature, humidity,
excessive noise levels,can cause or affect fatigue.
 Long term exposure may even cause harm to a person’s health. Furthermore,
considering that environmental factors may produce physical discomfort, they can also
cause or contribute to the disruption of sleep.
 Ship motion is also considered an environmental factor. Motion affects a person’s
ability to maintain physical balance. This is due to the extra energy expended to
maintain balance while moving, especially during harsh sea conditions. There is a direct
relation between a ship’s motion and a person’s ability to work. Excessive ship
movement can also cause nausea and motion sickness Environmental factors can also
be divided into factors external to the ship and those internal to the ship.
o Within the ship, the crew is faced with elements such as noise, vibration and temperature
(heat,cold, and humidity).
 Mitigate Fatigue
o Steps such as the following are important in the prevention of fatigue on board ship, and are
within the Ship Officer’s ability to influence and implement:
o Ensure compliance with maritime regulations (minimum hours of rest and/or maximum hours
of work)
 Take strategic naps
 Develop and maintain good sleep habits, such as a pre-sleep routine (something that
you always do to get you ready to sleep)
 Eat regular, well-balanced meals (including fruits and vegetables, as well as meat and
starches)
 Exercise regularly
 Drink sufficient amount of water
 Use rested personnel to cover for those travelling long hours to join the ship and who
are expected to go on watch as soon as they arrive on board (i.e. allowing proper time
to overcome fatigue and become familiarised with the ship
 Create an open communication environment (e.g. by making it clear to crew members
that it is important to inform supervisors when fatigue is impairing their performance
and that there will be no recriminations for such reports
 Schedule drills in a manner that minimises the disturbance of rest/sleep periods
 Establish on board management techniques when scheduling shipboard work and rest
periods, and using watch-keeping practices and assignment of duties in a more efficient
manner (using, where appropriate, IMO and ILO recommended formats – “Model
format for table of shipboard working arrangements” and “Model format for records of
hours of work or hours of rest of seafarers”)
 Assign work by mixing up tasks to break up monotony and combining work that
requires high physical or mental demand with low-demand tasks (job rotation)
 Schedule potentially hazardous tasks for daytime hours
 Emphasis the relationship between work and rest periods to ensure that adequate rest
is received; this can be accomplished by promoting individual record keeping of hours
rested or worked. Using (where appropriate) IMO and ILO recommended formats in
“IMO/ILO Guidelines for the Development of Tables of Seafarers’ Shipboard Working
Arrangements and Formats of Records of Seafarers’ Hours of Work or Hours of Rest”
 Re-appraise traditional work patterns and areas of responsibility on board to establish
the most efficient utilisation of resources (such as sharing the long cargo operations
between all the deck officers instead of the traditional pattern and utilizing rested
personnel to cover for those who have travelled long hours to join the ship and who
may be expected to go on watch as soon as they arrive)
 Ensure that shipboard conditions, within the crew’s ability to influence, are well
maintained i (e.g. Maintaining heating, ventilation and air-conditioning (HVAC) on
schedule, replacing light bulbs, and contending with sources of unusual noise at the
first possible opportunity)
 Establish shipboard practices for dealing with fatigue incidents and learning from the
past (as part of safety meetings)
 Increase awareness of long term health benefits of appropriate lifestyle behaviour (e.g.
exercise, relaxation, nutrition, avoiding smoking and low alcohol consumption)
 SOFT SKILLS:
o Situation and risk assessment: to understand the influence of a situation and risk assessment
in the principles and practice of decision making at an operational level.
o Situational awareness: how to acquire and maintain situational awareness and accidents and
increasing safety margins.
o Communication: how to recognise and apply best practice in communication, and be aware of
barriers to communication and how these may adversely affect situational awareness.
o Shipboard training: to understand the aim of shipboard training, the principles of learning and
methods of developing human potential.
o Culture: how to recognise and respond to cultural issues including cultural awareness and bias
including national, organisational, departmental and personal cultural approaches.
o Team working: to recognise team working models and conflict management style.
o Leadership and management: to recognise and demonstrate effective leadership behaviours.
o Workload management: understand the concept of task and workload management and be
able to apply it. Recognising fatigue and stress in yourself and others, and developing
strategies for dealing with them.
 As per STCW
o Table A-II/1, A-II/2, A-III/1 and A-III/2
 Competency : Application of leadership and team working skills
 Knowledge, understanding and proficiency :
 Ability to apply task and workload management, including:
o planning and co-ordination
o personnel assignment
o time and resource constraints
o prioritization
 Knowledge and ability to apply effective resource management:
o allocation, assignment and prioritization of resources
o effective communication onboard and ashore
o decisions reflect consideration of team experiences
o assertiveness and leadership, including motivation
o obtaining and maintaining situational awareness
 Knowledge and ability to apply decision-making techniques:
o situation and risk assessment
o identify and consider generated options
o selecting course of action
o evaluation of outcome effectiveness
HARMONIZED SYSTEM OF SURVEY AND CERTIFICATION, HSSC SURVEY
 A harmonized system of survey and certification covering international shipping regulations adopted by
IMO entered into force on 3 February 2000
 The system covers survey and certification requirements of SOLAS 1974, the International Convention
on Load Lines, 1966, and MARPOL 73/78, as well as the IBC Code, BCH Code and IGC Code.
 All of these instruments require the issuing of certificates to show that requirements have been met,
and this has to be done by means of a survey, which can involve the ship being out of service for
several days.
 The harmonized system will alleviate the problems caused by survey dates, and intervals between
surveys, which do not coincide, so that a ship should no longer have to go into a port or repair yard for
a survey required by one convention shortly after doing the same thing in connection with another
instrument
 The harmonized system provides for:
o a one-year standard interval between surveys, based on initial, annual, intermediate, periodical
and renewal surveys as appropriate;
o a scheme for providing the necessary flexibility for the execution of each survey with the
provision that the renewal survey may be completed within three months before the expiry
date of the existing certificate with no loss of its period of validity;
o a maximum period of validity of five years for all certificates for cargo ships
o a maximum period of validity of 12 months for the Passenger Ship Safety Certificate
o a system for the extension of certificates limited to three months to enable a ship to complete
its voyage (or one month for ships engaged on short voyages);
 List of certificates required on board ship relating to harmonized system of survey and certification
(some depend on type of ship)
o Passenger Ship Safety Certificate, including Record of Equipment
o Cargo Ship Safety Construction Certificate
o Cargo Ship Safety Equipment Certificate, including Record of Equipment
o Cargo Ship Safety Equipment Certificate, including Record of Equipment
o Cargo Ship Safety Certificate, including Record of Equipment
o International Load Lines Certificate
o International Load Lines Exemption Certificate
o International Oil Pollution Prevention Certificate
o International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in
Bulk
o International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
o International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
o Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
DEFINITIONS
 AUDIT
o Audit always forecasts on past activities and then detect the fault and propose the corrective
action.
o Audit always focuses on system operation, system procedure and documentation.
o Audit always looks only on the system.
o Audit is focused on software items.
o Audit of entire system is not possible as it is done on sampling basis like surveillance audit
o For example, an auditor will check satisfactory repair of pump and will enquire, find and
analyze as to when pump was last inspected, why deficiency not found before survey etc.
 SURVEY
o Survey focuses on future activities so that equipment continues to function for next survey.
o Survey focuses on physical status of machinery or equipment.
o Survey looks on product.
o Survey is focused on hardware
o Survey of entire system is possible like safety equipment survey, main engine performance
survey etc
o For example, in a survey of fire pump surveyor will check satisfactory repair of pump and noted
deficiency removed.
 MAJOR NON- CONFORMITY
o an identifiable deviation which poses a serious threat to personnel or ship safety or a serious
risk to the environment and requires immediate corrective action; in addition, the lack of
effective and systematic implementation of a requirement of the ISM Code, is also considered
as a major non conformity
 NON- CONFORMITY
o A non-conformity means an observed situation where objective evidence indicates the non-
fulfilment of a specified requirement of the ISM code.
 STRATEGY AND TACTICS
o Tactics are the actual means used to gain an objective, while strategy is the overall campaign
plan, which may involve complex operational patterns, activity, and decision-making that lead
to tactical execution
o Strategy: To identify clear broader goals that advance the overall organization and organize
resources.
o Tactics: To utilize specific resources to achieve sub-goals that support the defined mission
 ANGLE OF REPOSE
o Angle of Repose is the maximum slope angle of non-cohesive (i.e. free-flowing) granular
material
o It is the angle between a horizontal plane and the cone slope of such material
o The angle of repose is a characteristic of non-cohesive bulk cargoes, which is indicative of cargo
stability, and the purpose of which is to minimize the risk of bulk material shifting; the cargo
should be trimmed reasonably level to the boundaries of the cargo space
 AVERAGE ADJUSTER:
o An average adjuster is a marine claims specialist responsible for adjusting and providing the
general average statement.
o Average Adjusters are expert in the law and practice of general average and marine insurance.
o They prepare claims under marine insurance policies which generally involve loss or damage to
marine craft, their cargoes or freight
 PARTICULAR AVERAGE LOSS
o The damage or loss should be of a particular subject matter in which case the damage suffered
cannot be partially shifted to others and the loss would be borne by the persons directly
affected by the damage to the said cargo.
 GENERAL AVERAGE LOSS
o refers to a loss that directly affects two or more interest in a common marine adventure unlike
particular average loss which affects a particular interest only.
o This loss involves an extraordinary sacrifice reasonably made during a peril for the sole purpose
of preserving other properties in a common marine adventure.
o This sacrifice could include throwing of some cargo over board (jettison), using cargo as fuel,
cutting away of spare or sails etc.
o The act must however be extraordinary, beyond the normal routine work of the ship crew and
master and the peril or danger that warrants such a sacrifice must also be more than the
ordinary perils of the sea.
 YORK ANTWERP RULE
o There is a general average act when and only when, any extraordinary sacrifice or expenditure
is intentionally and reasonably made or incurred for the common safety for preserving from
peril the property involved in common maritime adventure
 DEMMURAGE:
o refers to the amount paid by the charterer of a ship as a compensation to the ship owner for
any damage that may occur due to the charterer’s inability to complete operations on a vessel
(loading and offloading) within the allowable period (lay-days)
 DESPATCH
o the money that would be paid to the charterer when he is able to ensure that loading and off-
loading of a chartered vessel is completed before the elapse of the allowable time (lay days)
this is however dependent on the charter party agreement between both parties.
 LAYCAN
o Period during which the shipowner must tender notice of readiness to the charterer that the
ship has arrived at the pod of loading and is ready to load.
o This period is expressed as two dates, for example laydays 25 March cancelling 2 April or, when
abbreviated as laycan, laycan 25 March/2 April. The charterer is not obliged to commence
loading until the first of these dates if the ship arrives earlier and may have the option of
cancelling the charter if the ship arrives after the second of the dates, known as cancelling date
 LAYTIME
o Time allowed by the shipowner to the voyage charterer or Bill of Lading holder in which to load
and / or discharge the cargo.
 LIEN CLAUSE
o Clause in a voyage Charter-Party which entitles the shipowner to exercise a lien on the cargo,
that is, to retain control of the cargo until any freight, dead freight or demurrage which is owing
is paid.
 CESSER CLAUSE
o Clause in a voyage Charter-Party which seeks to relieve the charterer of all responsibility under
the contract once the cargo has been shipped.
 NEW JASON CLAUSE
o provides that the shipowner is entitled to recover in general average even when the loss is
caused by negligent navigation.
o The need for such a clause arises from the decision of an American court that, while American
law exempted a shipowner from liability for loss or damage to cargo resulting from negligent
navigation, this did not entitle the shipowner to recover in general average for such a loss.
 STANDING CHARGES
o Standing charges are those which remain constant whether voyage is token or not but these
expense have to be paid. It is known as fixed charges. For example: salary, depreciation,
interest, repairs, insurance, etc. The proportionate expense regarding period of voyage are
debited to voyage account.
 CONTRACT OF AFFREIGHTMENT
o is a contract between a ship-owner and another person (called the charterer), in which the
ship-owner agrees to carry goods for the charterer in the ship, or to give the charterer the use
of the whole or part of the ship's cargo-carrying space for the carriage of goods on a specified
voyage.
 NEW JASON CLAUSE
o Protective clause inserted into a Charter-Party or Bill of Lading which provides that the
shipowner is entitled to recover in general average even when the loss is caused by negligent
navigation.
 OIL CESS:
o There shall be levied on every ship calling at any port in India being a ship which carries oil as
cargo, a cess to be called Oil Pollution Cess at such rate not exceeding fifty paise, --
 in respect of each tonne of oil imported by a ship into India in bulk as a cargo;
 in respect of each tonne of oil shipped from any place in India in bulk as a cargo of a
ship
 ASPECT RATIO:
o the inlet cross-sectional area divided by the radius from the turbo centerline to the centroid of
that area.
 LOSS RATIO:
o The loss ratio is calculated by dividing the total incurred losses by the total collected insurance
premiums.
o The losses are added to adjustment expenses and then divided by total earned premiums.
 DELTA TUNING
o Delta tuning is for wartsila engines. Every unit has 3 fuel valves. So at lower loads only 1 fuel
valve is functional, as the load increases then two fuel valves and then 3 at max load. This
combination of fuel valves in use keeps changing
 CTL
o An actual total loss occurs where the damages or cost of repair clearly equal or exceed the
value of the property.
o A constructive total loss is a situation where the cost of repairs plus the cost of salvage equal
or exceed the value.
 Liner Trade
o Liner Service – is a service that operates within a schedule and has a fixed port rotation with
published dates of calls at the advertised ports.
 Tramp Service
o A Tramp Service or tramper on the other hand is a ship that has no fixed routing or itinerary or
schedule and is available at short notice (or fixture) to load any cargo from any port to any port
 CAPTAIN OF THE PORT (COTP)

o is a title held by a United States Coast Guard officer, usually the commander of a United States
Coast Guard sector with the rank of captain (O-6).
o Captain of the port duties involve enforcing within their respective areas port safety and
security and marine environmental protection regulations, including regulations for the
protection and security of vessels, harbours, and waterfront facilities; anchorages; security
zones; safety zones; regulated navigation areas; deep-water ports; water pollution; and ports
and waterways safety
 TORT
o Maritime tort is an injury to person or property of which admiralty will take jurisdiction
because of its origin on navigable waters in a maritime matter.
o It includes torts resulting from malfeasance or negligence, as well as those committed by direct
force
 LEIN
o Right to keep the property belonging to another person till debt owed is paid
 SUE AND LABOUR CLAUSE

o A standard clause in a maritime insurance policy which allows the insured to recover from the
insurer any reasonable expenses incurred by the insured in order to minimize or avert a loss to
the insured property, for which loss the insurer would have been liable under the policy.
 DEFICIENCY AND NON CONFORMITY:

o "Deficiency" means a defect in, or a failure in the operation of, a part of the ship’s structure or
its machinery, equipment, fittings, or a failure in the documentation
o “Non-conformity” means an observed situation where objective evidence indicates the non-
fulfilment of a specified requirement
o A deficiency is awarded when there is non fulfilment of any STATUTORY SURVEY /
REQUIREMENTS. initial annual intermediate renewal even PSC eg items pertaining to any
statutory certificates SEQ SAFCON SRT or any codes
o Non conformity are terms used exclusively for AUDITS let it be ISM or ISPS ....
o During audits NON CONFORMITY are issued during SURVEY deficiencies
 PROTOCOL OF DELIVERY AND ACCEPTANCE

o The document that should be agreed in advance and signed by both parties at the closing table
is called a Protocol of Delivery and Acceptance. This document is a protection for both parties.
o Case in Point: The Buyer and the Seller’s representatives are sitting at the closing table
exchanging documents. Buyer’s representative confirms he is happy with his documents and
instructs a wire to be sent to the Seller. As the Buyer and Seller’s representatives are sitting at
the closing table, the vessel (which is docked at the Seller’s marina) is struck by another vessel.
There is extensive damage to the vessel, causing the vessel to sink. Buyer and Seller’s
representatives are sitting at a closing table miles away from the vessel. The sinking is not
reported to the parties until hours after the closing has concluded.
o Exactly who owned the vessel when the accident occurred? Whose insurance company should
the accident be reported to? If you don’t have a signed, sealed and delivered Protocol of
Delivery and Acceptance, it’s anyone’s guess.
o Guessing is not part of a proper closing. ALWAYS ensure a Protocol of Delivery and Acceptance
is executed at closing with the exact date and time
 BILL OF SALE
o A bill of sale is a document that transfers ownership of goods from one person to another.
o The Bill of Sale must be produced for the registration anew of the vessel upon change in
ownership.
 SUBSTANDARD SHIP: -
o A ship whose hull, machinery, equipment, or operational safety is substantially below the
standards required by the relevant convention or whose crew is not in conformance with the
safe manning document
 UNSEAWORTHY SHIP: -
o means under mentioned items of the ship are such as to make it unfit for the proposed voyage
or service
 the materials of construction,
 her construction,
 the qualification of master, the number, description and qualification of the crew
including officers,
 the weight, description and stowage of the cargo and ballast,
 the condition of her hull and equipment, boilers and machinery
 UNSAFE SHIP: -
o means under mentioned items of the ship are such as to make the ship unfit to proceed to sea
on the intended service without endangering human life
 Defective condition of her hull, equipment or machinery,
 Over loading or improper loading,
 “SHORT INTERNATIONAL VOYAGE”

o means an international voyage in the course of which a ship is not more than 200 miles from a
port or place in which the passengers and crew could be placed in safety and which does not
exceed 600 miles in length between the last port of call in the country in which the voyage
begins and the final port of destinations
 UNIFIED REQUIREMENTS
o Unified Requirements are minimum requirements. Each Member remains free to set more
stringent requirements.
o Unified Requirements are adopted resolutions on matters directly connected to or covered by
specific Rule requirements and practices of classification societies and the general philosophy
on which the rules and practices of classification societies are established
 PROCEDURAL REQUIREMENTS
o Procedural Requirements are adopted resolutions on matters of procedures to be followed by
Members.
o Procedural Requirements adopted shall be incorporated in the practices and procedures of the
members within the periods agreed by the IACS General Policy Group.
 SQUAT
o This is a term used to define changes in draught and trim which occurs when the depth of
water beneath the vessel is less than one and a half time the draught of the vessel when
travelling at a significant speed
o When there is a limited clearance under the keel the restriction increases the velocity of water
flow which causes a drop in pressure thereby reducing the buoyancy force on the vessel. This
effect is increased still further when vessel is in the confined channel since the velocity of water
flow must increase due to further restriction.
o Since the weight of the vessel remains unchanged the ship will have to sink further thereby
increasing her draught in order to restore equilibrium
 LETTER OF CREDIT
o A letter of credit is a document, typically from a bank (Issuing Bank), assuring that a seller
(Beneficiary) will receive payment up to the amount of the letter of credit, as long as certain
documentary delivery conditions have been met. In the event that the buyer (Applicant) is
unable to make payment on the purchase, the Beneficiary may make a demand for payment on
the bank.
 PASSENGER SHIP
o Ship carrying more than 12 passenger
 PASSENGER
o Any person onboard except
 A person employed or engaged in any capacity on board the ship on the business of the
ship
 A person onboard the ship either in pursuance of the obligation laid upon the master to
carry ship wrecked distressed or other persons or by reason of any circumstances
which neither the master nor the charterer, if any, could have prevented or forestalled
 Child under the age of 1
 TANKER
o “tanker” means a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of
an inflammable nature

STRUCTURE OF IMO AND ADOPTION OF CONVENTION
 Structure of IMO
o The Organization consists of
 an Assembly,
 a Council and
 five main Committees:
 a number of Sub-Committees support the work of the main technical committees.
o Assembly
 This is the highest Governing Body of the Organization.
 It consists of all Member States and it meets once every two years in regular sessions,
but may also meet in an extraordinary session if necessary.
 The Assembly is responsible for approving the work programme, voting the budget and
determining the financial arrangements of the Organization.
 The Assembly also elects the Council.
o Council
 The Council is elected by the Assembly for two-year terms beginning after each regular
session of the Assembly
 The Council is the Executive Organ of IMO and is responsible, under the Assembly, for
supervising the work of the Organization.
 Between sessions of the Assembly the Council performs all the functions of the
Assembly, except the function of making recommendations to Governments on
maritime safety and pollution prevention
 coordinate the activities of the organs of the Organization;
 consider the draft work programme and budget estimates of the Organization and
submit them to the Assembly;
 appoint the Secretary-General, subject to the approval of the Assembly;
o Committees:
 Maritime Safety Committee
 The MSC is the highest technical body of the Organization.
 It consists of all Member States. The functions of the Maritime Safety
Committee are to “consider any matter within the scope of the Organization
concerned with aids to navigation, construction and equipment of vessels,
manning from a safety standpoint, rules for the prevention of collisions,
handling of dangerous cargoes, maritime safety procedures and requirements,
hydrographic information, log-books and navigational records, marine casualty
investigations, salvage and rescue and any other matters directly affecting
maritime safety
 Maritime Environmental Protection Committee
 The MEPC, which consists of all Member States, is empowered to consider any
matter within the scope of the Organization concerned with prevention and
control of pollution from ships.
 In particular, it is concerned with the adoption and amendment of conventions
and other regulations and measures to ensure their enforcement.
 Technical Committee
 The Technical Cooperation Committee is required to consider any matter
within the scope of the Organization concerned with the implementation of
technical cooperation projects for which the Organization acts as the executing
or cooperating agency and any other matters related to the Organization’s
activities in the technical cooperation field.
 Legal Committee
 The Legal Committee is empowered to deal with any legal matters within the
scope of the Organization.
 Facilitation Committee
 It consists of all the Member States of the Organization and deals with IMO’s
work in eliminating unnecessary formalities and “red tape” in international
shipping by implementing all aspects of the Convention on Facilitation of
International Maritime Traffic 1965 and any matter within the scope of the
Organization concerned with the facilitation of international maritime traffic.
o Sub Committee
 Human Element Training and Watch keeping (HTW)
 Implementation of IMO Instruments (III);
 Navigation, Communications and Search and Rescue (NCSR);
 Pollution Prevention and Response (PPR);
 Ship Design and Construction (SDC);
 Ship Systems and Equipment (SSE); and
 Carriage of Cargoes and Containers (CCC).
 ADOPTION OF CONVENTION
o Normally the suggestion is first made in one of the committees, since these meet more
frequently than the main organs.
o If agreement is reached in the committee, the proposal goes to the Council and, as necessary,
to the Assembly.
o If the Assembly or the Council, as the case may be, gives the authorization to proceed with the
work, the committee concerned considers the matter in greater detail and ultimately draws up
a draft instrument. In some cases, the subject may be referred to a specialized sub-committee
for detailed consideration.
o Work in the committees and sub-committees is undertaken by the representatives of Member
States of the Organization. The views and advice of intergovernmental and international non-
governmental organizations which have a working relationship with IMO are also welcomed in
these bodies. Many of these organizations have direct experience in the various matters under
consideration, and are therefore able to assist the work of IMO in practical ways.
o 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.
o Invitations to attend such a conference are sent to all Member States of IMO and also to all
States which are members of the United Nations or any of its specialized agencies. These
conferences are therefore truly global conferences open to all Governments who would
normally participate in a United Nations conference
o Before the conference opens, the draft convention is circulated to the invited Governments and
organizations for their comments. The draft convention, together with the comments thereon
from Governments and interested organizations is then closely examined by the conference
and necessary changes are made in order to produce a draft acceptable to all or the majority of
the Governments present. The convention thus agreed upon is then adopted by the conference
and deposited with the Secretary-General who sends copies to Governments. 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.
o 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,
Governments have been willing to accelerate this process considerably
 ENTRY INTO FORCE
o Each convention includes appropriate provisions stipulating conditions which have to be met
before it enters into force. These conditions vary but, generally speaking, the more important
and more complex the document, the more stringent are the conditions for its entry into force.
oWhen the appropriate conditions have been fulfilled, the convention enters into force for the
States which have accepted - generally after a period of grace intended to enable all the States
to take the necessary measures for implementation.
o Accepting a convention does not merely involve the deposit of a formal instrument. A
Government’s acceptance of a convention necessarily places 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; in some case, special facilities may have to be
provided; an inspectorate may have to be appointed or trained to carry out the functions under
the convention; and adequate notice must be given to ship owners, shipbuilders and other
interested parties so they make take account of the provisions of the convention in their future
acts and plans.
 RESOLUTION
o At IMO, Maritime resolutions are issued by the Assembly, The council and by each of the
committee.
o Each committee brings resolutions to amend part of International convention that they are
associated with. Like Maritime safety committee handles conventions related to safety.
o the resolution MSC.374(93) refers to the MSC resolution number 374 which was adopted in the
93rd session of the MSC.
o For a resolution to come into effect, there are 4 main steps
 A contracting government need to propose a resolution.
 IMO or its respective committee need to review the resolution proposal
 Resolution need to be adopted in the IMO and finally
 Resolution need to be accepted by the contracting governments
 After a fixed time from acceptance, a resolution enters into force
o Adoption of a resolution
 Resolutions are adopted by voting in Maritime safety committee or Maritime
Environment Protection Committee. There are 2 conditions for a resolution to be
adopted
 Atleast one-third of the contracting governments should be present for voting.
On this date, there are 174 countries that are members to the IMO. So for a
resolution to be adopted, at least 58 countries should be present.
 At least two-third of the contracting governments present, should vote in
favour of resolution. So if 60 countries were present, at least 40 countries
should vote in favour of the resolution.
o Acceptance of the resolution
 A resolution once adopted, it is passed to all contracting governments for acceptance.
 The Secretary general communicates the adopted resolution to all contracting
governments.
 the amendment will be accepted by tacit acceptance or explicit acceptance. The
acceptance of a resolution to amend SOLAS convention is only done by tacit
acceptance.
o Tacit Acceptance of a resolution
 In simple terms “tacit acceptance” means “accepted unless objected”. It is opposite of
earlier process of “rejected unless accepted”.
 Under tacit acceptance, a resolution is accepted on an agreed time interval from
adoption unless it is objected by a number of contracting governments.
 The committee decides the agreed interval during adoption of resolution.
 However, there is minimum interval that is set in respective conventions.
 For example, as per Marpol convention, the minimum interval between adoption and
acceptance has to be 10 months. Same way, as per SOLAS the minimum interval should
not be less than one year. SOLAS convention has also specified maximum interval
between adoption and acceptance as 2 year
 At the end of the deadline, if a contracting government has not taken any action
(accepting or rejecting the proposed resolution), it is implied (tacit) that government
has accepted the resolution.
 ACCESSION AND RATIFICATION
o I am a country representative and I am presented few resolutions. I sign a proposed resolution.
By signing I am only agreeing to discuss it with at my home country in the parliament. I am not
legally bound by that signature. I go to my home country and discuss this in parliament and
parliament accepts this to be included in the local laws. I have ratified the convention. Once the
required number of states ratifies the convention, it comes in force. Once the convention is in
force, another state (country) decides to be part of the convention and they discuss it in their
parliament and agrees to make it a domestic law in their country. Since this convention is
already ratified, the process will not be called ratification but it is called accession. The only
difference between ratification and accession is that ratification is the act involved in
conventions not yet ratified and accession is the act involved in the conventions already
ratified.
HAGUE RULE, HAGUE-VISBY RULE
 DEFINITIONS:
o "Carrier" includes the owner or the charterer who enters into a contract of carriage with a
shipper
o "Contract of carriage" applies only to contracts of carriage covered by a bill of lading or any
similar document of title, in so far as such document relates to the carriage of goods by sea,
including any bill of lading or any similar document as aforesaid issued under or pursuant to a
charter party from the moment at which such bill of lading or similar document of title
regulates the relations between a carrier and a holder of the same
 HAGUE RULE
o International Convention for the Unification of Certain Rules of Law relating to Bills of Lading
o The Hague Rules represented the first attempt by the international community to find a
workable and uniform means of dealing with the problem of shipowners regularly excluding
themselves from all liability for loss or damage to cargo.
o The objective of The Hague Rules has to establish a minimum mandatory liability of carriers
which could be derogated from
o Under The Hague Rules the shipper bears the cost of lost/damaged goods if they cannot prove
that the vessel was unseaworthy, improperly manned or unable to safely transport and
preserve the cargo, i.e. the carrier can avoid liability for risks resulting from human errors
provided they exercise due diligence and their vessel is properly manned and seaworthy.
o The carrier shall be bound before and at the beginning of the voyage to exercise due diligence
to
 Make the ship seaworthy
 Properly man, equip and supply the ship
 Make the holds, refrigerating and cool chambers, and all other parts of the ship in
which goods are carried, fit and safe for their reception, carriage and preservation.
o Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting
from:
 Act, neglect, or default of the master, mariner, pilot, or the servants of the carrier in
the navigation or in the management of the ship. Fire, unless caused by the actual fault
or privity of the carrier. Perils, dangers and accidents of the sea or other navigable
waters. Act of God. Act of war. Act of public enemies. Arrest or restraint or princes,
rulers or people, or seizure under legal process.
 HAGUE VISBY RULE:
o The Rules increase the maximum amount for limitation of liability of a carrier and introduce a
new weight-based criterion
o The unit of account is the
o Special Drawing Rights (SDRs) of the International Monetary Fund (IMF).
o The Rules incorporate a container clause in recognition of the new cargo packaging techniques
adopted throughout the shipping industry. Container Bills of Lading are normally received for
‘shipment bills’ and not ‘ship on board bills’ and it could not be otherwise where the goods are
received at a container freight station inland
 HAMBURG RULE:
o The Hamburg Rules constitute a new Convention on maritime transport agreed under the
auspices of the United Nations at a conference at Hamburg on 31 st March 1978.
o Their official title is the United Nations Convention on the Carriage of Goods by Sea 1978.
o The Rules were devised with the intention that they should supersede the 1924 Hague Rules
together with the 1968 Visby amendment
o The rules apply to all outward shipments from the U.K. but to imports only if the carriage is
from one of the states has referred to above or the bill of lading was issued in one of those
states or clause paramount in the bill of lading expressly applies them.
o If no bill of lading is issued the carrier is not legally bound to apply them and can be subject to
the applicability of national law.
o These rules do not apply to charter parties (Article V)
o Hamburg Rules applies to all contracts for the carriage of goods by sea between two states
(Article II).
o It can be seen that the application of rules does not depend on issue of bill of lading and it is
likely to apply for imports as well as exports. The Hamburg rules too are not applicable to
charter parties
o Notice of loss or damage must be given in writing by the consignee or carrier no later than 1
working day after the goods were delivered to consignee, or where the loss or damage is latent,
within 15 consecutive days after delivery to the consignee (Article 19).
o A failure to give such notice is prima facie evidence of delivery in accordance with the
document of transport, of if no such document has been issued in good condition.
o Compensation for loss resulting from delay in delivery may not be provided unless notice has
been given in writing to the carrier within 60 consecutive days after delivery to the consignee
o
REGISTRATION OF SHIP
 Article 5(1) of the Geneva Convention on the High Seas of 1958, which came into effect in 1962,
requires that "the state must effectively exercise its jurisdiction and control in administrative, technical
and social matters over ships flying its flag." There are 63 states party to that Convention.
 The principle was repeated in Article 91 of the United Nations Convention on the Law of the Sea of
1982 (UNCLOS), which came into effect in 1994.[2] That Convention has 167 parties.
 A ship entitled to fly the flag of a country needs to be registered in that country.
 The object of registration is to ensure that persons who are entitled to the privilege and protection of
the Indian flag get them.
 The registration affords evidence of title off the ship to those who deal with the property in question.
 It also gives protection to the members of the crew in case of casualties involving injuries and/or loss of
life to claim compensation under the provisions of the Indian Acts in Indian courts
 Part V of this MS Act deals with exclusively with the registration of Indian ships
 Ships which qualify to be registered are required to be registered only at ports designated as ports of
registry. At present Mumbai, Calcutta, Madras, Cochin and Mormugao have been notified as ports of
registry and principal officers of Mumbai, Calcutta & Madras and Surveyor in charge of Cochin and
Mormugao have been notified as Registrar of Indian ships.
 In their capacity as registrar of Indian ships, the principal officers are required to maintain a complete
record of Ships on register indicating status of the ship on a particular date
 The Director General of Shipping, at the request of owners of Indian ships, desiring to be known at sea,
allots signal letter & controls the series that may be so issued.
 The conferment of status of Indian ships is restricted to:
o Ships owned by a citizen of India
o Ships owned by a company or body established by or under any central or state Act which has
its principle place of business in India
o Ships owned by a co-operative society which is registered or deemed to be registered under
the Co-operative Society Act, 1912, or any other law relating to Co-operative Societies for the
time being in force in any state.
 QUALIFICATION REQUIRED FOR REGISTRATION AS INDIAN SHIPS:
o Sea going ships fitted with mechanical means of propulsion of 15 tons’ net and above
howsoever employed and those of less than 15 tons’ net employed otherwise than solely on
the coasts of Indian qualify for registration
o Not more than 10 individuals are entitled to be registered as an owner of a fractional part of a
share in a ship, but a maximum of 5 persons could be registered as joint owners of a ship or of
any share and shares therein.
 FORMALITIES TO BE OBSERVED FOR REGISTRATION AS INDIAN SHIP:
o The owner of a ship wishing to have it registered at a port in India has to submit to the
concerned Register
o A declaration of ownership whether he is a sole proprietor, joint owner or a company made
before a Registrar,
o A certificate signed by the builder (builder’s certificate) of the ship containing a true account of
the proper denomination and of the tonnage of the ship as estimated by him and the time,
when and the place where the ship was built, (for new ship).
o The instrument of sale under which the property of the ship was transferred to the applicant
who requires it to be registered in his name, (for second-hand ships).
o On being satisfied that the ship, on the strength of the evidence placed before him, is entitled
to be Indian ship, the Registrar arranges for survey of the ship by a surveyor for the
determination of her tonnage in accordance with the Merchant Shipping (Tonnage
Measurement) Rules, 1987 as amended from time to time, for the purpose of issue of a
Certificate of Survey
oAfter the formalities enumerated above have been gone through, the Registrar issues a carving
and marking note. This note is to be returned to the Registrar after carving and marking have
been duly carried out on the ship in the prescribed manner and certified by a Surveyor.
 TYPES OF REGISTRY:
o Traditional Registry: Some nations only allow vessels that are owned by companies or persons
that are residents of that country. These registries are known as “traditional” or “national”
registries.
o Open Registry: Other nations, on the other hand, allow companies and persons from many
other countries to register their vessels under that nation's flag. These are known as “open”
registries. Ships registered under open registries are sometimes said to fly under “flags of
convenience.”
o Bareboat Registry: Bareboat charter registration, in essence, temporarily permits a vessel to fly
the flag of another country while ownership continues to be registered in the underlying
registry.
o Offshore registries: Shipowners can register their ships under the national flag but are able to
operate their ships with a high degree of flexibility concerning production and employment
conditions. The state retains administrative control over the ship that operates under
conditions similar to those preferred by the open registries. It permits an economic incentive,
the hiring of foreign crews at wages lower than those payable to domestic crews.
o Hybrid registries: To counter the trend of the reduction of the national fleet some European
countries have established international registries. International registries are second national
registries allowing ships to fly the flag of that state. They are easier to access and have fewer
entry requirements than
most national registries. They tend to maintain a nationality link between beneficial owner or
management of the vessel and the flag State. In general, hybrid registries tend to offer financial
incentives and advantages similar to open registers.
 DOCUMENTS TO ACCOMPANY APPLICATION FOR REGISTRY –

o Every application for the registry of a ship under section 26 of the Act shall be accompanied by
the following documents, namely: -
 the declaration of ownership;
 the builder’s certificate, that is to say, a certificate signed by the builder of the ship and
containing a true account of the proper denomination and of the tonnage of the ship as
estimated by him and of the time when and the place where she was built; and
 if the ship has been purchased, the instrument of sale under which the property in the
ship was transferred to the applicant.
 DECLARATION OF OWNERSHIP
o Every declaration of ownership shall be made before a registrar, a Justice of the Peace, a
Commissioner of Oaths, or an Indian Consular Officer and where a declaration of ownership is
made at a place other than the port of registry, the place of attestation shall be stated in the
declaration.
 OFFICIAL NUMBER
o The registrar, on receipt of an application for registry shall apply to the Director-General for
allotment of an official number
 CARVING AND MARKING NOTE
o Where in respect of a ship an official number has been allotted and the name approved by the
Director General and the certificate of survey granted by the surveyor, the registrar shall issue
to the owners a Carving and Marking Note which shall be returned to the registrar after the
carving and marking have been duly carried out and certified by a surveyor
 MARKING OF SHIPS
o Every ship shall, before registry, be marked permanently and conspicuously to the satisfaction
of the registrar as follows –
 her name shall be marked on each of her bows, and her name and the name of her
intended port of registry shall be marked on her stern, on a dark background in white
or yellow letters or on a light background in black letter which shall be not less than
one decimetre or four inches in height and 1.3 centimetres or half an inch in breadth.
 her official number and the number denoting her registered tonnage shall be cut in on
her main beam.
 Her scale of draught marks shall be cut or welded in feet and inches and in metres and
decimetres in two columns side by side both forward and aft on the port and star board
side respectively. The relative position of the two rows of markings should be
separated by a reasonable distance in order to avoid errors in reading them.
 In the case of modern type of ships having a raked soft stem and cruiser stern, the
marks shall be cut in or welded as close and aft of the stem as possible following the
contour of the stem. The marks aft or at the stern shall be cut a few feet forward of
the after perpendicular in two columns parallel to each other.
Port State Control
 Port Stare Control is a system of harmonized inspection-procedures designed to target substandard
vessels with the main objective being their eventual elimination
 In March 1978 the grounding of the supertanker “Amoco Cadiz” off the coast of Brittany (France)
resulted in a massive oil spill, causing a strong political and public outcry in Europe, calling for more
stringent regulations with regard to the safety of shipping
 Basic principle of PSC
o The prime responsibility for the compliance with the requirements laid down in the
international maritime conventions lies with the ship-owner/operator; responsibility for
ensuring such compliance remains with the flag State;
o The member- countries agree to inspect a given percentage of their estimated number of
individual foreign merchant vessels entering their ports;
o As a general rule, ships will not be inspected within six months of a previous inspection in a
MOU port, unless there are “clear grounds” for inspection (see “Selection of ships for
inspections”);
o All possible efforts are made to avoid unduly detaining or delaying a vessel;
o Inspections are generally unannounced.
 “RELEVANT INSTRUMENTS”
o International Convention on Load Lines 1996, as amended, its 1998 protocol, (LOADLINES
66/88);
o International Convention for the Safety of Life at Sea (SOLAS) 1974, its Protocol of 1978, as
amended, and the Protocol of 1998, (SOLAS 74/78/88);
o International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978, as amended (MARPOL 73/78);
o International Convention on Standards of Training, Certification and Watch keeping for
Seafarers 1978, as amended (STCW 78);
o Convention on the International Regulations for Preventing Collision at Sea 1972, as amended
(COLREG 72);
o International Convention on Tonnage Measurement of Ships 1969 (TONNAGE 1969);
o Merchant Shipping (Minimum Standards) Convention, 1976 (ILO Convention No. 147).
o MLC
 “Clear grounds” for a more detailed inspection are:
o Vessels whose statutory certificates on the vessel’s construction or equipment, issued in
accordance with the conventions, and the classification certificates have been issued by an
organization which is not recognized by the authority;
o Ships that have deficiencies to be rectified in the next port;
o Ships that have deficiencies to be rectified within 14 days;
o Ships flying the flag of a non-Party to a relevant instrument;
o Ships that are in a category for which “expanded inspection” has been decided, i.e.: oil tankers
older than 20 years, bulk carriers older than 12 years, gas and chemical carriers older than 10
years, and passenger ships;
o During examination of the certificates and documents inaccuracies have been revealed or the
documents have not been properly kept updated;
o Indications that the crew members are unable to communicate with each other, or that the
ship is unable to communicate with shore- based authorities;
o Evidence of cargo and other operations not being conducted safely or in accordance with IMO
guidelines;
o Failure of the master of an oil tanker to produce the record of the oil discharge monitoring and
control system for the last ballast voyage;
o Absence of an up to date muster list, or crew members not aware of their duties in the event of
fire or an order to abandon ship;
o The emissions of false alerts not followed by proper cancellation procedures;
o The absence of principal equipment or arrangements required by the conventions;
o Evidence from the PSCO’s general impression and observations that there are serious hull and
structural deteriorations or deficiencies that may jeopardize the structural, watertight or
weather tight integrity of the vessel;
o Excessively unsanitary conditions on board the vessel;
o Information or evidence that the master or crew is not familiar with essential shipboard
operation relating to the safety of the vessel or the prevention of pollution, or that such
operations have not been carried out.
 Action codes
o Each deficiency is commonly given in a codified form in the inspection report, called “action
code”.
o The action codes most frequently used are:
 10 deficiency rectified
 15 to be rectified at the next port of call;
 16 to be rectified within 14 days;
 17 master instructed to rectify deficiency before departure;
 30 grounds for detention;
 40 next port of call informed;
 50 flag State/ consul informed;
 70 classification society informed
 REGIONAL PSC AGREEMENTS
o In several regions around the world, coastal countries have signed an agreement,
“Memorandum of Understanding on Port State Control, often abridged “MOU on PSC”.
o At present there are the following Regional Agreement on PSC
 Paris MOU for the European Region.
 The Acuerdo de Viña del Mar (Latin America Agreement),
 Tokyo MOU for the Asian Region signed in 1993,
 Caribbean MOU for the Caribbean Region signed in 1996 in Barbados;
 Mediterranean MOU for the Southern Mediterranean Region
 Indian Ocean MOU signed in 1998 in Pretoria and comprising:
 West and Central Africa MOU signed in Abuja (Nigeria).
 Persian Gulf Region;
 Black Sea Area,
 In the United States PSC is carried out by US Coast Guard.
o Information exchange
 Whether deficiencies are found or not, all details from each inspection report are
entered in an advanced central computer database
 This database can be accessed by PSC authorities, for consulting inspection files,
inserting new inspection reports or using the electronic mail facility
 A monthly list of detentions is published. This list contains, amongst others, the ship
name, the owner, the Classification society and the port and date of detention
 SHIP RISK PROFILE
o According to the Ship Risk Profile vessels will be classified as Low Risk Ships (LRS) and High Risk
Ships (HRS). If a vessel is neither Low Risk nor High Risk it will be classified as a Standard Risk
Ship (SRS).
o The Ship Risk Profile will be based on the following criteria, using details of inspections in the
PMoU area in the last 3 years:
 type of ship
 age of ship
 performance of the flag of the ship (including undertaking Voluntary IMO Member
State Audit Scheme (VIMSAS)
 performance of the recognised organisation(s)
 performance of the company responsible for the ISM management
 number of deficiencies
 number of detentions
o HRS: between 5-6 months after the last inspection in the PMoU region
o SRS: between 10-12 months after the last inspection in the PMoU region
o LRS: between 24-36 months after the last inspection in the PMoU region
o The banning criteria for the first and second ban will be amended as follows:
 If the ship flies a black listed flag it will be banned after more than 2 detentions in the
last 36 months
 if the ship flies a grey listed flag it will be banned after 2 or more detentions in the last
24 months.
o Any subsequent detention after the second banning will lead to a ban, irrespective of the flag.
o Moreover, a time period until the banning can be lifted will be introduced as follows:
 3 months after the first ban
 12 months after the second ban
 24 months after the third ban
 permanent ban.
 PORT STATE CONTROL- THE FUTURE

o The prospect of global port State control, with exchange of information and harmonization of
procedures and training, has even more exciting implications
o As more and more statistics and data are gathered and exchanged by the different PSC
Secretariats, that will result in a huge increase in knowledge about sub-standard shipping.
o The development of PSC gives us the possibility to change that culture and replace secrecy with
transparency and openness.
o Although the efforts to improve flag State performance remain a top priority, effective regional
agreements, including harmonized inspection and detention procedures, internationally
approved qualifications of inspectors and transparency through increased information within
regions and inter-regionally, will play an essential role for both flag and Port State
responsibilities
 CIC
o Concentrated inspection campaigns focus on specific areas where high levels of deficiencies
have been encountered by PSCOs, or where new convention requirements have recently
entered into force.
o Paris MoU Jointly with the Tokyo MoU a CIC on Crew Familiarisation for Enclosed Space Entry is
scheduled from September to November, this year
o The Indian Ocean Memorandum of Understanding (IOMOU) will embark on a concentrated
inspection campaign (CIC) on Cargo Securing Arrangements. The three-month campaign will
start on September 1, 2016 and end on November 30, 2016.
SAFCON SURVEY
1. All certificates and documentation except SAFCON Certificates valid.
2. Whether any new equipment has been fitted and, if so, confirm that it has been approved before
installation and that any changes are reflected in the appropriate certificate
3. Ship-specific emergency towing procedure
4. Stability information, including damage stability, where applicable, and the damage control plans are
on board
5. Manoeuvring booklet is on board and that the manoeuvring information is displayed on the navigating
bridge
6. Manoeuvring booklet is on board and that the manoeuvring information is displayed on the navigating
bridge
7. Routine surveys of the boilers and other pressure vessels, have been carried out as required and that
safety devices, such as the boiler safety valves, have been tested;
8. A complete file of the enhanced survey reports and the Condition Evaluation Report are on board
9. Suitable Material Safety Data Sheets are available on board;
10. For bulk carriers, that the loading/unloading booklet required in SOLAS regulation VI/7.2 is on board
11. For oil tankers and bulk carriers when appropriate, that the Ship Structure Access Manual is on board
12. Structural alterations performed, if any, have been approved by the classification society and reported
on the as-built drawings kept on board
13. confirming when appropriate that the maintenance of the protective coating is included in the overall
ship’s maintenance system
14. The hull and its closing appliances are satisfactions maintained
15. examining the anchoring and mooring equipment as far as can be seen.
16. examining the collision and the other watertight bulkheads
17. examining and testing (locally and remotely) all the watertight doors in watertight bulkheads
18. examining each bilge pump and confirming that the bilge pumping system for each watertight
compartment is satisfactory
19. confirming that the machinery, boilers and other pressure vessels, associated piping systems and
fittings are installed and protected so as to reduce to a minimum any danger to persons on board, due
regard being given to moving parts, hot surfaces and other hazards
20. confirming that the normal operation of the propulsion machinery can be sustained or restored even
though one of the essential auxiliaries becomes inoperative
21. carrying out a general examination of the machinery, the boilers, all steam, hydraulic, pneumatic and
other systems and their associated fittings to see whether they are being properly maintained and with
particular attention to the fire and explosion hazards
22. examining and testing the operation of main and auxiliary steering arrangements, including their
associated equipment and control systems
23. confirming that the means of communication between the navigation bridge and steering gear
compartment and the means of indicating the angular position of the rudder are operating
satisfactorily
24. confirming that the various alarms required for hydraulic power-operated, electric and electro-
hydraulic steering gears are operating satisfactorily and that the recharging arrangements for hydraulic
power-operated steering gears are being maintained
25. examining the means for the operation of the main and auxiliary machinery essential for the propulsion
and the safety of the ship, including, when applicable, the means of remotely controlling the propulsion
machinery from the navigating bridge (including the control, monitoring, reporting, alert and safety
actions) and the arrangements to operate the main and other machinery from a machinery control
room
26. confirming the operation of the ventilation for the machinery spaces
27. confirming that the measures to prevent noise in machinery spaces are effective
28. confirming that the engineer's alarm is clearly audible in the engineers' accommodation
29. examining, in general, that the precautions provided against shock, fire and other hazards of electrical
origin are being maintained
30. confirming, as far as practicable, that no changes have been made in the structural fire protection,
examining any manual and automatic fire doors and proving their operation, testing the means of
closing the main inlets and outlets of all ventilation systems and testing the means of stopping power
ventilation systems from outside the space served
31. confirming that the means of escape from accommodation, machinery and other spaces are
satisfactory
32. examining visually the condition of any expansion joints in seawater systems
33. confirming that no new materials containing asbestos were installed on board
34. confirming that ship's identification number is permanently marked
35. confirming that the coating system in dedicated SWB tanks in ships and double side skin spaces
arranged in bulk carriers of 150 m in length and upward when appropriate is maintained and that
maintenance, repair and partial recoating are recorded in the coating technical file
36. for ships over 5 years of age, an internal examination of representative spaces used for water ballast
37. for ships over 10 years of age, other than ships engaged in the carriage of dry cargoes only, an internal
examination of selected cargo spaces
38. for ships over 15 years of age, engaged in the carriage of dry cargoes only, an internal examination of
selected cargo spaces.
39. Examination of sea valves and their connections to the hull;
40. testing the insulation resistance of electrical circuits in dangerous zones such as cargo pump rooms and
areas adjacent to cargo tanks, but in cases where a proper record of testing is maintained,
consideration should be given to accepting recent readings
41. examining the cargo, crude oil washing, ballast and stripping systems both on deck and in the cargo
pump rooms and the bunker system on deck
42. confirming that the pump room ventilation system is operational, ducting intact, dampers are
operational and screens clean
43. examining the towing arrangement for tankers of not less than 20,000 tonnes deadweight
44. for bulk carriers, examining and testing the hold, ballast and dry space water level detectors and their
audible and visual alarms
45. confirming, for bulk carriers, that the loading instrument is on board and functioning
CONTINUOUS SYNOPSIS RECORD
 Continuous synopsis record is a special measure under SOLAS for enhancing the maritime security at
the sea.
 According to SOLAS chapter I, all passenger and cargo ships of 500 gross-tonnage and above must have
a continuous synopsis record on board.
 The continuous synopsis record provides an onboard record of the history of the ship with respect to
the information recorded therein
 Continuous synopsis record (CSR) is issued by the administration of the ship, which would fly its flag.
 Following details should be present in the continuous synopsis record (CSR)
o Name of the ship
o The port at which the ship is registered
o Ship’s identification number
o Date on which ship was registered with the state
o Name of the state whose flag the ship is flying
o Name of registered owner and the registered address
o Name of registered bareboat charterers and their registered addresses
o Name of the classification society with which the ship is classed
o Name of the company, its registered address and the address from where safety management
activities are carried out
o Name of the administration or the contracting government or the recognized organization
which has issued the document of compliance, specified in the ISM code, to the company
operating the ship.
o Name of the body which has carried out the audit to issue the document of compliance
which has issued the safety management certificate (SMC) to the ship and the name of the
body which has issued the document
which has issued the international ship security certificate, specified in the ISPS code, to the
ship and the name of the body which has carried out the verification on the basis of which the
certificate was issued
o The date of expiry of the ship’s registration with the state
 The continuous synopsis record shall always be kept on board ship and shall be available for inspection
all the time.
ISPS CODE
 The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in
the International Convention for the Safety of Life at Sea (SOLAS).
 The Code has two parts,
o one mandatory and
o one recommendatory.
 HISTORY
o Following the tragic events of 11th September 2001, the twenty-second session of the
Assembly of the International Maritime Organization (IMO), in November 2001, unanimously
agreed to the development of new measures relating to the security of ships and of port
facilities for adoption by a Conference of Contracting Governments to the International
Convention for the Safety of Life at Sea, 1974 (known as the Diplomatic Conference on
Maritime Security) in December 2002. Subsequently the International Ship and Port Facility
Security (ISPS) Code is developed for the compliance of the contracting governments. The code
is to be globally implemented on 1 July 2004
o Development and implementation were sped up drastically in reaction to the September 11,
2001 attacks and the bombing of the French oil tanker Limburg.
 OBJECTIVES OF THE ISPS CODE
o To establish an international framework involving co-operation between Contracting
Governments, local administrations and the shipping and port industries to detect security
threats and take preventive measures against security incidents affecting ships or port facilities
used in international trade;
o To establish the respective roles and responsibilities of the Contracting Governments,
Government agencies, local administrations and the shipping and port industries, at the
national and international levels for ensuring maritime security;
o To ensure the early and efficient collection and exchange of security-related information
o To ensure the early and efficient collection and exchange of security-related information
o To ensure confidence that adequate and proportionate maritime security measures are in
place.
 APPLICATION OF THE ISPS CODE
o The following types of ships engaged on international voyages:
 Passenger ships, including high-speed passenger craft
 Cargo ships, including high-speed craft, of 500 gross tonnage and upwards
 Mobile offshore drilling units
o Port facilities serving such ships engaged on international voyages
 NON OPERATIONAL SHIP SECURITY ALERT SYSTEM EQUIPMENT
o The Master/ Company Security Officer shall inform the 24 X 7 DG Commcentre that the ship
security alert system is non-operational.
o If the vessel is in port, every effort shall be made to have the equipment repaired prior to
sailing.
o In case it is not possible to have the equipment repaired, the Master/ Company Security Officer
shall inform the DG Commcentre to that effect stating the reasons for the same
o In case the equipment fails at sea, the Master/ Company Security Officer shall immediately
inform the DG Commcentre and thereafter e-mail a position report to the DG Commcentre
every 6 hrs. stating the vessel's position, Course, Speed, name of next port of call with ETA. The
security status of the vessel shall be reported in these messages. These position reports shall be
sent till the vessel arrives at the destined port.
o The Company Security Officer shall report to the DG Commcentre immediately if the vessel's
position report is overdue by more than 2 hours
oThe ship security alert system shall be repaired at the next port of call and DG Commcentre
shall be notified accordingly.
o Upon completion of repairs, the same shall be tested with the DG Commcentre and compliance
obtained
 Requirement of SSA
o identification of existing security measures, procedures and operations;
o identification and evaluation of key ship board operations that it is important to protect;
o identification of possible threats to the key ship board operations and the likelihood of their
occurrence, in order to establish and prioritise security measures; and
o identification of weaknesses, including human factors in the infrastructure, policies and
procedures
 SUA and ISPS CODE

o The main purpose of the convention is to ensure that appropriate action is taken against
persons committing unlawful acts against ships.
o The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of
measures to enhance the security of ships and port facilities, developed in response to the
perceived threats to ships and port facilities
o SUA Convention is, however, expected to provide the legal basis for the arrest, detention and
extradition of terrorists in the event of a terrorist attack against shipping
o The 1985 hijacking of the passenger vessel Achille Lauro off the coast of Egypt led to the 1992
adoption of international law in the form of the Convention for the Suppression of Unlawful
Acts against the Safety of Maritime Navigation (SUA Convention).
o Recent terrorist attacks on maritime vessels, including the previously mentioned attacks on the
USS Cole and the tanker Limberg, demonstrated the SUA Convention’s inadequacy to
proactively address the maritime security threat posed by terrorism.
o To this end, in December 2002, the International Maritime Organisation (IMO) convened a
Diplomatic Conference addressing measures to strengthen maritime security and prevent and
suppress acts of terrorism against shipping.
o This conference resulted in the adoption of a number of amendments to the SOLAS
Convention, including, the addition of a new chapter detailing the new ISPS Code.
o Other SOLAS amendments included the requirement for ships to fit Automatic Identification
Systems (AIS), to carry a Continuous Synopsis Record (CSR), and to standardise ship
identification markings
 ISPS code weaknesses

o One major weakness of the Code is the inability of the IMO to enforce its Regulations—it can
only monitor compliance.
o Enforcement is the domain of Contracting Governments, most often as a part of Port State
Control regimes.
o some Contracting Governments, particularly Flag of Convenience registries, have been
identified as either corrupt (and therefore vulnerable to exploitation by terrorist groups), or as
lacking the resources or expertise to enforce acceptable standards.
o The ISPS Code does not apply to many vessels that are either vulnerable to, or capable of,
terrorist attack or exploitation. These include fishing vessels, high speed container vessels built
prior to July 2001, vessels not engaged in international voyages (including inter-island ferries
similar to the ones attacked in recent years in Southeast Asian waters), and cargo ships less
than 500 ton. Part B of the ISPS Code advises Contracting Governments to establish security
measures for vessels not covered by Part A of the Code, however, this is not mandatory, and is
therefore unlikely to be heeded by some nations (particularly Flag of Convenience registries).
o
DERATING OF ENGINE
 A vessel’s engine and propeller are optimized and designed for a given operational and max. speed.
 If the operational speed of the vessel is generally lower than the one originally optimized for, it may be
beneficial to consider derating of the main engine and propeller.
 Derating as a retrofit product offers reduction of the total fuel consumption by improving the match
between the operational speed and optimization speed.
 Derating is usually an attractive option for fuel oil savings if a reduction of 10-15% of the max. speed at
SMCR can be accepted.
 It is a techno-commercial concept done at the time where shipping industry is in bad shape
 Methods:
o Readjusting fuel timing
o Decreasing compression ratio
o Fuel nozzle size
o Turbocharger matching
o t/c, propeller and shaft matching
 Fuel saving originates from
o Optimisation of the engine and propeller layout to the actual operational speed
o Utilisation of the latest engine tuning methods
o Utilisation of state-of-the-art high efficiency propeller design.
 Derating projects includes
o Specification of new operating/optimisation speed and max. speed of the vessel
o Engineering
o Design of new propeller
o Derating of the engine
o Rematching of turbocharger(s)
o On board NOx measurements (parent engine)
o New technical file
o Torsional vibration calculation report
o Shaft alignment calculation report.
 RATE SHAPING
o A fuel injection rate shaping control system is provided which effectively controls the flow rate
of fuel injected into the combustion chamber of an engine to improve combustion and reduce
emissions by controlling the rate of pressure increase during injection.
o The injection rate shaping control system includes a rate shaping control device including a rate
shaping transfer passage having a predetermined length and diameter specifically designed to
create a desired injection pressure rate shape.
o
IACS MEMBER and CLASSIFICATION SOCIETY
 A classification society is an independent, non-government and non-profitable international
organization which establish and maintains minimum standards for construction and operation of ship
and offshore structures that do business in the international waters.
 IACS or International Association of Classification Societies is technically a maritime organization which
was founded on September 11, 1968 and which comprises of all the classification societies. There are
total 12 members in IACS and they are the largest maritime classification societies in the world.
o American Bureau of Shipping (ABS)
o Bureau Veritas (BV)
o China Classification Society (CCS)
o Croatian Register of Shipping (CRS)
o Det Norske Veritas Germanischer Lloyd (DNV GL)
o Indian Register of Shipping (IRS)
o Korean Register of Shipping (KR)
o Lloyd's Register (LR)
o Nippon Kaiji Kyokai (NK/ClassNK)
o Polish Register of Shipping (PRS)
o Registro Italiano Navale (RINA)
o Russian Maritime Register of Shipping (RS)
 How to Become Member of IACS?
o minimum requirements to become a full member of IACS are:
 Minimum 30 years of experience.
 More then 1500 sea going vessels registered.
 All vessels must be over 100 GT with total 8 million GT.
 Should have 150 exclusive surveyors and 100 technical staff.
o To become an associate member of IACS it requires the following:
 Minimum 15 years of experience.
 More then 750 sea going vessel.
 Total Gross Tonnage must be minimum 2 million.
 Should have 75 surveyors and 50 technical staff.
 Scope of classification
o A technical review of the design plans and related documents for a new vessel to verify
compliance with the applicable rules;
o Attendance at the construction of the vessel in the shipyard by a classification society
surveyor(s), and at the relevant production facilities that provide key components such as the
steel, engine, generators and castings, to verify that the vessel is constructed in accordance
with the classification rules;
o Upon satisfactory completion of the above, the shipowner’s request for the issuance of a class
certificate will be considered by the relevant classification society and, if deemed satisfactory,
the assignment of class will be approved and a certificate of classification issued;
o Once in service, the owner must submit the vessel to a clearly specified program of periodical
class surveys, carried out onboard the vessel, to verify that the ship continues to meet the
relevant rule conditions for continuation of class
 Classification notations
o Classification notations are indicative of the specific rule requirements which have been met.
o main class symbol
 The main class symbol expresses the degree of compliance of the ship with specific rule
requirements regarding its construction.
o Construction mark
 The construction mark, when assigned, identifies the procedure under which the ship
and its main equipment or arrangements have been surveyed for initial assignment of
the class
o Service notations
 The service notations, when assigned, define the type and/or service of the ship which
has been considered for its classification.
o Navigation and operating area notations
 limiting areas for navigation (e.g. high seas, coastal waters, and sheltered waters),
and/or limiting environmental conditions for certain types of ships and marine
structures.
 the service area where the ship (e.g. dredgers, crane pontoons, port tugs) can operate
as regards its assigned class
o Additional class notations
 When assigned, an additional class notation gives details of additional equipment or
specific arrangements, which have been specially requested by the owner
 Periodical surveys, periodicity and scope
o Class renewal survey / special survey
 Class renewal surveys/special surveys are carried out at five-year intervals +3months
 The special survey may be commenced at the 4th annual survey and be progressed
with a view to completion by the 5th anniversary date
 include extensive examinations to check that the structures, main and essential
auxiliary machinery, systems and equipment of the ship remain in a condition which
satisfies the rules.
 The examinations of the hull are generally supplemented by thickness measurements
and witnessing of tests as specified in the rules and as deemed necessary by the
attending surveyor to assess that the structural integrity remains effective and to help
discovering substantial corrosion, significant deformation, fractures, damages or other
structural deterioration
o Annual survey
 Annual surveys are to be carried out within a window from three months before to
three months after each anniversary date.
 includes an inspection of the hull, equipment and machinery of the ship and some
witnessing of tests thereof, so far as is necessary and practical in order to check that
the ship remains in a general condition which satisfies the rule requirements
o Intermediate survey
 An intermediate survey is to be carried out within the window from three months
before the second to three months after the third anniversary date.
 The intermediate survey includes examinations and checks as specified in the rules on
the structure to show that the ship is in a satisfactory condition.
 According to the type and age of the ship the examinations of the hull are
supplemented by thickness measurements as specified in the rules and where deemed
necessary by the attending surveyor
o Bottom / Docking survey
 A bottom/docking survey is the examination of the outside of the ship's hull and
related items
 The outside of the ship's hull and related items are to be examined on two occasions in
the five-year period of the certificate of class with a maximum of 36 months between
surveys.
 The outside of the ship's hull and related items are to be examined on two occasions in
the five-year period of the certificate of class with a maximum of 36 months between
surveys.
 For ships subject to the Enhanced Survey Programme (ESP) and 15 years of age and
above, the intermediate bottom/docking survey is to be carried out in a dry-dock.
o Tailshaft survey
 Tailshaft complete survey
 “Complete” means that the shaft is drawn up for examination or that other
equivalent means of examination are provided.
 Tailshaft modified survey
 A modified survey of the tailshaft is an examination which may be accepted at
alternate five yearly surveys for tailshafts provided that the shaft arrangement
is in accordance with specific requirements.
 Partial survey
 A partial survey allows a postponement of the complete survey, having a
periodicity of 5 years, for 2.5 years
o Boiler surveys
 Boilers and thermal oil heaters are to be surveyed twice in every five-year period. The
periodicity of the boiler survey is normally 2.5 years. Steam boilers, superheaters and
economisers are examined internally and externally. Upon completion of the internal
survey, the boiler is examined under steam and fuel oil burners and safety devices
checked under working conditions. The setting pressures of safety valves are to be
checked. For auxiliary exhaust gas boilers, if steam cannot be raised in port, the Chief
Engineer is to set the safety valves at sea and record the setting pressures in the log-
book.
o Non-periodical surveys
 to update classification documents (e.g. change of owner, name of the ship, change of
flag);
 to deal with damage or suspected damage, repair or renewal work, alterations or
conversion, postponement of surveys or recommendations/conditions of class;
 At the time of port State control inspections
 Suspension of class
o when a ship is not operated in compliance with the rule requirements
o when a ship proceeds to sea with less freeboard than that assigned
o when the owner fails to request a survey after having detected defects or damages affecting
the class,
o when repairs, alterations or conversions affecting the class are carried out without requesting
the attendance of a surveyor.
 Class Is Automatically Suspended
o when the class renewal/special survey has not been completed by its due date or within the
time granted in special circumstances for the completion of the survey, unless the ship is under
attendance by the society’s surveyor(s) with a view to completion prior to resuming trading;
o when the annual or intermediate surveys have not been completed by the end of the
corresponding survey time windows.
 Withdrawal of class
o requested by the owner,
o the class has been suspended for more than six months,
o the ship is reported as a constructive total loss and the owner does not give his intentions to
repair the ship for re-instatement of class,
o the ship is reported lost
o the ship will not trade further as declared by its owner
 Definition:
o Period of certificate of class
 The period of the certificate of class starts either from the date of initial classification,
or from the credited date of the last class renewal/special survey, and expires at the
due date assigned for the next class renewal/special survey
o Anniversary date
 The anniversary date is the day and the month given in the certificate of class which
corresponds to the expiry date of the certificate
o Survey time window
 The survey time window is the fixed period during which the annual and intermediate
surveys are to be carried out.
o Recommendations/Conditions of Class
 are those requirements imposed by the society which will affect the class if not
complied with by the assigned due date
o Memoranda
 Other information of assistance to the surveyor and owners may be recorded as
‘memoranda’ or a similar term. They may, for example, include notes concerning
materials, barred engine speed ranges and other constructional information
o Dual Class
 A dual class vessel is one which is classed by two Societies between which there is a
written agreement regarding sharing of work, reciprocal recognition of surveys carried
out by each of the Societies on behalf of the other Society and full exchange of
information on the class status and survey reports
o Double Class
 A double classed vessel is one which is classed by two Societies and where each Society
works as if it is the only Society classing the ship, and does all surveys in accordance
with its own requirements and schedule
 CRITERIA FOR CLASS TO BECOME RECOGNIZED ORGANISATION: -

o R. O. must have established rules for design, construction and maintenance of a ship.
o Classification society organization structure must include a representative from flag state
nation placed at higher level in organizational hierarchy.
o R. O. should have adequate resources financial / personal.
o Society must have internal audit equivalent to ISO 9001-2000
o Society must present itself to external audits by auditing body approved by flag state govt.
o The classification societies fulfilling above criteria’s will be given status of recognized
organization by flag state to do duties on their behalf.
 LIMITATIONS OF R.O
o Limited power in enforcing corrective action & detain ship if not comply
o At the most can withdraw Statutory certificates & declare them invalid
o Before issuing Statutory related COC, flag state to be consulted.
o None / Restricted- R.Os are permitted to involve in ISPS related Certification
 PROCEDURE FOR RECTIFYING CLASS AFFECTING DEFECTS

o inform class about defect (@Sea)
o provide details of temporary measures taken with proof
o get COC to reach port
o arrange for surveyor inspection @ Port
o Get COC as per class suggestion
o Approved Items with necessary certificates
o Approved method & workshop with necessary certificates
o Rectify defect within specified time
o Get necessary endorsements from Class
o Removed COC

LLOYD’S OPEN FORM AND SCOPIC CLAUSE

 LOF provides a regime for determining the amount of remuneration to be awarded to salvors for their
services in saving property at sea and minimising or preventing damage to the environment.
 first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY”
principle.
 The major problem with the Brussels convention was that salvors would not touch a high risk property
as because of being high risk, their chances of getting monetary benefits as well as to recover their
expenses were minimal.
 it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil
pollution and marine environment was involved and for this reason a special compensation under
article 14 was introduced in salvage convention
o As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to
the environment, salvor is entitled for a special compensation equivalent to his expenses which
can be increased up to 30% to 100% of the expenses under certain circumstances. These
expenses were to be born by ship owners and this was the first time when P&I clubs were also
involved in salvage operation as they had to pay these expenses on owners behalf.”
 Both Salvor and the ship owners had few concerns with Article 14.
o Shipowners and P&I clubs were concerned that Salvor could unnecessarily prolong the salvage
operation to claim more expenses under special compensation.
o Also the the Hull underwriters might delay the decision to declare the vessel as “Total
Constructive loss” as they would have nothing to lose by delaying their decision.
o Salvor’s concerns mainly were to the applicability of article 14 as this was only applicable in
coastal and inland waters and it only applied if there was a threat to the environment which
they had to prove
 was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the
salvage convention. LOF is the contract form between the salvor and owner of the ship.
 Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is
called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”. Simply put, as per
salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation
for his efforts to save the property.
 The introduction and historical developments in salvage convention apart from listing the duties of
various parties, has been based upon the question of when and how much monetary benefits the
salvor should get for his efforts.
 was based upon the “NO CURE, NO PAY” principle.

 The major problem with the Brussels convention was that salvors would not touch a high risk property
as because of being high risk, their chances of getting monetary benefits as well as to recover their
expenses were minimal.
 In the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage
salvor to take up the high risk salvage contract where potential oil pollution and marine environment
was involved and for this reason a special compensation under article 14 was introduced in salvage
convention which was also the main distinguishing thing from Brussel’s convention.
 As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the
environment, salvor is entitled for a special compensation equivalent to his expenses which can be
increased up to 30% to 100% of the expenses under certain circumstances. These expenses were to be
born by ship owners and this was the first time when P&I clubs were also involved in salvage operation
as they had to pay these expenses on owners behalf.”
 Both Salvor and the ship owners had few concerns with Article 14. Shipowners and P&I clubs were
concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under
special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as
“Total Constructive loss” as they would have nothing to loose by delaying their decision.
 Salvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and
inland waters and it only applied if there was a threat to the environment which they had to prove.

 That is when SCOPIC clause came into play.
 There were number of discussions to solve the limitations of article 14 and various solutions were
discussed including a revision of existing salvage convention but it was finally decided to incorporate
SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the
contract form between the salvor and owner of the ship.
 SCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors.
o One, SCOPIC once invoked was applicable in all geographical locations and was not limited to
coastal and inland sea.
o Also SCOPIC was applicable even if there was no threat to the environment and
o second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the
payments
o if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for
award as per article 13, his reward would be reduced by 25%. So if the salvor is very much
certain for success of salvage, he would not invoke SCOPIC clause.
 Article 13 - Criteria for fixing the reward
o The reward shall be fixed with a view to encouraging salvage operations, taking into account
the following criteria:
 the salved value of the vessel and other property;
 the skill and efforts of the salvors in preventing or minimising damage to the
environment;
 the measure of success obtained by the salvor;
 the nature and degree of the danger;
 the skill and efforts of the salvors in salving the vessel, other property and life;
 the time used and expenses and losses incurred by the salvors;
 the risk of liability and other risks run by the salvors or their equipment;
 the promptness of the services rendered;
 the availability and use of vessels or other equipment intended for salvage operations;
 the state of readiness and efficiency of the salvor's equipment and the value thereof.
o Payment of a reward fixed according to above criteria shall be made by all of the vessel and
other property interests in proportion to their respective salved values. However, a State Party
may in its national law provide that the payment of a reward has to be made by one of these
interests, subject to a right of recourse of this interest against the other interests for their
respective shares
o The rewards, exclusive of any interest and recoverable legal costs that may be payable thereon,
shall not exceed the salved value of the vessel and other property."
 "Article 14 - Special compensation (safety net)
o If the salvor has carried out salvage operations in respect of a vessel which by itself or its cargo
threatened damage to the environment and has failed to earn a reward under article 13, he
shall be entitled to special compensation from the owner of that vessel equivalent to his
expenses as herein defined.
o If the salvor by his salvage operations has prevented or minimised damage to the environment,
the special compensation payable by the owner to the salvor under paragraph I may be
increased up to a maximum of 30% of the expenses incurred by the salvor. However, in special
cases it may increase such special compensation further, but in no event shall the total increase
be more than 100% of the expenses incurred by the salvor.
o salvors ('Contractors') could receive Special Compensation (ie their expenses and a fair rate for
tugs and equipment used in salvage operations) in certain circumstances where the salved fund
was insufficient to allow them to recover adequate remuneration under Article 13
o If the salvor has been negligent and has thereby failed to prevent or minimise damage to the
environment, he may be deprived of the whole or part of any special compensation due under
this article.
o Salvage claims which have arisen in circumstances where there is no threat to the environment
are settled in accordance with the criteria set out under Art.13.
 Only the owner of the ship is liable to pay special compensation. Cargo interests are not liable for
special compensation but will contribute to the overall payment to the salvors in the event of an award
under Art.13.
 P&I Clubs extended their cover to provide for reimbursement of a shipowners' liabilities under Art.14.
 SPECIAL COMPENSATION P&I CALUSE (SCOPIC) 2000

o A number of problems became apparent with the operation of Articles 13 and 14, some of
which concerned shipowners and the clubs, and others concerned salvors.
o The clubs were worried that the safety net gave the salvors an incentive to prolong the
operation as long as possible and allowed the property underwriters to delay the decision as to
whether the ship would be accepted as a CTL, with little that the club or shipowner could do to
influence the situation.
o Salvors in turn were concerned that Article 14 only applied if there was a threat to the
environment, which had to be proved, and that Article 14 was not relevant outside "coastal or
inland waters or areas adjacent thereto", a geographical restriction.
o All these issues lead to arbitration under Article 14 being long and expensive, costs generally
being for the account of the shipowners and the clubs.
o SCOPIC Clause was developed as an alternative to Article 14 for dealing with special
compensation.
 The salient features are:
o Salvor has option to invoke SCOPIC at time of his choosing. Assessment of SCOPIC
compensation starts from this time. (Under Art 14, Special Compensation starts from the
commencement of salvage operations).
o No need to prove environmental threat and no geographical restriction;
o Owner must provide security of $ 3 million within two working days failing which salvor may
withdraw from the provisions of the SCOPIC clause and revert to his rights under article 14.
o Rates are based on time and materials plus an uplift of 25% in all cases (uplift was fixed at 25
%).
o Salvage services will continue to be assessed in accordance with Article 13, even if the
contractor invokes the SCOPIC Clause.
o SCOPIC remuneration will be payable only to the extent that it exceeds the total Article 13
award.
o If the contractor invokes the SCOPIC Clause and the Article 13 award is greater than the SCOPIC
remuneration, then the Article 13 award will be discounted by 25% of the difference between it
and the amount of the SCOPIC remuneration that would have been assessed had the SCOPIC
provisions been invoked on the first day of the services .
o If there is no potential Article 13 award then the undisputed amount of SCOPIC remuneration is
to be paid by the shipowner within one month of the presentation of the claim.
o If there is a claim for an Article 13 award then 75% of the amount by which the assessed
SCOPIC remuneration exceeds the total Article 13 security should be paid by the shipowner
within one month .
o Owner and Salvor both have option to terminate SCOPIC under certain agreed circumstances;
o Owner has right to send on-board Casualty Representative (SCR);
o Underwriters have right to send Special Hull and Special Cargo Representatives;
o Salvage Master to send daily reports to Lloyds and the owner until SCR arrives and thereafter to
SCR;
o A non-binding Code of Practice has been agreed between the ISU and the International Group
of Clubs.
 ADVANTAGES DISADVANTAGES
o For the owner / clubs:
 No need for arbitration on Special Compensation;
 Control over and knowledge over what happens during salvage;
 Clearer right to terminate;
 Uplift capped at 25%.
o For the Salvors:
 Not necessary to prove threat to environment;
 Assured profit bearing rates for tugs etc.
 Cash flow problems resolved;
 Assurance of Security.
o Salvor may get more for tugs and equipments than under Nagasaki Spirit but this may depend
upon utilization factors;
o Loss of defence of non-existence of threat to environment and geographical restrictions;
o Unable to recover in excess of 25%;
o Risk of owner terminating.
 LOF 2000
o Lloyd’s Form of Salvage Agreement or “LOF” was first introduced in 1892.
o LOF 2000 comprises a single sheet of paper incorporating essential information as given below
 Name of the salvage Contractors: (referred to in this agreement as “the Contractors”)
2. Property to be salved.
 The vessel: her cargo freight bunkers stores and any other property thereon but
excluding the personal effects or baggage of passengers master or crew (referred to in
this agreement as “the property”)
 Agreed place of safety:
 Agreed currency of any arbitral award and security (if other than United States dollars)
 Date of this agreement:
 Place of agreement:
 Is the Scopic Clause incorporated into this agreement? State alternative : Yes/No
 Person signing for and on behalf of the Contractors Signature:
 Captain or other person signing for and on behalf of the property Signature:
o Contractors’ basic obligation: The Contractors agree to use their best endeavours to salve the
property and to take the property to a place of safety.
o Environmental protection: While performing the salvage services the Contractors shall also use
their best endeavours to prevent or minimise damage to the environment.
 Duties of property owners: Each of the owners of the property shall cooperate fully with the
Contractors. In particular:
o the Contractors may make reasonable use of the vessel's machinery gear and equipment free
of expense provided that the Contractors shall not unnecessarily damage abandon or sacrifice
any property on board;
o the Contractors shall be entitled to all such information as they may reasonably require relating
to the vessel or the remainder of the property provided such information is relevant to the
performance of the services and is capable of being provided without undue difficulty or delay;
o the owners of the property shall co-operate fully with the Contractors in obtaining entry to the
place of safety
o Rights of termination: When there is no longer any reasonable prospect of a useful result
leading to a salvage reward either the owners of the vessel or the Contractors shall be entitled
to terminate the services hereunder by giving reasonable prior written notice to the other.
 Deemed performance: The Contractors' services shall be deemed to have been performed when the
property is in a safe condition in the place of safety
 For the purpose of this provision the property shall be regarded as being in safe condition
notwithstanding that the property (or part thereof) is damaged or in need of maintenance if (i) the
Contractors are not obliged to remain in attendance to satisfy the requirements of any port or habour
authority, governmental agency or similar authority and (ii) the continuation of skilled salvage services
from the Contractors or other salvors is no longer necessary to avoid the property becoming lost or
significantly further damaged or delayed.
 Arbitration and the LSSA Clauses: The Contractors' remuneration and/or special compensation shall be
determined by arbitration in London in the manner prescribed by Lloyd's Standard Salvage and
Arbitration Clauses (“the LSSA Clauses”) and Lloyd’s Procedural Rules.
 Salvage security: As soon as possible the owners of the vessel should notify the owners of other
property on board that this agreement has been made. If the Contractors are successful, the owners of
such property should note that it will become necessary to provide the Contractors with salvage
security promptly.
MARPOL ANNEX VI CHAPTER 4

New ship" means a ship:
o for which the building contract is placed on or after 1 January 2013;
o Or
o in the absence of a building contract, the keel of which is laid or which is at a similar stage of
construction on or after 1 July 2013; or
o the delivery of which is on or after 1 July 2015.

The International Energy Efficiency Certificate shall be valid throughout the life of the ship

Regulation 19
o Application

shall apply to all ships of 400 gross tonnage and above

ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction
of the State the flag of which the ship is entitled to fly

Regulation 20 and regulation 21 shall not apply to ships which have diesel-electric
propulsion, turbine propulsion or hybrid propulsion systems

the Administration may waive the requirement for a ship of 400 gross tonnages and
above from complying with regulation 20 and regulation 21; but waiver clause is only
upto
 for which the building contract is placed on or after 1 January 2017; or
 in the absence of a building contract, the keel of which is laid or which is at a
similar stage of construction on or after 1 July 2017; or
 the delivery of which is on or after 1 July 2019

Regulation 20: Attained Energy Efficiency Design Index (Attained EEDI)
o Attained EEDI shall be calculated for new ships and ship has undergone a major conversion
o EEDI = (CO2 from propulsion system＋CO2 from auxiliary －CO2 emission reduction)/ (DWT x
Speed)
o EEDI = (PME x (CF x SFCME)) + (PAE x (CF x SFCAE)) - CO2 emission reduction
o
o Any innovative power (electric) generation devices on board such as electricity from waste heat
recovery or solar power. These are represented by the third term in the nominator
o Innovative technologies that provide mechanical power for ship propulsion such as wind power
(sails, kites, etc.). This is the last term in the nominator

Regulation 21: Required EEDI
o Required EEDI = (1-X/100) × Reference line value

X is the reduction factor
 Phase 0 1-Jan-2013 to 31-Dec-2014 0%
 Phase 1 1-Jan-2015 to 31-Dec-2019 10%
 Phase 2 1-Jan-2019 to 31-Dec-2024 20%
 Phase 3 1-Jan-2025 onwards 30%
 -c
Reference Line = a ×b
 a and c constants depending on ship types
 b dwt of ship

Regulation 22: SEEMP
o Each ship shall keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).
EEDI, EEOI, SEEMP
 EEOI:
o Management tool to monitor the CO2 emission performance of ships, or fleets, with regards to
CO2 emissions
o Directly relates the ratio of mass of CO2 emitted per unit transport work
 EEOI = Mass of CO2 / (transport work)
o Objective – to provide an indicator for the energy efficiency of a ship in operation
o In order to establish the EEOI, the following main steps are described as being needed.
 define the period for which the EEOI is calculated*;
 define data sources for data collection;
 collect data;
 convert data to appropriate format;
 calculate EEOI
 EEDI
o The purpose of the EEDI is to establish the minimum efficiency of new ships depending on ship
type and size, provide a fair basis for comparison and to stipulate the development of more
efficient ships in general.
o ”Attained Index” for specific ships to be calculated per ship on design data, and to be less than
”Required Index”.
o Attained and Required EEDI shall be recorded on the International Energy Efficiency Certificate
(IEE Certificate) of the ship
o Ship Design
 Hull Form Optimization
 Longer ship reduces wave-making resistance
 Reduction of wetted surface area reduces frictional resistance for slow ship
vessels
 Bow and aft optimization for the operational speed
 Minimizing resistance of hull openings
 Use of lightweight material can reduce the ship weight
 Propeller Design
 Application of appendages to the propulsion system at the stern of a vessel
improves the water flow and reduces the total resistance of ship
o Kort nozzle
o Mewis Duct
o Wake equalizing duct
o Pre-swirl stator
o Propeller boss cap fins
 Selection of propeller depends on hull resistance and design speed
 Modification of number of blades and diameter of propeller affects the final
selection of the main propulsion system.
 various optimization techniques and new technologies can improve the
efficiency of the ship
o Counter floating propellers (CRPs)
o Propeller-hull interaction
o Propeller-rudder combination
o Advanced propeller blade sections
o Propeller tip winglets
o
 Innovative Technology
 Air cavity system provides a thin layer of air over the flat bottom of hull,
decreasing hull friction.
 Use of micro-bubbles air lubrication (disadvantages on stability and bubble
formation)
 Hull surface texturing pattern
 Different type of wind propulsion technologies may be used to reduce GHG
emissions
o Towing kites
o Flettner rotor sails, windmills
 Use of photovoltaic power generation system (Solar)
 Heat recovery system
 Propulsion Machinery
 Electronic Engines
 MEG Engines
 ME-GI Engines
 Improved Turbochargers
o Hybrid
o VTG
o ETA
o EEDI verification is carried out by flag Administration (and most likely on their behalf by the by
the ROs), using corresponding data and documents and observing the ship’s model tank tests
and ship’s commissioning sea trials.
o Accordingly, the EEDI verification takes place in two stages
 Pre-verification
 Pre-verification is done at the ship’s design stage whereas final verification is
carried out after construction and as part of the ship’s commissioning sea trials;
at the end of ship construction. Relevant ship design data, tank test data and
speed trial data will be subject to scrutiny and verification by ROs.
 Final Verification
 Sea trails and verification of ship’s speed-power curve is an essential element
of the final verification. As part of the final verification, all relevant aspects of
EEDI calculation will be re-visited and verified. Aspects that need to be
considered for sea trail are elaborated further here using the relevant IMO
guidelines
 SEEMP
o Purpose is to establish a mechanism for a company and/or a ship to improve the energy
efficiency of a ship’s operation that is preferably linked to a broader corporate energy
management policy
o Four step process suggested:
 Planning
 a set of Energy Efficiency Measures (EEMs) are identified and documented as
part of the planning phase.
 The SEEMP planning activities do not stop at identification of EEMs but includes
dealing with all aspects of planning for implementation, monitoring and self-
assessment of the identified EEMs
 Implementation
 A system for implementation of the selected EEMs needs to be defined via
developing the procedures, tasks and assigning roles and responsibilities. The
SEEMP should describe how each measure should be implemented and who
the responsible person(s) is.
 According to IMO guidelines, the planned EEMs should be carried out in
accordance with the predetermined implementation system. Record-keeping
for the implementation of each EEM is beneficial for self-evaluation and should
be encouraged.
 Monitoring
 To allow for meaningful and consistent monitoring, the monitoring system,
including the procedures for collecting data and the assignment of responsible
personnel, should be developed. The development of such a system can be
considered as a part of planning, and therefore should be completed at the
planning stage
 Evaluation
 To allow for meaningful and consistent monitoring, the monitoring system,
including the procedures for collecting data and the assignment of responsible
personnel, should be developed. The development of such a system can be
considered as a part of planning, and therefore should be completed at the
planning stage
o Ship operational aspects
 Route planning
 Passage speed management
 Weather routing
 Cargo operations
 Ship trim
 Electric power management
 Use of autopilot
 Thruster operation
 EEOI
o EEOI is one element of the IMO regulatory framework that is intended to act as an “energy
efficiency performance indicator” during the operational phase of the ship and be used to
monitor overall ship energy efficiency performance.
o The EEOI is expected to assist ship-owners and ship operators in the evaluation of the
operational performance of their fleet
o To help with consistent estimation of EEOI, the following definitions are provided in the EEOI
guidelines:
 Fuel consumption: Fuel consumption is defined as all fuels consumed at sea and in port
or for a voyage or period in question (e.g., a day), by main, auxiliary engines, boilers
and incinerators
 Distance sailed: Distance sailed means the actual distance sailed in nautical miles (deck
log-book data) for the voyage or period in question.
o The EEOI should be a representative value of the energy efficiency of the ship operation over a
consistent period which represents the overall trading pattern of the vessel. In order to
establish the EEOI, the following main steps will generally be needed:
 Define the period for which the EEOI is calculated
 Define data sources for data collection
 Collect data
 Convert data to appropriate format; and finally
 Calculate EEOI.
STRATEGY AND TACTICS
 Strategic Management is all about identification and description of the strategies that managers can
carry so as to achieve better performance and a competitive advantage for their organization
 Strategic management can also be defined as a bundle of decisions and acts which a manager
undertakes and which decides the result of the firm’s performance
 They should conduct a SWOT Analysis (Strengths, Weaknesses, Opportunities, and Threats), i.e., they
should make best possible utilization of strengths, minimize the organizational weaknesses, make use
of arising opportunities from the business environment and shouldn’t ignore the threats.
 Strategy :
o A method or plan chosen to bring about a desired future, such as achievement of a goal or
solution to a problem.
o To identify clear broader goals that advance the overall organization and organize resources
 Tactics:
o an action or method that is planned and used to achieve a particular goal
o To utilize specific resources to achieve sub-goals that support the defined mission.
 Example
o Strategy: Be the market share leader in terms of sales in the mid-market in our industry.
Tactics: Offer lower cost solutions than enterprise competitors without sacrificing white-glove
service for first 3 years of customer contracts.
o Strategy: Improve retention of top 10% of company performers. Tactics: Offer best in market
compensation plan with benefits as well as sabbaticals to tenured top performers, source ideas
from top talent
RISK ASSESSMENT

 FAILURE MODES AND EFFECTS ANALYSIS (FMEA)
o is a step-by-step approach for identifying all possible failures in a design, a manufacturing or
assembly process, or a product or service.
o “Failure modes” means the ways, or modes, in which something might fail. Failures are any
errors or defects, especially ones that affect the customer, and can be potential or actual.
o “Effects analysis” refers to studying the consequences of those failures.
o When to Use FMEA
 When a process, product or service is being designed or redesigned, after quality
function deployment.
 When an existing process, product or service is being applied in a new way.
 Before developing control plans for a new or modified process.
 When improvement goals are planned for an existing process, product or service.
 When analysing failures of an existing process, product or service.
 Periodically throughout the life of the process, product or service
 HAZARD AND OPERABILITY ANALYSIS (HAZOP)

o Systematically identifying and documenting hazards and operability issues
o Safetec is a leading provider of HAZID and HAZOP, conducting over 70 analyses every year for
numerous clients. A HAZOP study is used to verify the integrity of design or procedures with
respect to safety and operability. We have extensive experience and provide highly skilled
multi-disciplined teams.
o Why HAZOP
 HAZard and OPerability (HAZOP) is a well-known and well documented study.
 HAZOP is used as part of a Quantitative Risk Assessment (QRA) or as a standalone
analysis.
 HAZOP is a more detailed review technique than HAZID.
 The purpose of the HAZOP is to investigate how the system or plant deviate from the
design intent and create risk for personnel and equipment and operability problems.
 HAZOP studies have been used with great success within chemical and the petroleum
industry to obtain safer, more efficient and more reliable plants.
 HAZOP has become a standard method in the design of process system in the North
Sea.
o

PSSA
 A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through action by IMO
because of its significance for recognized ecological or socio-economic or scientific reasons and which
may be vulnerable to damage by international maritime activities.
 The criteria for the identification of particularly sensitive sea areas and the criteria for the designation
of special areas are not mutually exclusive.
 PROCESS FOR THE DESIGNATION OF PARTICULARLY SENSITIVE SEA AREAS

o An application to IMO for designation of a PSSA and the adoption of associated protective
measures, or an amendment thereto, may be submitted only by a Member Government.
Where two or more Governments have a common interest in a particular area, they should
formulate a co-ordinated proposal
o Member Governments wishing to have IMO designate a PSSA should submit an application to
MEPC based on the criteria, provide information pertaining to the vulnerability of this area to
damage from international shipping activities, and include the proposed associated protective
measures to prevent, reduce or eliminate the identified vulnerability. Applications should be
submitted in accordance with the procedures and the rules adopted by IMO for submission of
documents
o If, in preparing its submission for a PSSA proposal, a Member Government requires technical
assistance, that Government is encouraged to request such assistance from IMO
o the MEPC should bear primary responsibility within IMO for considering PSSA applications and
all applications should first be submitted to the MEPC
 the Committee should assess the elements of the proposal against the Guidelines and,
as appropriate, should establish a technical group, comprising representatives with
appropriate environmental, scientific, maritime, and legal expertise;
 after approval by the appropriate Sub-Committee, Committee, or, where necessary, the
Assembly of the associated protective measures, the MEPC may designate the area as a
PSSA
o IMO should provide a forum for the review and re-evaluation of any associated protective
measure adopted, as necessary, taking into account pertinent comments, reports, and
observations of the associated protective measures. Member Governments which have ships
operating in the area of the designated PSSA are encouraged to bring any concerns with the
associated protective measures to IMO so that any necessary adjustments may be made.
o After the designation of a PSSA and its associated protective measures, IMO should ensure that
the effective date of implementation is as soon as possible based on the rules of IMO and
consistent with international law
 ECOLOGICAL FOR THE IDENTIFICATION OF A PARTICULARLY SENSITIVE SEA AREA

o Uniqueness or rarity – An area or ecosystem is unique if it is “the only one of its kind”. Habitats
of rare, threatened, or endangered species that occur only in one area are an example
o Critical habitat – A sea area that may be essential for the survival, function, or recovery of fish
stocks or rare or endangered marine species, or for the support of large marine ecosystems
o Dependency – An area where ecological processes are highly dependent on biotically
structured systems (e.g. coral reefs, kelp forests, mangrove forests, seagrass beds)
o Representativeness – An area that is an outstanding and illustrative example of specific
biodiversity, ecosystems, ecological or physiographic processes, or community or habitat types
or other natural characteristics.
o Diversity – An area that may have an exceptional variety of species or genetic diversity or
includes highly varied ecosystems, habitats, and communities.
oNaturalness – An area that has experienced a relative lack of human-induced disturbance or
degradation.
o Fragility – An area that is highly susceptible to degradation by natural events or by the activities
of people
 SOCIAL, CULTURAL AND ECONOMIC CRITERIA
o Social or economic dependency – An area where the environmental quality and the use of
living marine resources are of particular social or economic importance, including fishing,
recreation, tourism, and the livelihoods of people who depend on access to the area.
o Human dependency – An area that is of particular importance for the support of traditional
subsistence or food production activities or for the protection of the cultural resources of the
local human populations.
o Cultural heritage – An area that is of particular importance because of the presence of
significant historical and archaeological sites
 SCIENTIFIC AND EDUCATIONAL CRITERIA
o Research – An area that has high scientific interest.
o Baseline for monitoring studies – An area that provides suitable baseline conditions with regard
to biota or environmental characteristics, because it has not had substantial perturbations or
has been in such a state for a long period of time such that it is considered to be in a natural or
near-natural condition.
o Education – An area that offers an exceptional opportunity to demonstrate particular natural
phenomena.
 ASSOCIATED PROTECTIVE MEASURES

 designation of an area as a Special Area under MARPOL Annexes I, II or V, or a SOx emission
control area under MARPOL Annex VI, or application of special discharge restrictions to vessels
operating in a PSSA.
 adoption of ships’ routeing and reporting systems near or in the area,
 development and adoption of other measures aimed at protecting specific sea areas against
environmental damage from ships, provided that they have an identified legal basis.
 List of adopted PSSAs

1. The Great Barrier Reef, Australia (designated a PSSA in 1990)
2. The Sabana-Camagüey Archipelago in Cuba (1997)
3. Malpelo Island, Colombia (2002)
4. The sea around the Florida Keys, United States (2002)
5. The Wadden Sea, Denmark, Germany, Netherlands (2002)
6. Paracas National Reserve, Peru (2003)
7. Western European Waters (2004)
8. Extension of the existing Great Barrier Reef PSSA to include the Torres Strait (proposed by
Australia and Papua New Guinea) (2005)
9. Canary Islands, Spain (2005)
10. The Galapagos Archipelago, Ecuador (2005)
11. The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland and Sweden
(2005)
12. The Papahānaumokuākea Marine National Monument, United States (2007)
13. The Strait of Bonifacio, France and Italy (2011)
14. The Saba Bank, in the North-eastern Caribbean area of the Kingdom of the Netherlands (2012)
15. Extension of Great Barrier Reef and Torres Strait to encompass the south-west part of the Coral
Sea (2015)

ARBITRATION and MEDIATION

 Arbitration is an alternative to resolving disputes in court.
 The arbitration process allows the parties to select an individual or several individuals with a specialized
expertise in the subject matter of the dispute to listen to the evidence and render a binding decision.
 In marine insurance disputes, there will be only one arbitrator and in more complex cases, three
arbitrators.
 Usually, an arbitration panel consists of three members, called a tripartite panel, one of which is
designated as the chairperson of the panel or chief arbitrator.
 The most basic difference between arbitration and mediation is that
o arbitration involves a decision by the intervening third party (neutral) after an evidentiary
hearing where the arbitrator is typically a passive participant whose role is to determine
right or wrong
o the mediator by contrast, is generally an active participant who attempts to move the
parties to reconciliation and agreement, regardless of who is right or wrong.
o At the end of a mediation, the parties write up their own settlement agreement with the
assistance of the mediator and
o at the end of a binding arbitration, the arbitrator, usually within 30 days, makes an award
to the prevailing party.
o Both the mediation settlement agreement and the arbitration award are legal documents
and are enforceable in a court of law.
 Qualification of Arbitrator
o Every person who is of age and of sound mind can be appointed as an arbitrator.
o Arbitral institutions include in their panel a wide range of experts drawn from various
professions, trade and business.
o Their impartiality is ensured by the Arbitration Committee of the institution which takes
care that persons are chosen for their knowledge, experience, impartiality and integrity.
o Some arbitral institutions conducting international arbitration in India have included in
their panel of arbitrators’ foreigners also, in order to enable foreign parties to choose
arbitrators of other nationalities whom they consider more suitable
o An arbitrator should be fair and absolutely impartial. He should have no bias and should
decide the dispute referred to him in a judicious manner and not capriciously or
whimsically.
o He should not disregard the principles of natural justice. He must have scrupulous regard to
the ends of justice
o He should not misconduct himself or the proceedings. Failure to perform essential duties of
an arbitrator is deemed to be a misconduct
o An arbitrator should not engage in private discussion or conference with one of the parties
on any matter connected with the case, in the absence of the opposite party.
 Factors taken into consideration by arbitrator or Admiralty Court in awarding salvage:
o Peril to which salved property exposed.
o Nature of services.
o Degree of danger, merit of services.
o State of weather.
o Value of ship, cargo, etc. exposed to peril.
o Value of property saved.
o Measure of success of salvage operations.
 UNCLOS Annex VII: ARBITRATION
 The Convention on the Recognition and Enforcement of Foreign Arbitral Awards, also known as the
"New York Arbitration Convention" or the "New York Convention", is one of the key instruments in
international arbitration. The New York Convention applies to the recognition and enforcement of
foreign arbitral awards and the referral by a court to arbitration.
ICS AND BIMCO SHIPPING
 The Baltic and International Maritime Council (BIMCO) is the largest of the international shipping
associations representing ship-owners; its membership controls around 65 percent of the world’s
tonnage and it has members in more than 120 countries, including managers, brokers and agents
o The International Chamber of Shipping is the world's principal shipping organisation,
representing around 80% of the world’s merchant tonnage, through membership by national
shipowners' associations
 The association’s main objective is to protect its global membership through the provision of quality
information and advice, and while promoting fair business practices, facilitate harmonisation and
standardization of commercial shipping practices and contracts.
o It is concerned with all regulatory, operational and legal issues.
 ICS is unique in that unlike other international shipping trade associations it represents the global
interests of all the different trades in the industry: bulk carrier operators, tanker operators, passenger
ship operators and container liner trades, including shipowners and third party ship managers
 BIMCO - Baltic and International Maritime Council
o BIMCO’s core objective is to facilitate the commercial operations of our members by
developing standard contracts and clauses, and providing quality information, advice and
education.
o BIMCO promotes fair business practices, free trade and open access to markets and we are a
strong advocate for the harmonisation and standardisation of all shipping related activity.
o BIMCO actively promotes the application of globally agreed regulatory instruments – we are
accredited as a Non-Governmental Organisation (NGO) with all relevant United Nations
agencies and other regulatory entities.
 ICS – International Chamber of Shipping.
o The aim of ICS is to promote the interests of shipowners and operators in all matters of
shipping policy and ship operations.
o To that end ICS will:
 Encourage high standards of operation and the provision of high quality and efficient
shipping services.
 Strive for a regulatory environment which supports safe shipping operations,
protection of the environment and adherence to internationally adopted standards and
procedures.
 Promote properly considered international regulation of shipping and oppose unilateral
and regional action by governments.
 Press for recognition of the commercial realities of shipping and the need for quality to
be rewarded by a proper commercial return.
 Remain committed to the promotion of industry guidance on best operating practices.
 Co-operate with other organisations, both intergovernmental and nongovernmental, in
the pursuit of these objectives.
 Anticipate whenever possible and respond whenever appropriate to policies and
actions which conflict with the above.
 ICS is unique in that unlike other international shipping trade associations it represents the global
interests of all the different trades in the industry: bulk carrier operators, tanker operators, passenger
ship operators and container liner trades, including shipowners and third party ship managers
 Major difference
o ICS intergovermental organisation
o BIMCO pvt organisation
 ICS is consulative member of IMO
 Bimco has shipowner and various other people as members.
 Ics has shipowner association as member.
ENGINE RESOURCE MANAGEMENT
 Is an approach to achieve a safe navigation by appropriately managing the resources of personnel,
equipment and information in the machinery space and by effectively utilising them
 To integrate non-technical skills with technical skills so as to maximise the technical skills
 Principles based on STCW Chapter A-III/1
 Human elements such as communication, leadership, situational awareness, and others are
indispensible in practicing effective ERM
 RESOURCES
o Personnel Resources:
 Personnel in resources are a human resource to be allocated for safe navigation and
are required to have competency to manage and utilize other personnel as well as
appropriate qualification for performing tasks
 the personnel are required to be well versed in the functions of equipment upon
his/her position, to have the capability to utilize information from the equipment and
to confirm the functions are being demonstrated
o Equipment:
 Equipment should be set up and run as required to meet all of the requirements for the
safe operation of the ship and all of the equipment required should be fully functional
o Information
 Information comes from many sources: external to the ship, personnel, running and
maintenance records, drawings, instruction manuals and equipment.
 There are two types of information from the equipment:
 the information such as alarms and operation data that automatically comes
from equipment, like a monitoring system, and
 the information such as leaking, running sounds and vibrations detected by
personnel using their five senses.
 All information must be appropriately understood, shared and utilized for the safe
navigation of the ship.
 Requirements of ERM
o Allocation and assignment
 It indicates that personnel being assigned tasks upon his/her position should
appropriately be allocated in order to maintain safe navigation
o Prioritization
 personnel need to make a prioritization, taking into account its safeness, urgency and
adequacy
o Communication
 information exchange, there are forms of order, response, provision of information and
report according to the scenes of ship’ s operation, and effective communication
means that this information exchange is being fully carried out
o Assertiveness
 Assertiveness generally means a human element that enables personnel to sincerely
and equally communicate with others without violating the right of others
 having made a judgment necessary for maintaining safe navigation, personnel have to
assert their judgment without any hesitation, notwithstanding their position and
hierarchical relationship within the workplace.
o Leadership
 Leadership is an essential human element necessary for practicing ERM.
 Leadership is a skill necessary to achieve joint tasks and requires situational awareness
and the competence to lead, understanding how to influence and motivate other
personnel.
o Situational awareness
 Situational awareness is a competence available to act proactively in various situations
and to precisely determine the existence of risks, the possibility of environmental
pollution, illegal situations and the likelihood of incidents.
 It is essential to have a complete awareness of the situation so that necessary
measures and actions can be taken proactively, in order to prevent the occurrence of
incidents and environmental pollution
o Consideration of team experience
 Consideration of team experience means taking into account the experience of all
members of the team in order to achieve safe navigation and watchkeeping.
 It may be the case that even a new joiner may have certain experience and skills that
could be useful to the team leader in a certain situation.
 It is therefore necessary that the team leaders understand the background and
experience of all members of their team
LEADERSHIP AND MANAGER
 The main difference between leaders and managers is that leaders have people follow them while
managers have people who work for them
 Leadership is about getting people to understand and believe in your vision and to work with you to
achieve your goals while managing is more about administering and making sure the day-to-day things
are happening as they should
 The manager focuses on systems and structure; the leader focuses on people
 The manager asks how and when; the leader asks what and why.
 Qualities of Leader
o Honesty & Integrity: are crucial to get your people to believe you and buy in to the journey you
are taking them on
o Vision: know where you are, where you want to go and enroll your team in charting a path for
the future
o Inspiration: inspire your team to be all they can by making sure they understand their role in
the bigger picture
o Ability to Challenge: do not be afraid to challenge the status quo, do things differently and
have the courage to think outside the box
o Communication Skills: keep your team informed of the journey, where you are, where you are
heading and share any roadblocks you may encounter along the way
 Qualities of Manager
o Being Able to Execute a Vision: take a strategic vision and break it down into a roadmap to be
followed by the team
o Ability to Direct: day-to-day work efforts, review resources needed and anticipate needs along
the way
o Process Management: establish work rules, processes, standards and operating procedures
o People Focused: look after your people, their needs, listen to them and involve them
 The Core of the Leadership
o Ability to instil respect and command authority
o Ability to lead the team by example
o Ability to draw on knowledge and experience
o Ability to remain calm in a crisis
o Ability to practice tough empathy
o Ability to be sensitive to different cultures
o Ability to recognize the crew’s limitations
o Ability to create motivation and a sense of community
o Ability to place the safety of crew and passenger above everything
o Ability to communicate and listen clearly
o
WELFARE SOCIETY
 The Seafarer's Welfare Fund Society is a Central Organisation for Welfare of Indian seafarers and their
families.
 It is registered under the societies Registration Act 1960 and as a Trust under the Bombay Public Trust
Act 1950.
 The main objects of the Society are as under
o To provide and maintain a fund by the name of the Seafarers' Welfare Fund
o To provide welfare facilities in general to seamen at ports in India
 The Society represents various interests connected with Indian shipping, which includes representative
of Indian and foreign shipowners, representatives of Seafarers' Unions separately for officers and
Seamen and the Government nominees.
GALILEO SATELLITE
 Galileo is Europe’s Global Satellite Navigation System (GNSS), providing improved positioning and
timing information with significant positive implications for many European services and users
 Galileo allows users to know their exact position with greater precision than what is offered by other
available systems.
 Critical, emergency response-services benefit from Galileo
 Until now, GNSS users have had to depend on non-civilian American GPS or Russian GLONASS signals.
With Galileo, users now have a new, reliable alternative that, unlike these other programmes, remains
under civilian control.
 Galileo is positioned to enhance the coverage currently available – providing a more seamless and
accurate experience for multi-constellation users around the world.
FINITE ELEMENT ANALYSIS
 the high degree of conventionality of vessels allowed a complete and effective structural scantling
based on experienced and consolidated rules
 Particular emphasis is devoted to the fluid-structure interaction, which represents one of the most
recent numerical application in the field of ship design
 Global strength evaluation: evaluation of the stress levels related to the hull girder idealisation
 Considers the main global load effects due to both wave and still water conditions acting on the hull as
o longitudinal bending moment, both hogging and sagging;
o shear force;
o torque moment.
 the actual geometry of the examined structure should be completely defined in the initial mesh. In fact,
it is not effective to deal with very fine meshes if the geometric shapes and details do not correspond to
the actual structure.
 FEA is an open-ended, general-purpose tool that is used to varying degrees and levels of details ranging
from the general global structural responses to very fine detail stress concentrations.
 The analysis scope and level of details must be matched to the acceptance criteria.
 The Rules include acceptance criteria associated with certain levels of the analysis performed on
different FE models
 The global 3D FEA model is a representative of the hull structures of three cargo holds (or tanks, in the
case of an oil carrier) with the middle cargo hold within 0.4L amidships. It is used to determine both the
global response of the hull girder and local behavior of the main supporting structures. The stress
results from such models must be suitable for strength evaluation of the watertight boundaries of
cargo holds (or tanks) and non-tight main supporting structures. The global 3D FE analyses establish the
scantling requirements of plates and stiffeners, and they are sufficient for establishing the steel weight
estimate. Structural details are evaluated by the subsequent local 3D FE analyses
CYBER SECURITY
 The Maritime Safety Committee, at its ninety-sixth session (11 to 20 May 2016), having considered the
urgent need to raise awareness on cyber risk threats and vulnerabilities, approved the Interim
guidelines on maritime cyber risk management,
 maritime cyber risk refers to a measure of the extent to which a technology asset is threatened by a
potential circumstance or event, which may result in shipping-related operational, safety or security
failures as a consequence of information or systems being corrupted, lost or compromised.
 Cyber technologies have become essential to the operation and management of numerous systems
critical to the safety and security of shipping and protection of the marine environment
 Vulnerable systems could include, but are not limited to
o Bridge systems;
o Cargo handling and management systems;
o Propulsion and machinery management and power control systems;
o Access control systems;
o Passenger servicing and management systems;
o Passenger facing public networks;
o Administrative and crew welfare systems; and
o Communication systems
 Vulnerabilities can result from inadequacies in design, integration and/or maintenance of systems, as
well as lapses in cyber discipline. In general, where vulnerabilities in operational and/or information
technology are exposed or exploited, either directly (e.g. weak passwords leading to unauthorized
access) or indirectly (e.g. the absence of network segregation), there can be implications for security
and the confidentiality, integrity and availability of information. Additionally, when operational and/or
information technology vulnerabilities are exposed or exploited, there can be implications for safety,
particularly where critical systems (e.g. bridge navigation or main propulsion systems) are
compromised
 CYBER RISK MANAGEMENT
o Senior management should embed a culture of cyber risk awareness into all levels of an
organization and ensure a holistic and flexible cyber risk management regime that is in
continuous operation and constantly evaluated through effective feedback mechanisms.
o Define personnel roles and responsibilities for cyber risk management and identify the systems,
assets, data and capabilities that, when disrupted, pose risks to ship operations.
o Implement risk control processes and measures, and contingency planning to protect against a
cyber event and ensure continuity of shipping operations.
o Develop and implement activities necessary to detect a cyber event in a timely manner.
o Develop and implement activities and plans to provide resilience and to restore systems
necessary for shipping operations or services impaired due to a cyber event.
o Identify measures to back-up and restore cyber systems necessary for shipping operations
impacted by a cyber event.
 CYBER SECURITY - INTERIM GUIDELINES APPROVED
o The MSC approved interim guidelines on maritime cyber risk management, aimed at enabling
stakeholders to take the necessary steps to safeguard shipping from current and emerging
threats and vulnerabilities related to digitization, integration and automation of processes and
systems in shipping.
o The interim guidelines are intended to provide high-level recommendations for maritime cyber
risk management, which refers to a measure of the extent to which a technology asset is
threatened by a potential circumstance or event, which may result in shipping-related
operational, safety or security failures as a consequence of information or systems being
corrupted, lost or compromised.
o The guidelines include background information, functional elements and best practices for
effective cyber risk management.
TAILSHAFT SURVEY
 Tailshaft Condition Monitoring System:
o Complete tailshaft survey will be required if the last complete tailshaft survey was carried out
more than five (5) years prior to the initial survey
o For vessels with TCM notation, tailshaft survey interval required by 7-2-1/13.1.3 will be
extended up to 15 years provided:
 Annual surveys are carried out to the satisfaction of the attending Surveyor, and
 The following are carried out at each tailshaft survey due date required
 Bearing wear down measurement
 Verification that the propeller is free of damage which may cause the propeller
to be out of balance
 Verification of effective inboard seal
 Renewal of outboard seal in accordance with manufacturer’s recommendation
o Complete tailshaft survey may be waived subject to satisfactory review of the following
records for appropriate period as considered necessary
 Stern bearing oil analysis records
 Stern bearing oil consumption records
 Stern bearing temperature monitoring records
 Tailshaft, stern bearing assembly and propeller operation and repair records
 Stern bearing clearance and wear down measurement records
 Tailshaft Survey
o METHOD 1
 The survey is to consist of:
 Drawing the shaft and examining the entire shaft, seals system and bearings
 For keyed and keyless connections
o Removing the propeller to expose the forward end of the taper,
o Performing a non-destructive examination (NDE) by an approved
surface crack detection method all around the shaft in way of the
forward portion of the taper section, including the keyway (if fitted).
For shaft provided with liners the NDE shall extended to the after edge
of the liner.
 For flanged connection:
o Whenever the coupling bolts of any type of flange-connected shaft are
removed or the flange radius is made accessible in connection with
overhaul, repairs or when deemed necessary by the surveyor, the
coupling bolts and flange radius are to be examined by means of an
approved surface crack detection method
 Checking and recording the bearing clearances.
 Verification that the propeller is free of damages which may cause the
propeller to be out of balance.
 Verification of the satisfactory conditions of inboard and outboard seals during
the reinstallation of the shaft and propeller.
 Verification of the satisfactory conditions of inboard and outboard seals during
the reinstallation of the shaft and propeller.
o METHOD 2
 For keyed and keyless connections:
o Removing the propeller to expose the forward end of the taper,
o Performing a non-destructive examination (NDE) by an approved
surface crack detection Method all around the shaft in way of the
forward portion of the taper section, including the keyway (if fitted).
 For flanged connection:
o Whenever the coupling bolts of any type of flange-connected shaft are
removed or the flange radius is made accessible in connection with
overhaul, repairs or when deemed necessary by the surveyor, the
coupling bolts and flange radius are to be examined by means of an
approved surface crack detection Method
 Checking and recording the bearing wear down measurements.
 Visual Inspection of all accessible parts of the shafting system.
 Seal liner found to be or placed in a satisfactory condition.
 Verification of the satisfactory re-installation of the propeller including
verification of satisfactory conditions of inboard and outboard seals
 Pre-requisites
 Review of service records.
 Review of test records of:
o Lubricating Oil analysis (for oil lubricated shafts), or
o Fresh Water Sample test (for closed system fresh water lubricated
shafts).
 Oil sample Examination (for oil lubricated shafts), or Fresh Water Sample test
(for closed system fresh water lubricated).
 Verification of no reported repairs by grinding or welding of shaft and/or
propeller.
o METHOD 3
 Checking and recording the bearing wear down measurements.
 Visual Inspection of all accessible parts of the shafting system.
 Seal liner found to be or placed in a satisfactory condition.
 Verification of the satisfactory conditions of inboard and outboard seals.
 Pre-requisite
 Review of service records.
 Review of test records of:
o Lubricating Oil analysis (for oil lubricated shafts), or
o Fresh Water Sample test (for closed system fresh water lubricated
shafts).
 Oil sample Examination (for oil lubricated shafts), or Fresh Water Sample test
(for closed system fresh water lubricated).
 Verification of no reported repairs by grinding or welding of shaft and/or
propeller
 Green Channel
o All certificates valid
o No NC, No FSI deficiencies in last 2 years
o No PSC deficiencies within 2 years
o No suspension of DOC in last 2 years
o No Major NC in last 3 audits
o Not more than 3 COC without extension
o No NC in the area of extension requested
o Max permissible Dry Dock interval 36 months
o Extension
 Under genuine situations & meeting conditions of Green Channel only for vessels less
than 15 years of age (1to 5 – 1 year & no.6- 6months)
 Class should make this as memoranda & admin informed if extension by R.O
CHARTERING
 Chartering
o an agreed deal, whereby the shipowner puts his ship or a part of it at the disposal of the
charterer, for the carriage of goods between named ports.
o Chartering = an agreed deal, whereby the shipowner puts his ship or a part of it at the disposal
of the charterer, for the carriage of goods between named ports.
o The charterer can in turn, sublet the ship or a part of it to a third party, who now becomes the
“Disponent Owner”.
o The chartering agreement is contained in a document, called “Charter Party”.
 Voyage Charter, (in the tramp trade) =
o in which a cargo ship is chartered for a one-way sailing trip/voyage between specified seaports,
with a specified cargo at a negotiated and agreed rate of freight (the price per weight ton or
volume cbm).
 Time Charter=
o the charterer undertakes to hire the ship for a stated agreed period of time or for a specified
round-trip sailing or, occasionally but rare, for a stated one-way voyage, the rate of hire being
expressed in terms of so much per ton deadweight per month, or otherwise agreed.
o Whereas on a voyage charter the ship-owner bears all the expenses of the cargo ship voyage,
on time charter the charterer will be responsible for these bills, (subject to contract terms-
conditions).
 Contract of Affreightment-COA, =
o is a contract between the shipowner and the charterer in which the shipowner agrees to carry
the goods (the loaded quantities are not taken into account, but the cargo ship space
availability) in a certain lump-sum/fixed price amount from loading location/s to discharging
location/s as agreed and accepted by the parties in the contract.
 “GENCON”-
o General Charter Conditions (agreement), or Gencon Charter Party, is the most commonly form
of voyage charter party used worldwide, and particularly known also as “Gencon 1994”.
o Gencon, first issued in 1922 and revised in 1976 and 1994.
o “Gencon 1994” includes two parts.
 Part 1;
 Is the “box form” which all the necessary information to be completed by the
parties.
 Part 2;
 Contains all the standard terms and conditions which are usually non-
negotiable.
 “CHARTER PARTY”-
o Is a written contract between the Shipowner and the charterer.
 TYPES OF C/P BIMCO
o GENCON, GUARDCON, SUPPLYTIME, SHIPMAN, BARECON and SALEFORM. Each contract is
accompanied by explanatory notes to provide the user with a clear understanding of the
contractual provisions.
o GUARDCON is designed to be a contract between the owners of the vessel and the security
contractors and that the liability, insurance and other important provisions are constructed on
this basis.
o SUPPLYTIME: The charterer remains fully responsible for all losses suffered by all sides as a
result of the carriage of any hazardous or noxious substances as ordered by the charterer
o The SHIPMAN 98 Agreement follows the traditional layout used by BIMCO in the preparation of
modern charter parties and other contract forms for various trades.
o
INSURANCE
 Marine Insurance is the method whereby one party, called the assurer or underwriter, agrees, for a
stated consideration known as a premium, to indemnify another party, called the insured or assured
against a loss, damage or expense in connection with the commodities at risk if caused by peril
enumerated in the contract known as policy of insurance.
 "maritime perils" means the perils consequent on or incidental to navigation, including perils of the
seas, fire, war perils, acts of pirates or thieves, captures, seizures, restraints, detainments of princes
and peoples, jettisons, barratry and all other perils of a like kind and, in respect of a marine policy, any
peril designated by the policy
 A specified perils policy is one in which the insurer agrees to indemnify the assured for losses caused by
specific perils that are identified in the policy.
 Underwriters are the entities that agree to indemnify the assured upon the happening of an insured
loss. They are also called insurers. Underwriters can be individuals or corporations
 Underwriting agents are entities that have the authority to enter into or sign insurance policies on
behalf of the underwriters
 Brokers play an important role in marine insurance. They are the agents of the assured. The broker will
meet with the assured to determine its insurance requirements. The broker will then canvass the
market to find underwriters willing to insure the assured and will negotiate terms with those
underwriters. The broker may also become involved in the event of a loss by presenting the loss to
underwriters and negotiating on behalf of the assured.
 The Marine Insurance Act,1963 of India is substantially a reproduction of its English counterpart, The
Marine Insurance Act, 1906
 Basic Principles of Marine Insurance:
o Insurable Interest:
 The Insured must have financial interest in the object of insurance.
 A person has insurable interest in property when he will be financially prejudiced by its
loss or damage and when he will financially benefit from its continued existence.
 Every person has an insurable interest who is interested in a marine adventure.
o Indemnity:
 If a loss occurs, the Insured will be put back into the same financial position as just prior
to the loss.
 The Insured must not profit from the loss.
o Utmost Good Faith
 Insurer must deal with all claims fairly and expeditiously and be able to pay for
potential claims.
 Only Insured knows all the facts; he is required to give full information of every
material fact in respect to the risk;
o Subrogation:
 The right of an Insurer, after paying a loss, to assume the rights of the Insured to
recover this loss from the responsible party
o Warranty:
 Promise by Insured as part of contract that a specified state of affairs will continue to
exist for duration of policy; breach of warranty makes policy voidable from time of
breach.
 Warranty may be express or implied;
 Implied warranties:
 Seaworthiness: Vessel must be seaworthy at commencement of voyage and at
start of each stage of the voyage if conducted in stages. Vessel must be
reasonably fit in all respects to encounter ordinary perils of the insured voyage.
After a loss, the onus is on the Insurer to prove vessel was unseaworthy.
 Legality: Voyage must be lawful and, so far as the Insured can control, carried
out in lawful manner.
 Express Warranty:
 Trading Limits
 Ice Zones
 War Zones
 Types of Policies:
o Time Policy: Insures property for a period of time.
o Voyage Policy: Insures property from 1 place to another, may include a date limit.
o Mixed Policy: Covers both a voyage and period of time of voyage and in port after arrival.
o Construction Policy (Building Risk): Insures vessel while in course of construction, not for
period of time.
o Floating Policy: Cargo policy that insures a number of shipments to be declared.
 Cause of Loss
o Proximate Cause:
 Immediate and effective cause of loss. Not necessarily the last event before the loss.
 Coverage exists only if the proximate cause is an insured peril.
o Remote Cause: A cause other than the proximate cause.
o Immediate Cause: Last event before the loss.
 Excluded Losses
o Wilful Misconduct: Loss/damage by wilful misconduct of Insured never recoverable, although
cause may be an insured peril (e.g., Insured deliberately set fire to own vessel). However, other
parties will not be prejudiced by this exclusion
o Negligence: “the omission to do something which a reasonable man would do guided by those
considerations which ordinarily regulate the conduct of human affairs, would do, or the doing
something which a prudent and reasonable man would not do”. Loss/damage due to
negligence is covered as long as not wilful act of Insured.
o Delay: Loss/damage caused by delay not covered unless specifically included by policy.
o Wear & Tear: Loss/damage from wear & tear, ordinary leakage & breakage, inherent vice, and
vermin not covered unless specifically included by policy
o Injury to Machinery: Loss/damage to machinery caused by insured peril covered; caused by
defect in machinery itself not covered
o Sympathetic Damage: Damaged cargo taints other cargo; covered only if original damage from
insured peril and no intervening cause.
o Sentimental Damage: Fear of damage--not covered; cargo that has suffered a casualty will sell
at a lower price even though not damaged as buyers fear it may have been damaged.
 Re-insurance
o The International Group arranges a market reinsurance contract to help the Pool deal with
claims which exceed $80 million. This is the largest single contract in the world's marine
insurance market
o Practice where an insurance company (the insurer) transfers a portion of its risks to another
(the reinsurer). Legal rights of the policyholders (insureds) are in no way affected by
reinsurance, and the insurer remains liable to the insureds for insurance policy benefits and
claims
 Types of Loss:
o Total Loss:
 Actual Total Loss:
 Loss/damage to entire property (physical total loss)
 Loss/damage to entire property (physical total loss); Can occur 3 ways:
o All property is destroyed.
o Loss of Specie: All property so damaged as to cease to be a thing of the
kind insured (cement damaged by water, becoming concrete).
o Insured irretrievable deprived of all property, even though not
destroyed.
 Constructive Total Loss:
 Cost to repair/replace exceeds policy limit (commercial total loss).
 Insured may claim for a partial loss or abandon the property and claim a total
loss.
 Property must be reasonably abandoned because actual total loss appears
inevitable or to prevent total loss requires an expenditure exceeding the saved
value.
 It is a condition precedent to a claim that the Insured unconditionally abandons
his interest to the Insurer.
 Insurer is entitled to take over the property if desired.
o Partial Loss: Loss is less than total amount of insurance; loss/damage to some of property
 Particular Average:
 This is a partial loss or damage caused to any particular cargo or property
where the damage is suffered by a particular interest. The damage or loss
should be of a particular subject matter in which case the damage suffered
cannot be partially shifted to others and the loss would be borne by the
persons directly affected by the damage to the said cargo.
 Remember that it is a partial loss hence not the entire cargo or property would
be damaged but a part of it. The damage could either be to the cargo or the
ship.
 With regards the ship (hull or machinery), the damage must be caused to just a
part of the ship and not a loss of the entire ship. For instance, damage to the
propellers of a ship would be considered a particular average loss and the
insured would be indemnified to tune of the damage caused.
 Sue and Labour Clause
 A standard clause in a maritime insurance policy which allows the insured to
recover from the insurer any reasonable expenses incurred by the insured in
order to minimize or avert a loss to the insured property, for which loss the
insurer would have been liable under the policy
 General Average
 There is a general average act when, and only when, any extraordinary sacrifice
or expenditure is intentionally and reasonably made or incurred for the
common safety for the purpose of preserving from peril the property involved
in a common maritime adventure
 Double Insurance:
o 2+ policies issued on behalf of 1 insurable interest, and total sums insured exceeds indemnity
(over-insurance).
o Usually, both Insurers pay for 50% of claim.
o Can occur in 2 ways:
 Purposely: Rare; sometimes a bank refuses to accept policy unless provided by
particular Insurers--another policy is required. No return of unearned premium.
 Inadvertently: Sometimes an agent will purchase coverage and principle already has
coverage. Both Insurers return 50% of unearned premium in event of loss.
 Subrogation:
o After a claim has been settled and paid, the Insurer is entitled to place himself in the position of
the Insured, to the extent of acquiring the Insured’s rights & remedies in respect of the loss.
o This prevents Insured from collecting for his loss twice, and reduces the total cost of the claim.
o The Insurer will sue a responsible party in the Insured’s name for the loss/damage up to the
amount of the settlement.
o The Insured must not relinquish any rights that he may have against other parties.
 Running Down Clause
o Provides limited coverage for liability for damage and legal costs from collision (actual contact
only) with another ship, with a maximum indemnity of 3/4 of the insured value.
o Right of recovery restricted to liability for:
 Loss/damage to any other vessel or property on other vessel.
 Delay/loss of use of other vessel or property on other vessel.
 General Average/Salvage of other vessel or property on other vessel.
o Separate contract from marine policy; claims under clause paid in addition to those recoverable
under policy. Deductible still applies; other restrictions do not.
o No coverage under clause for loss of life/BI, loss/damage to insured vessel, removal of wreck,
pollution liability
 Inchmaree Clause
o Protects shipowner against loss/damage directly caused by negligence of master or crew
o Cost to replace component with latent damage not covered--resultant damaged covered.
o Extended to cover other forms of damage by listing additional perils:
o Part (a):
 Accidents in loading, discharging or shifting cargo or fuel
 Explosions on shipboard or elsewhere
 Bursting of Boilers, other pressure vessels, by insured peril
 Breakdown of or accident to nuclear installations or reactors on shipboard or
elsewhere
 Latent Defect
 Negligence of master, officers, crew or pilots, repairers
o Part (b):
 Contact with aircraft
 Contact with land conveyance, dock, harbour equipment or installation
 Earthquake, volcanic eruption, lightning
 Reinsurance:
o Insurer cedes part or whole of risk insured to reinsurer.
o Purposes:
 Relieve Insurer of excessive liability in any 1 risk or location (spreads the risk, although
in most cases marine policies are on a subscription basis and each underwriter only
accepts percentage of risk desired).
 To secure foreign business through reciprocal reinsurance (rare in marine insurance).
 Insurer may reinsure for Total Loss only or Free of Particular Average only, so that he is
able to accept more business.
 Change in risk due to seasonal or political conditions.
 Limitation of Liability
o The following are some typical contracts that a ship owner undertakes and Ship owner may
limit his liability covering: -
 Contract with employees:
  undertakes that he will provide the safe plant, equipments and safe
environment and their due care, hence he would like to limit the liabilities with
regards to
o Their medical expenses
o Compensations to be paid in case of injury or death
o Breaches to anything intentionally or unintentionally caused by his
employees which could land him in trouble
 Contract with flag State administration
 He registers his vessel under flag state administration, hence he undertakes the
responsibility for safe operation and compliances with relevant conventions
rules and regulations.
 Hence he will like to limit his liabilities with regards to
o Any breaches caused by the ship
o Any fines imposed for non-compliance with regards to documents or
violation of rules & regulations
o Oil pollution caused in their territory
o Other expenses involved in landing people and stoways
o Expenses occurred for rendering those states service to ship and its
complements
 Contract with local agents and agency
 He himself land up in this contract in order to meet local requirement at port of
call. He takes their service, which a ship requires at port of call.
 He would like to limit his liabilities with regards to
o Agency fees
o Claims by agents
o Claim arises when agent breaches the contract
o Any dame injury caused to their personnel
 Contract with salver or tug hire:
 These services are required by a ship owner during a port of call to assist their
ship and during distress when the ship loses its main propulsion plants.
 Hence he would like to limit his liabilities with regard to
o The hire rate
o Damage cause3d to the tug and their personnel
o Salver ‘s award
o Any other claims made by salver in rendering his service
 Contract with stevedores and work shops
 In case the ship requires shore personnel services then ship owner land up in
these service contract and would like to limit his liabilities with regards to
o Their hire rate
o Injury medical expenses etc.
o Damage or loss to their equipments
o Any other claims placed by them
 Contract with the cargo owner (shipper)
 He undertakes this ―contract of carriage that will carry the goods in a manner
received to the agreed destination within the agreed time frame
 During such contracts he would like to limit his liabilities with regards to
o Loss/ leakage/ damaged caused due the negligence of his employees
o Losses caused to the cargo owner due to delay
o Losses caused to the cargo owner due to delivering the cargo other
than agreed destination
o Any other claim made by cargo owner in this regard. i.e, damage/ loss/
delay to cargo during the duration when it was under the custody of
ship owner.
 The ship owner makes contract with others such as class, charterer, pilotage, repair
contract etc.
 In all the cases he will limit his liabilities. Apart from these he has to take care
of himself. i.e.,
o Damaged caused to his own ship
o Total or constructive total loss of his vessel
o Freight not paid
 The Average Adjuster
o When a casualty occurs, the adjuster should immediately be contacted for advice on what
steps should be taken in connection with the hull and machinery claim and also as to what
needs to be done with regard to other aspects of the casualty, e.g. salvage, collision and third
party liabilities.
o It is essential that the adjuster be kept advised of developments as they occur, so that he may
provide guidance from the earliest stages of the casualty. This can greatly reduce the number
of problems which arise subsequently
o Advise owners to inform their underwriters of the casualty direct, or through their brokers, in
order that underwriters may appoint a surveyor to act on their behalf.
o Recommend the appointment of lawyers to advise interested parties on their position vis-a-vis
the salvage under Lloyd's Open Form and the salvage of containers/cargo by local dhow
owners. Recommend appointment of lawyers also regarding collision aspects
o Obtain details of quantity and type of cargo and number of bills of lading evidenced by
manifest in order that the collection of general average security can be put in hand
o Instruct agents or own offices at ports of discharge regarding collection of general average
security and arrange for formal declaration of general average if necessary
o To ensure Protection & Indemnity Association is aware of casualty and advised of its possible
involvement.
o To recommend/arrange insurance on cargo whilst stored ashore.
o Correspondence with underwriters' surveyor to confirm agreement to cause of damage and
approval of accounts
o Drawing up of adjustment detailing general average/particular average claim on hull insurers.
 FD &D
o FD&D facility was formed in response to the growing demand by shipping companies for a
'stand alone' insurance coverage for legal services, loss prevention, claims assistance and cost
containment in the area of shipping disputes. Under the trade name 'British European &
Overseas FD&D' the facility offers a classic freight, demurrage and defence cover for a very
reasonable fixed annual premium.
o Whereas P&I cover insures actual liabilities as well as the legal costs of defending such
liabilities, the FD&D cover insures ship-owners and charterers for legal and other costs incurred
in establishing and defending claims arising out of their business operations, as well as
providing claims handling and general advisory services.
o An Owner faces a large, complex claim in London arbitration proceedings brought by a
Charterer, for example, concerning the deviation of a vessel under a time charter-party. The
FD&D Cover will reimburse the Assured for:
 Legal costs necessarily incurred
 These may include:
 The costs incurred in retaining an English law firm to represent the Assured in
the arbitration proceedings;
 The Charterer’s recoverable costs should the Assured be unsuccessful in
defending the claim;
 The costs of the arbitration proceedings.
 Other costs incurred
 These may include:
 The costs of any experts retained to provide evidence and
 The costs involved in investigating and obtaining evidence (e.g. the costs of
instructing the FD&D Facilities correspondents world-wide).
P and I INSURANCE
 Protection and Indemnity insurance, or “P&I” as it is usually called, is a shipowner’s insurance cover for
legal liabilities to third parties.
 “Third parties” are any person, apart from the shipowner himself, who may have a legal or contractual
claim against the ship.
 P&I insurance is usually arranged by entering the ship in a mutual insurance association, usually
referred to as a “club”.
 Shipowners are members of such clubs.
 Legal liability is decided in accordance with the laws of the country where an accident takes place.
 P&I insurance is an indemnity type of insurance, which means the shipowner (or member of the club)
must demonstrate his loss before the club will pay out (or indemnify him) under the terms of the
insurance policy.
 It is important to bear in mind that the club never assumes the owner’s liability, therefore technically
the owner (or member) is always responsible for payments (the “pay to be paid” principle).
 In practice, the club takes over the business of handling claims and ensuring that payments are
correctly made.
 RISK COVERED:
o Personal injury to or illness or loss of life of crew members
o Personal injury to or loss of life of stevedores
o Personal injury to or illness or loss of life of passengers and others
o Loss of personal effects
o Diversion expenses
o Life salvage
o Collision Liabilities
 One-fourth collision liability
 The English form of hull policy requires the ship's hull underwriter to pay three-
fourths only of the liability of the insured ship in respect of loss or damage to
another ship or her cargo as a result of the collision
 The remaining one-fourth of such liability is insured by the shipowners Club.
This one-fourth usually makes the Club the largest single insurance interest,
and in practice the managers of the Club will usually be asked by the hull
underwriters to handle the issue of collision liability with the other ship and her
cargo on behalf of all the underwriting interests
 Other risks excluded from the Running Down Clause
 There are a number of important exclusions from the liability of the hull
underwriters in the Running Down Clause.
 For instance, wreck removal liabilities are excluded, as is consequent damage
to shore side structures or to the cargo in the insured ship herself, and
pollution from and loss of life or personal injury on board any ship is involved.
o Loss or damage to property other than cargo
o Pollution
 It is well known that there has in recent years been a huge increase in the exposure of
shipowners to liability claims in respect of pollution caused by cargoes from their
vessels, in particular cargoes of oil.
 Most such liabilities are imposed by international convention such as CLC, domestic
statute such as OPA 90 or common law, but some have been voluntarily assumed by
shipowners in accordance with schemes such as STOPIA.
 All these liabilities are insured by the Clubs, although with a limit in respect of oil
pollution claims which presently stand at US$1bn each entered ship each accident or
occurrence.
 This oil pollution limit does not apply only to claims that are made directly against the
entered ship by those who suffer the oil pollution, but also embraces those which come
indirectly, as, for example, those which form part of the collision claim of another
vessel.
o Towage contract liabilities
o Liabilities under contracts and indemnities
o Wreck liabilities
o Cargo liabilities
o Cargo's proportion of general average or salvage
o Certain expenses of salvors
o Fines
o "Omnibus" cover
 COLLISION CLAUSE:
o The P&I cover may include liability for collisions (“RDC”), for example when the member’s ship
is in collision with another ship, or when the entered ship strikes a fixed object, i.e. a quay, dock
or buoy (“FFO”).
o However, collision and striking liabilities are often included in the ship’s hull and machinery
cover.
o Therefore, it is important for a Master to ascertain whether his vessel’s collision insurance
(collision between ships) and striking insurance (i.e. when a ship strikes a fixed or floating
object which is not another ship) is covered under his P&I policy or under his hull and
machinery policy.
o To be safe, it is always wise for a Master to inform the P&I club, or the club correspondent, if
his vessel is in collision with another vessel or a fixed object.
 Exclusion of war risks
o The Clubs' cover does not include liabilities arising from the war risks listed in the Lloyd's Free
of Capture and Seizure Clause.
o Consequently, it is usual for shipowners to attach to their war risks hull insurance policies a
special clause giving cover for P&I risks to the extent that these may arise from such a risk and
thus be excluded from the Club insurance.
 MUTUAL P&I INSURANCE ACTUALLY WORKS
o Mutual insurance means that the members of the club are its owners and share in its results.
o Therefore, premiums are also mutual and estimated for a given policy year and finally decided
when the year is closed which is minimum (but also normally) three years later.
o Premiums are therefore referred to as “calls”.
o An Estimated Total Call is calculated for any given ship. Calls may be charged all in advance, the
full Estimated Total Call or divided into Advance and Supplementary Calls.
o The benefit of charging Estimated Total Call the first policy year is that the member may be able
to fully budget his costs.
o Before the policy year is finally closed, the club can decide to cover the claims and to charge an
Additional Supplementary Call.
o The reason why accounts are kept open is that cases continue to develop and could over time
become more, or less, expensive than initially anticipated.
o Accordingly, Estimated Total Calls could also be reduced.
o A mutual club may wish to increase its reserves, but does not make “profits “since there are no
owners other than the members themselves.
o The club has a Board of Directors who, naturally, expect the managers to do a best possible job.
In practice, this means providing insurance cover and first-class service, at the lowest possible
cost.
 UNDERWRITING
o When a shipowner requires P&I insurance for a ship, the club underwriter will ask for
information so that he can make a risk profile of the vessel
o The underwriter is trying to understand what sort of risk or risks the vessel will represent in its
current trading pattern
o Some of the information he will require is:
 The tonnage of the ship in GT (premiums are expressed in USD per GT)
 Year of build
 Number of crew members
 Type of vessel (tanker, dry bulk, reefer, heavy-lift, container, passenger, ro-ro etc)
 Type of cargoes to be carried (if a tanker is clean or dirty)
 Areas of trading
 Liner trade or tramp
 Classification society
 Management expertise
 Compliance with national and international legal requirements
 How many ships in the company?
 Previous P&I history
o information necessary for the underwriter to assess the risk and calculate a fair rate or
premium
o The premium should represent a fair charge to cover the risk involved and to make sure that
the other members of the club do not have to subsidise or lose benefits as a result of the new
entry.
o The club will often make a company audit with the management company of the ship. This is a
very good opportunity to find out how the management of the ships is carried out and will add
valuable information for the club underwriter.
o It also creates very good contact between the club and the new member which will facilitate
future services when there is a claim or when the club is assisting in loss prevention measures.
o In addition, the club will often require a survey of one or more ships in the new fleet to ensure
the quality and technical standard of the ships.
o Entry into the club is often dependent upon the ship being found satisfactory on inspection. For
the club this is positive information since it will be easier to assist if it should later be involved
in a casualty.
o A P&I club will keep records for each individual ship entered with the club. These records are
normally based on the last fi ve insurance years and provide an accurate record of all payments
made by the member in the form of premiums, all monies collected by the member in the form
of compensation paid to him by the club and all other costs.
o The loss record, and more specifically the loss ratio, is often considered as a performance
indicator of a member’s account with the club
o The loss ratio will therefore only be one of the elements that form the basis of the annual
renewal process, where the P&I premiums for the coming year are fixed.
o A high level of claims, and hence a high loss ratio, will indicate that premiums may need to be
increased and vice versa, but other risk measures are also used to establish the revised
premium level.
H and M INSURANCE
 OBTAINING H and M Insurance
o This insurance covers the ship and her machinery against damage and/or loss up to an agreed
value of the ship and is usually valid for one year between renewals. This policy is contracted
through a broker between the Owner and various underwriters, each one being listed at the
end of the policy on a “slip” along with a share of risk he has undertaken shown as a
percentage. The underwriter who has accepted the highest percentage of risk is known as the
lead underwriter.
o Hull and machinery cover is often arranged and placed in the insurance market by a
professional insurance broker. It is quite common that the insurance cover is spread to many
insurers in various countries.
o The insurers in the hull and machinery market are either companies or syndicates. The
company or the syndicate will have an underwriter who signs the policy or the slip produced by
the broker for his share of the cover. The biggest single market for marine insurance is Lloyd’s
in London. Lloyd’s consists of a number of syndicates writing shares on insurance covers.
o The company market is dominated by Norway and Scandinavia, but also insurers in USA,
France, Italy, Japan and Korea are very active in the marine market.
 Running Down Clause:

o An ocean marine hull policy clause adding legal liability coverage for damage done to another
ship or its cargo resulting from a collision with, and caused by, the insured vessel.
o Under the Institute Time Clauses (Hulls) 1983 it is agreed that if the insured vessel is to blame
for a collision with another vessel, underwriters undertake to pay three-fourths of the damage
sustained by the other vessel up to a maximum of three fourths of the value of the insured
vessel mentioned in the policy.
o The clause under which underwriters agreed to pay 3/4ths of the damage, subject to the
abovementioned maximum, is called the “Running Down Clause” or “Collision Clause”. As a
rule, the remaining one-fourth is covered by the Protecting and Indemnity Association. If the
“Running Down Clause” does make underwriters liable for the full amount of damage, which
may sometimes be arranged, it is known as “4/4ths R.D.C
o The Underwriters agree to indemnify the Assured for three-fourths of any sum or sums paid by
the Assured to any other person or persons by reason of the Assured becoming legally liable by
way of damages for
 loss or damage to any other vessel or property on any vessel
 delay or loss of use of any such other vessel or property thereon
 general average of, salvage of, or salvage under contract of, any such other vessel or
property thereon where such payment by the Assured is in consequence of the Vessel
hereby insured coming into collision with any other vessel
 Institute Time Clauses
o These clauses are named standard clauses which are attached to the H&M policy to form the
terms and conditions of the contract. Whilst these clauses are made by the Institute of London
Underwriters, they are generally used in a similar form throughout other insurance markets.
Not all of these clauses will necessarily apply to the vessel insured and indeed additional
clauses may be drawn up. However, in general, H&M insurance will cover damage or loss to the
ship caused by;
 Perils of the sea, rivers, lakes or other navigable waters
 Fire and/or explosion
 Piracy/violent theft from persons outside vessel
 General Average (e.g. jettison of cargo)
 Contact with jetty, pier or other shore installation
 Earthquakes, volcanic eruption or lightning
 Defects of machinery
 Negligence of Master and/or Crew
 Barratry by Master and/or Crew
 Collision (usually 3/4ths liability)
 Heavy Weather
 Stranding
 Insurer is not liable for loss in following

o Breach of contract ,Warranties & Fundamentals of insurance
o Any loss due to willful misconduct / want of due diligence by assured.
o Ordinary wear and tear, ordinary leakage and breakage, inherent vice or nature of the subject
matter insured.
o Damage to subject matter not proximately caused by maritime perils.
o Any loss proximately caused by rats or vermin.
o The insurer on ship or goods is not liable for any loss proximately caused by delay, although the
delay is caused by a peril insured against.
o Insolvency or Financial default of the owner.
o Claims not made in stipulated time window say within 180 days.
 Exclusion in insurance – Common but covered by additional cover
o War & Strike, capture, seizure, detention, arrest, riots, & etc.- ALL
o Terrorist ,Political & Malicious acts - All
o Radioactive, Chemical, Biological, Biochemical, Electromagnetic weapon damages. - All
o Third party liabilities including oil pollution, which arise in connection with the operation of a
vessel- By P&I
o Bursting of boiler, breakage of shafts, latent defects, Incompetency- Hulls
CARGO INSURANCE
 Risk clause C
o Fire or explosion
o grounding/stranding
o over turning/derailment
o Collision with vessel/craft or any object
o Discharge at port of distress
o Earth quake/volcanic eruption
o GA sacrifice
o Washing overboard/jettison
 Risk clause- B
o (+C)
o Entry of sea water
o Total loss of any cargo during loading/discharging
 Risk clause- A
o (+B+C)
o loss/damage due to GA as well as Salvage charges covered
o Both to blame collision” clauses: - any liability that may arise from the carrier, in respect of this
clause in the contract of affreightment will be indemnified. Insurer also agrees to defend the
cargo owner against any claim from the carrier.
CAPITAL, VOYAGE AND OPERATING COST
 CAPITAL COST-
• It depends on mainly two things.
• First is How the ship is financed. If financed by loan, then it will depend on
 Size of loan
 Source of loan
 Interest rate
 Terms of loan
 Final price of the ship will be; Final Price= Cash price + Interests= Cash price+
n*Installments
• Second capital cost is
 Depreciation- Deprecation refers to two very different but related concepts. First is
decline in value of assets and Second is allocation of the cost of tangible assets to
periods in which the assets are used.
 Depreciation cost depends on
o Cost of asset
o Expected salvage value of asset
o Estimated useful life of asset
o A method of apportioning the cost over such life
 OPERATING COST-
• It consists of the following
 Crew Cost: - Crew cost includes direct and indirect costs.
o Direct cost includes
• Wage cost
• Travel cost
• On Board victualing
• Training
• Union fee
o Indirect cost includes
 Recruitment/ Selection of process
 Medical test
 Social dues
 Communication/ Bank charges
 Crew accident insurance payment
 Sick pay
 Port expenses
 Agency fee
o Total crew cost depends on
 Size of crew
 Employment policy of owner/ Operator
 Ships flag
 Repair and Maintenance: - It consists of
o Routine maintenance- Maintenance of engine and equipment, Painting etc
o Break downs-- Mechanical failures resolved in repair yards (Loss of trading
time)
o Spares, replacement parts cost
o Periodic Maintenance- In repair yards/ Dry dock to maintain
seaworthiness(Class) and obtain certification (for insurance)
o Regular maintenance leads to less breakdowns. This cost increases with ships
age and in average accumulates for 14% of operating cost.
 Insurance: - It varies from ship to ship. This we know in details
o 2/3 H&M (obtained from Marine insurance company)
o 1/3 Third party liability (Obtained from P&I club)
 Administration-
o Shore based administration and management charges
o Communication cost
o Agents in ports
o Flag state fee
 VOYAGE COST-
o It basically comprises of following
 Fuel Cost- It depends on
o Fuel Price
o Engine Power and efficiency-- Only 23% of energy consumed is applied to
propelling the vessel. Rest is lost for cooling the engine, lost as exhaust
emission, lost at the propeller & Hull friction.
o Design and state of Hull
o Ships speed
 Port charges: - Fees for the use of facilities and services provided by the port.
o Port dues - General use of port facilities. It depends on
 Volume of cargo
 weight of cargo
 Gross Tonnage
 Net Tonnage
o Service charges include
 Pilotage
 Towage
 Cargo handling
o Canal Charges
 Suez Canal: - Charges are calculated in terms of the Suez Canal net ton.
 Panama Canal- Flat rate per Panama Canal net ton is used.
• Chief engineer role of optimizing the costs incurred in a ship operation basically plays a
important role in reducing the Operating cost by maintaining the engine efficiency and
maintenance of all equipment so that there is no trading time loss.
• He can also optimize the voyage cost by running the engines on economical speed.
MARITIME LABOUR CONVENTION
 INTRODUCTION:
o The convention entered into force on 20 August 2013, one year after registering 30 ratifications
of countries representing over 33 per cent of the world gross tonnage of ships
o India acceded 9 Oct 2015, will enter into force on 9 Oct 2016.
o It contains seafarers' rights to decent conditions of work and creates conditions of fair
competition for shipowners. It will be globally applicable, easily understandable, and up to date
and uniformly enforced and become the global 4th pillar of the international regulatory regime
for quality shipping, alongside SOLAS, STCW and MARPOL.
o Consists of 16 articles and 5 titles
o The MLC comprises three sections:
 Articles: setting out broad principles and obligations followed by
 Regulations and a Code: relating to areas of seafarers working and living conditions,
inspection and compliance.
 The Regulations, are complemented by a more detailed Code: Part A Standards and
Part B Guidelines.
 The provisions are all arranged by subject thus a title comprises Regulations, then the
Standard and finally the Guidelines.
o The Articles contain:
 general statements of principles, obligations and rights with specific details within the
Regulations and Code;
 provisions relating to legal aspects of operation and application such as definitions,
amendments and entry into force and establishment of the Special Tripartite
Committee.
 Why was a new Convention needed?
o Seafarers have not always worked under acceptable conditions, affecting their health and
safety, well-being, and safety of board ships.
o Since their working lives are spent outside the home country and their employers are also
often abroad, effective international standards are necessary.
o Standards must be implemented nationally, particularly by governments with a ship registry
authorizing ships to fly their flag (flag States). This is used to ensure safety and security of ships
and protecting the marine environment.
o Many flag States and shipowners actively provide their seafarers with decent conditions of
work but face unfair competition by being undercut by shipowners operating substandard
ships.
o ILO was asked to develop an instrument consolidating most of its existing instruments to make
them more relevant to all stakeholders needs.
o The plethora of existing maritime Conventions were very detailed, difficult for governments to
ratify and enforce, out dated and did not reflect contemporary working and living conditions on
board ships.
o Many were poorly ratified and there was a need for more effective enforcement and
compliance to eliminate substandard ships to work within the established IMO enforcement
system of international standards. The MLC specifically addresses these concerns and protects
seafarers through national level implementation
 THE BASIC AIMS OF THE MLC
o To ensure comprehensive worldwide protection of the rights of seafarer’s rights;
o To establish a level playing field for countries and shipowners committed to providing decent
working and living conditions for seafarers, protecting them from unfair competition from
substandard ships.
 THE "NO MORE FAVOURABLE TREATMENT" CLAUSE
o This tries to ensure a level playing field for ships of ratifying countries not to be competitively
disadvantaged by ships from non- ratifying countries. Although it could apply in various
situations, it primarily relates to port State control, for ships flying a foreign flag and calling at a
port of a ratifying country.
 TITLE 1. MINIMUM REQUIREMENTS FOR SEAFARERS TO WORK ON A SHIP

o Regulation 1.1 – Minimum age
 The employment, engagement or work on board a ship of any person under the age of
16 shall be prohibited
 Night work of seafarers under the age of 18 shall be prohibited. For the purposes of
this Standard, “night” shall be defined in accordance with national law and practice. It
shall cover a period of at least nine hours starting no later than midnight and ending no
earlier than 5 a.m.
 An exception to strict compliance with the night work restriction may be made by the
competent authority when
 the effective training of the seafarers concerned, in accordance with
established programmes and schedules, would be impaired; or
 the specific nature of the duty or a recognized training programme requires
that the seafarers covered by the exception perform duties at night and the
authority determines, after consultation with the shipowner’s and seafarers’
organizations concerned, that the work will not be detrimental to their health
or well-being
o Regulation 1.2 – Medical certificate
 Seafarers shall not work on a ship unless they are certified as medically fit to perform
their duties
 The competent authority shall require that, prior to beginning work on a ship, seafarers
hold a valid medical certificate attesting that they are medically fit to perform the
duties they are to carry out at sea
 The medical certificate shall be issued by a duly qualified medical practitioner or, in the
case of a certificate solely concerning eyesight, by a person recognized by the
competent authority as qualified to issue such a certificate
o Regulation 1.3 – Training and qualifications
 Seafarers shall not be permitted to work on a ship unless they have successfully
completed training for personal safety on board ship
o Regulation 1.4 – Recruitment and placement
 Each Member that operates a public seafarer recruitment and placement service shall
ensure that the service is operated in an orderly manner that protects and promotes
seafarers’ employment rights as provided in this Convention
 TITLE 2. CONDITIONS OF EMPLOYMENT
o Regulation 2.1 – Seafarers’ employment agreements
 The terms and conditions for employment of a seafarer shall be set out or referred to
in a clear written legally enforceable agreement and shall be consistent with the
standards set out in the Code
 Seafarers’ employment agreements shall in all cases contain
 the seafarer’s full name, date of birth or age, and birthplace;
 the shipowner’s name and address;
 the place where and date when the seafarers’ employment agreement is
entered into;
 the capacity in which the seafarer is to be employed;
 the amount of the seafarer’s wages or, where applicable, the formula used for
calculating them;
 the amount of paid annual leave or, where applicable, the formula used for
calculating it;
 the termination of the agreement and the conditions thereof, including:
o if the agreement has been made for an indefinite period, the
conditions entitling either party to terminate it, as well as the required
notice period, which shall not be less for the shipowner than for the
seafarer;
o if the agreement has been made for a definite period, the date fixed
for its expiry; and
o if the agreement has been made for a voyage, the port of destination
and the time which has to expire after arrival before the seafarer
should be discharged;
 the health and social security protection benefits to be provided to the seafarer
by the shipowner;
 the seafarer’s entitlement to repatriation;
 reference to the collective bargaining agreement, if applicable; and
 any other particulars which national law may require
o Regulation 2.2 – Wages
 Seafarers shall be given a monthly account of the payments due and the amounts paid,
including wages, additional payments and the rate of exchange used where payment
has been made in a currency or at a rate different from the one agreed to.
o Regulation 2.3 – Hours of work and hours of rest
 The limits on hours of work or rest shall be as follows
 maximum hours of work shall not exceed:
o 14 hours in any 24-hour period; and
o 72 hours in any seven-day period
 minimum hours of rest shall not be less than
o 10 hours in any 24-hour period; and
o 77 hours in any seven-day period
 Hours of rest may be divided into no more than two periods, one of which shall be at
least six hours in length, and the interval between consecutive periods of rest shall not
exceed 14 hours
o Regulation 2.4 – Entitlement to leave
 Seafarers shall be granted shore leave to benefit their health and well-being and
consistent with the operational requirements of their positions
o Regulation 2.5 – Repatriation
o Regulation 2.6 – Seafarer compensation for the ship’s loss or foundering
o Regulation 2.7 – Manning levels
 Each Member shall require that all ships that fly its flag have a sufficient number of
seafarers on board to ensure that ships are operated safely, efficiently and with due
regard to security. Every ship shall be manned by a crew that is adequate, in terms of
size and qualifications, to ensure the safety and security of the ship and its personnel,
under all operating conditions, in accordance with the minimum safe manning
document or an equivalent issued by the competent authority, and to comply with the
standards of this Convention.
 When determining, approving or revising manning levels, the competent authority shall
take into account the need to avoid or minimize excessive hours of work to ensure
sufficient rest and to limit fatigue
o Regulation 2.8 – Career and skill development and opportunities for seafarers’ employment
 TITLE 3. ACCOMMODATION, RECREATIONAL FACILITIES, FOOD AND CATERING
o Regulation 3.1 – Accommodation and recreational facilities
o Regulation 3.2 – Food and catering
 TITLE 4. HEALTH PROTECTION, MEDICAL CARE, WELFARE AND SOCIAL SECURITY PROTECTION
o Regulation 4.1 – Medical care on board ship and ashore
o Regulation 4.2 – Shipowners’ liability
 To ensure that seafarers are protected from the financial consequences of sickness,
injury or death occurring in connection with their employment
o Regulation 4.3 – Health and safety protection and accident prevention
o Regulation 4.4 – Access to shore-based welfare facilities
o Regulation 4.5 – Social security
 To ensure that measures are taken with a view to providing seafarers with access to
social security protection
 The following list shows the different areas that you need to consider when checking
what you’re covered for:
 Medical care
 Sickness benefit
 Unemployment benefit
 Old-age benefit
 Employment injury benefit
 Family benefit
 Maternity benefit
 Invalidity benefit
 Survivors’ benefit
 The MLC aims to encourage wider social security protection for seafarers. States
signing up to the Convention have to provide at least three from the above list, the
three recommended areas are: medical care, sickness benefit and employment injury
benefit.
 In the event of any dispute over social security provisions, there has to be a fair and
effective settlement procedure
 TITLE 5. COMPLIANCE AND ENFORCEMENT

o Regulation 5.1 – Flag State responsibilities
o Regulation 5.2 – Port State responsibilities
o Regulation 5.3 – Labour-supplying responsibilities
 DECLARATION OF MARITIME LABOUR CONVENTION

o Ships of 500 gross tonnages and above are required to carry and maintain a Maritime Labour
Certificate and a Declaration of Maritime Labour Compliance (DMLC)
o The ‘Declaration of Maritime Labour Compliance’ (DMLC-Part I) form is to be filled in by the
attending surveyor.
 identifies the topics for inspection
 lists the relevant pieces of legislation putting the Maritime Labour Convention 2006
(MLC) in place
 lists any ‘Substantial Equivalents’ and exemptions that have been granted
o The second part of the ‘Maritime Labour Certificate’, this form (also known as DMLC-Part II) is
to be filled in by by the ship owner.
o The surveyor must confirm that it’s genuine when the first inspection is finished.
o DMLC-Part II:
 outlines what the shipowner needs to do to meet the national requirements
 shows the measures suggested to make sure that improvement continues
 must be written in clear terms
 is designed to help everyone involved to easily check that the requirements are being
put in place properly
 ADVANTAGES OF MLC
o A comprehensive set of basic maritime labour principles and rights
o Simplification of international requirements
oA strong enforcement regime, backed by a certification system
oVerifiable compliance with basic minimum employment and social requirements
oApplication to all ships including those of non-ratifying Members
oImproved working and living conditions for seafarers
oA more secure and responsible maritime workforce
oA more socially responsible shipping industry
oImproved social dialogue at all levels
oSeafarers better informed of their rights and remedies
oImproved supervision at all levels: the ship, the company, the flag state, the port state, and the
ILO
o Global and uniform compliance and verification
o Improved possibilities of keeping labour conditions up to date
o Permanent review of maritime labour situation
o Positive impact on safety at sea
o Positive impact on the protection of the environment
 FOR GOVERNMENT
o A comprehensive set of basic maritime labour principles and rights
o Simplification of international requirements
o A strong enforcement regime, backed by a certification system
o Verifiable compliance with basic minimum employment and social requirements
o Application to all ships including those of non-ratifying Members
o Improved working and living conditions for seafarers
o A more secure and responsible maritime workforce
o A more socially responsible shipping industry
o Improved social dialogue at all levels
o Seafarers better informed of their rights and remedies
o Improved supervision at all levels: the ship, the company, the flag state, the port state, and the
ILO
o Global and uniform compliance and verification
o Improved possibilities of keeping labour conditions up to date
o Permanent review of maritime labour situation
o Positive impact on safety at sea
o Positive impact on the protection of the environment
 FOR SHIPOWNERS
o A more level playing field to help ensure fair competition and to marginalize substandard
operations
o Will benefit from a system of certification, including a certification system possible for ships less
than 500 GT, if the Shipowner so requests
o A more socially responsible shipping industry
o A better protected and more efficient workforce
o Help ensure that ships are operated safely and securely with few problems and few delays in
ports
o New Convention contains minimum standards that are well within the current industry practice
and should easily be met by most shipowners
 FOR SEAFARERS
o A comprehensive set of basic maritime labour principles and rights as well as ILO fundamental
rights
o Convention spells out in one place and clear language seafarers’ basic employment rights
o Seafarers better informed of their rights and of remedies available
o Improved enforcement of minimum working and living conditions
o Right to make complaints both on board and ashore
oClear identification of who is the shipowner with overall responsibility, for the purposes of this
Convention
 OCCUPATIONAL SAFETY AND HEALTH
o Occupational safety and health is generally defined as the science of the anticipation,
recognition, evaluation and control of hazards arising in, or from, the workplace that could
impair the safety, health and well-being of workers.
o This includes the promotion and maintenance of the highest degree of physical, mental and
social well-being of workers in all occupations.
o It also takes into account the possible impact on the surrounding communities and the general
environment.
o The central focus of OSH is to assess and manage occupational risks through the application of
preventive and protective measures.
o The maritime working environment comprises the physical, ergonomic, chemical, biological,
psychological and social elements which could lead to occupational accidents, injuries and
diseases.
o Seafarers face demanding working conditions, isolation, long hours of work, rigid organizational
structures and high levels of stress and fatigue.
o They must also learn to communicate with others in multinational crews.
o Alcohol and drug abuse, violence and harassment, and infectious diseases are further potential
problems.
o International labour standards, national laws, codes of practice and other specialized guidance
documents provide information on the types of hazards that may be encountered on ships and
the relevant preventive and protective measures to help ensure that the working and living
environment for seafarers is as safe and healthy as possible.
o Certain occupational exposures are diffuse and of low intensity, and may be the origin of
certain diseases that may appear years after the end of exposure.
o Seafarers must be physically and mentally healthy to be able to work safely and productively.
o The essential purpose of OSH is to prevent occupational accidents, injuries and diseases by
managing occupational hazards and risks.
o Procedures for hazard identification and risk assessment have to be conducted to identify what
could cause harm to seafarers and property and the environment, especially the working
environment, so that appropriate preventive and protective measures can be developed and
implemented.
o OSH management systems may provide a means for assessing and improving seafarers’ safety
and health through the management of occupational hazards and risks.
o They can be based on the principle of the “plan-do-check-act” (PDCA) approach, designed to
continuously monitor performance.
 Plan involves the setting of an OSH policy, including the allocation of resources,
acquisition of skills and organization of the system, and hazard identification and risk
assessment
 Do refers to the actual implementation and operation of the OSH programme.
 Check means measuring both the active and reactive performance of the programme
 Act closes the cycle with a review of the system for the purposes of continual
improvement and priming of the system for the next cycle.
o Occupational risk-assessment processes are essential to OSH laws, regulations and other
guidance whose ultimate objective is to protect the safety and health of workers.
o To ensure continuous improvement in safety, the competent authority should ensure that
shipowners develop OSH management systems and risk-assessment procedures to provide a
safe occupational environment for seafarers on ships that fly their flag
o Research should be undertaken to identify trends and hazards in order to create a basis for
measures to promote OSH protection and prevention of accidents, injuries and diseases.
o Shipowners should ensure that masters have adequate support to carry out their responsibility
for OSH management while on board effectively
o Establishing a safety culture with high standards for OSH on board ship requires planning and
organization and the cooperation and support of management and seafarers
o The competent authority should ensure that shipowners:
 consult with seafarers and, where appropriate, the representative seafarers’
organizations, on the drafting and implementation of OSH policies;
 establish safety committees as required by the competent authority
 establish systems to conduct on-board investigations into occupational accidents,
injuries and, where applicable, diseases, and provide reports to the competent
authority;
o Guidance to shipowners on the implementation of OSH policies and programmes may include
the following:
 that they ensure the design of the workplace on board takes into account prevention
principles and technical progress in the industry, and conforms to relevant
international and national laws, regulations, standards or codes of practice
 that they ensure the members of the safety committee:
 have access to the lists and descriptions of occurrences that are required to be
reported and the information required to be included in reports of
occupational accidents, incidents and diseases on board ship and all relevant
ship reports
 have access to the information on hazards or potential hazards which are
known to the shipowner and master, and to all relevant publications by the
IMO, the ILO and other international organizations;
 are given opportunities during their working hours to acquire the necessary
knowledge or training on safety and health issues;
o The ship’s master should ensure that
 the shipowner’s OSH policy and programme is implemented on board ship and clearly
communicated to all crew;
 a positive safety culture exists on the ship, including reasonable precautions and
continuous safety improvement to prevent occupational accidents, injuries and
diseases on board ship;
 seafarers are encouraged to participate actively and express their views on safe and
healthy working conditions and risk assessments, without fear of dismissal or other
prejudicial measures;
 work is planned, carried out and supervised so as to minimize the possibility of
accidents, injuries or diseases;
 seafarers are assigned only to work to which they are suited by age, state of health and
skills, and no seafarer under the age of 18 is assigned inappropriate duties;
 appropriate notices and instructions are issued in a clear and easily understood
manner, in a language or languages verified to be understood by the entire crew;
 safety equipment, including all emergency and protective equipment, is maintained in
good order and stowed properly
 all statutory drills and musters are conducted realistically, effectively and
conscientiously at the required intervals and comply with any applicable rules and
regulations;
 practice and training is given in emergency procedures and special emergency
equipment usage is demonstrated to the crew at regular intervals;
 operating manuals, vessel plans, national laws and regulations, safety procedures and
so on are available to seafarers requiring such information to conduct their work safely
 one or more safety representatives are appointed or elected, and regular meetings of
the safety committee are held on board a ship on which there are five or more
seafarers.
o Seafarers should:
 actively participate in promoting a safety culture and express their views on safe and
healthy working conditions and risk assessments;
 participate in OSH meetings and do everything possible to maintain both their own
safety and health and those of other persons on board
 properly use the preventive principles and utilize available PPE and clothing as
instructed and otherwise when appropriate
 use only machinery that is properly guarded and not render the guards inoperative;
 have the right to remove themselves from dangerous situations or operations when
they have good reason to believe that there is an imminent and serious danger to their
safety and health.
 Cultural Differences:

DAMPERS, DETUNERS AND COMPENSATORS
 every running machine has a tendency to vibrate because of several moving parts incorporated within
it.
 When in motion, the machine will have an oscillatory motion around an equilibrium point.
 The natural frequency of vibration is always present in marine engines, but the effect can be dangerous
when the vibration frequency reaches high levels. This happens when the natural frequency of
vibration from an external source integrates with the engine vibration or when there are out-of-balance
forces generated inside the engine which create 1 st and 2nd order movements.
 Such effects can result in severe damage to the marine engine’s internal moving parts, cracks in the
structure, loosening of bolts and securing and damage to bearings.
 Dampers:
o dampers are used to damp or reduce the frequency of oscillation of the vibrating components
of the machine by absorbing a part of energy evolved during vibration
o Axial vibrations: When the crankthrow is loaded by the gas force through the connecting rod
mechanism, the arms of the crank throw deflect in the axial direction of the crankshaft, exciting
axial vibrations which, through the thrust bearing, may be transferred to the ship’s hull
o Torsional vibration: The varying gas pressure in the cylinders during the working cycle and the
crankshaft/connecting rod mechanism create a varying torque in the crankshaft
o Axial Damper:
 The Axial damper is fitted on the crankshaft of the engine to dampen the shaft
generated axial vibration i.e. oscillation of the shaft in forward and aft directions,
parallel to the shaft horizontal line.
 It consists of a damping flange integrated to the crankshaft and placed near the last
main bearing girder, inside a cylindrical casing. The casing is filled with system oil on
both side of flanges supplied via small orifice. This oil provides the damping effect.
 When the crankshaft vibrates axially, the oil in the sides of damping flange circulates
inside the casing through a throttling valve provided from one side of the flange to the
other, which gives a damping effect.
o Torsional Damper:
 It is a twisting phenomenon in the crankshaft which spreads from one end to other due
to uneven torque pulses coming from different units ‘pistons.
 consist of an inertia ring added to the crankshaft enclosed in a thin layer of highly
viscous fluid like silicon.
 The inertia ring is free to rotate and applies a lagging torque on the crankshaft due to
its lagging torsional motion.
 When the crankshaft rotates, the inertia ring tends to move in radial direction but the
counter effect is provided by the silicon fluid damping the vibration
 De-tuners
o De-tuners are used to alter the frequency of the vibrating machinery reducing the vibration of
the engine
o Guide force moments: When the piston is not exactly in its top or bottom position, the gas
force, transferred through the connecting rod, will have a component acting on the crankshaft
perpendicular to the axis of the cylinder. Its resultant is acting on the guide shoe and, together,
they form a guide force moment
o Side Bracing:
 Normally fitted on the top of the engine which increases the stiffness and raises the
natural frequency beyond the working range
o Flexible Coupling:
 If the engine has a Power turbine connected to its crankshaft via a reduction gear, then
flexible coupling is used to compensate for the vibration occurring during motion
transfer. The Flexible elements are mainly spring or special material rubber for de
tuning the vibration.
 Compensators:
o compensator comprises two counter-rotating masses running at the same speed as the main
engine crankshaft
o The external moments are known as the 1 st, order moments (acting in both the vertical and
horizontal directions) and 2nd order moments (acting in the vertical direction only, because they
originate solely in the inertia forces on the reciprocating masses.
o The counterweights on the chain wheel produce a centrifugal force which creates a moment,
the size of which is found by multiplying the force by the distance to the node.
FSI and PSC
 PSC:
o Port State control is a system of harmonized inspection procedures designed to target sub-
standards ships with the main objective being their eventual elimination.
o A port State control authority undertakes inspections to satisfy itself that the foreign ships
visiting its ports meet the required international standards laid down in the conventions, and to
check on the actual condition of specific ships whose ability to meet those standards is in
doubt.
o Ships trade internationally and have to call at various ports all over the world. many ships may
not call at any of their home ports for a considerable period and it is possible that during a
certain period of time Ship's 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,
maintenance, manning, etc. This control is termed as Port State Control
 FSI
o Flag State Inspection
o The flag State of a commercial vessel is the State, under whose laws, the vessel is registered
o The flag State has the authority and responsibility to enforce regulations over vessels registered
under its flag, including those relating to inspection, certification, and of issuance of safety and
pollution prevention documents
o The Country of registration is termed as the 'Flag State'.
o It is the duty of the Flag State to ensure that a vessel entitled to fly its flag is safely constructed,
equipped and subsequently properly maintained & manned as per relevant regulations based
on International Conventions developed by International Maritime Organization.
o For this purpose, the Flag state carries out surveys & Inspections on the vessels under its
Registry for issue of various statutory Certificates.
o These Certificates are mandatory for the vessels, intended trading
CO2 SYSTEM
 Requirements of CO2 Flooding System
o Discharge requirement is, at least 50% of CO2 discharge to be carried out in 1 minute and at
least 85% discharge in 2 minutes.
o Capacity of CO2 in the system to be,
 30% of the gross volume of the largest protected cargo space,
 40% of the gross volume of machinery space excluding engine casings,
 35% of the gross volume of machinery space including engine casings for vessels GT <
20000.
 Total amount of CO2 cylinders depends on the highest gross volume out of above 1,2,3
in a particular ship.
o Safety procedures must be there against unauthorized use of the system.
o Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
o Alarm must trigger well before operation of CO2 flooding system.
o Permanent piping arrangements should be made.
o Manifold, distribution piping to be pressure tested. See Pressure Testing of CO2 Flooding
System below.
o Diameter of associated pipe lines in the system should not be less than 20 mm.
o Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
o Distribution pipes to cargo spaces should not pass through engine room.
o All stop valves to be checked every month to ensure their working and position.
o The CO2 flooding system installation to be checked monthly for any leakages.
o All control valves to be tested annually
 Maintenance of CO2 Flooding System
o Fixed carbon dioxide fire extinguishing systems should be kept in good working order and
readily available for immediate use. Maintenance and inspections should be carried out in
accordance with the ship’s maintenance plan having due regard to ensuring the reliability of
the system. The on board maintenance plan should be included in the ship’s safety
management system and should be based on the system manufacturer’s recommendations.
o Monthly
 General visual inspection of the overall system for signs of damage
 Alarms, Machinery trips, Door alarm, Quick closing valves, Flaps, Skylights, Ventilation
fan trips to be tested.
o Yearly
 General inspection of the installation, pipe lines to be checked.
o 2 Yearly
 1+
 Verify CO2 contents by mechanical advantage lever, ultrasonic liquid level

measurement or radioactive liquid level measurement. Equipment for measuring CO2
content must be available on board ships. A maximum reduction of 5% in CO2 content
may be allowed provided total CO2 quantity on board is not less than the required
amount.
 Blow through the system with 6-7 bar air with plastic air bags at the nozzle ends.
o 5 Yearly
 1+2+
 The servo cylinders and any remote controlled stop valves to be tested by opening one
pilot cylinder. The main CO2 bottles must be uncoupled for this purpose.
 Spring loaded relief valves to be checked and pressure tested at 180 bar.
 Checking of HP alarms which operate with gas pressure.
 Section of CO2 which can be shut off must be tested with air at 25 bar.
o 10 Yearly
 1+2+5+
 CO2 bottles to be inspected internally. Siphon tube or dip tube to be checked. Cylinders
to be pressure tested at 250 bar. If permanent change in volume is observed, those
cylinders to be discarded. After 20 years of installation of CO2 flooding system, these
tests to be carried out every 5 years thereafter
 Pipe line Pressure Testing (as prescribed by manufacturer)
o 15 yearly and 5 year thereafter
 1+5+
 Pressure test HP pipes, stop valves to engine room, pump room, purifier room,etc. at
190 bar (hydraulic), medium pressure pipes at 80 bar (hydraulic) and low pressure
pipes at 7 bar air.
 After hydraulic pressure testing, lines to be blown through by dry air.
 Pressure Testing of CO2 Flooding System
Pipe Section Area Material Test
Low Pressure Section Branch Pipe to Nozzles Galvanized Seamless 7 Bar Air Blowing Test
Manganese Steel
Medium Pressure Master Valve to Main Galvanized Seamless 80 Bar Pressure Test
Section Pipe Branches Manganese Steel
High Pressure Section CO2 Cylinder to Master Galvanized Seamless 190 Bar Pressure Test
Valve Manganese Steel
Pilot Control Line Control Lines Copper Tube 58 Bar Pressure Test

SHIP CONSTRUCTION
 Why Multiple Loadline?

o Many ports and terminals impose a deadweight restriction on visiting ships, and they ensure
that this is not breached by requiring the marking of a set of load lines with the Summer mark
indicating the draught for a deadweight below the restriction limit.
o Where the restriction is 25, 000 dwt, for example, the Summer load line will usually be marked
at the draught for 24, 999 dwt; for a restriction of 50, 000 dwt, the Summer load line will be at
49, 999 dwt. Some ships have several sets of marks, with a Load Line Certificate issued by the
classification society for each set. None of these additional sets of load line marks may be
higher, however, than the set required for the minimum freeboard assigned under the
International Load Line Rules. The Rules only allow one set to be in use at any one time, so that
a ship may arrive at a port using one set, but sail using another. Any marks not actually in use
should be painted out to hide them.
o Whenever the owner desires to change from one assigned freeboard to another, the master
shall verify the following:
 Only one loadline certificate is in use at any given time. Other Loadline certificate(s)
is/are kept in a sealed envelope and kept under the safe custody of the master.
 Only one set of marks associated with the Loadline certificate in use, (i.e., is actually
“painted in” and visible at any given time). Other Loadline marks are obliterated or
painted out with the same colour as its background.
 The new summer freeboard on each side shall be physically measured each time, and
recorded in the “Multiple Load Line Assignment Booklet” along with other relevant
details, duly endorsed by the Master.
 The company is informed to update the office copy of “Multiple Load Line Assignment
Booklet”, in accordance with the procedure contained in the safety management
system (SMS).
 An official entry is made in the ship’s log book about the change in loadline marking
 RUDDER
o TYPES:
 Balanced Rudder
 In balanced rudders, (which spade rudders generally are) the rudder stock is at
such a position such that 40 percent of the rudder area is forward of the stock
and the remaining is aft of it.
 Unbalanced Rudders
 rudders have their stocks attached at the forward most point of their span.
 Semi- Balanced Rudder:
 A rudder with a small part of its area, less than 20%, forward of the turning
axis.
o ASPECT RATIO
 Aspect Ratio = (Depth of Rudder / Width of Rudder)
 its value is generally 2.
 High aspect ratio is used in large vessels, where depth is not a constraint.
 Higher aspect ratio reduces the astern torque considerably.
o Detecting ingress of water into rudder
 If we find some wet area in the rudder platet, it is likely that cracks have occurred in
the rudder plate and sea water has ingressed.
 If we strike the rudder plate with a test hammer, we can detect the ingress of water
from the sound. In large ships, the rudder is high above the dock floor; if we cannot
strike it with a test hammer, pick up a stone or something in the dry dock and throw it
agsinst the rudder. We can find the ingress of water from the sound made by the stone
hitting the rudder.
o Pintle clearance
 For a ship in service, Maximum allowable clearances between pintle and bush is 6 mm.
 IF the actual clearance exceeeds 6mm, the bush should be renewed
 DRYDOCK
o Stages In Dry-docking
 Pre- docking preparations
 Job list with priority
 Scope of jobs
 Job schedule
 Survey & certifications –statutory, COC,CSM ,CSH & ESP
 New regulation requirement & modifications
 Inventory
 Requisition
 Special tools
 Precision instruments
 Dry dock meeting with officers & crew
 While Docking Precautions.
 Change over to DO
 Keep ready tanks to be cleaned
 Sufficient care w.r.t Critical Period
 At Dry Dock Execution
 Proceed as per plan
 Time Schedule, Budget – not crossed
 Priority job & Max no. of jobs in qualitative manner
 Un-Docking precautions
 Ensure all drain plugs are in place secured & cemented
 Oil level in stern tube tanks
 All shore connections are removed & meter reading if any
 Tank soundings
 When S.W level cover the sea chest, sea v/vs → open all sea v/vs → check leak
 Purge the air fm. all C.S.W P/P, run the P/Ps 'n' check the pressure
 Cut-out the shore power supply Start the ship gen.
 Record the time 'n' KW-hr. meter unit
 Check all leakage 'n' abnormalities, all repair jobs, etc. must be corrected B4
leaving from dock.
 Take M/E C/S deflection 'n' compare è previous record
 Prepare M/E
 Take All Tank sounding 'n' record
 Prepare for docking-report
 5.Post Dock checks
 Water leaks from Sea water Interface Items
 Oil leak from Shaft.
 Specific work related condition
o Plans, Drawings & procedures
 Docking plan
 Shell expansion plan
 Propeller extraction file
 Tail shaft extraction file
 Anode locations
 Overboard valve details
o Documents
 Job list with priority
 Scope of jobs
 Job schedule
 Survey & certifications
 CSM ,CSH & ESP
 Previous Measurements
 Hull coating reports
o Dry dock Measurements
 Hull Plate gauging
 Paint thickness measurement
 Deflection before & after dry dock
 Tank soundings before & after DD
 Propeller drop
 remove rope guard
 Take-out check-plug (oiling hole) 'n' drain plug.
 turn the Tail shaft until the '0' mark on simplex seal 'n' T/S coincide Or #1 unit
@TDC
 Measure @ plug (Top & bottom) thro' 180°C by wear down gauge.
 compare the last record measurement (every D/D)
 Records are kept in wear down gauge box.
 Rudder jumping & pintle bearing
o Dry dock Inspection
 Condition of underwater hull up to load water line i.e., bottom and side shell for
damages, shell-opening edges for wasted and corners for possible cracks
 Rudder for damage and leakage, drain plugs to be opened to find evidence of leakage,
locate the leak by air/hydro-test, repair and retest, rudder bearing condition including
pintles, lock nut tightness and pintle clearance and smoothness of rudder movements
to ascertain if rudder is required to be removed for necessary repairs. Rudder trunk
and stern frame for general condition and possible damages/cracks.
 Condition of oil seals for stern glands, rope guards, extent of shaft drop and condition
of propeller blades, condition of storm valves, sea tubes, sea inlet and outlet tubes and
valves
 Condition of sea chest gratings, compressed air/steam pipe condition should be
checked and condition of sacrificial anodes in sea chests should be checked.
 Condition of forward part of the vessel for chaffing with chains/damages with anchors
including those on bulbous should be verified.
 Condition of bilge keel for damages, possible cracks in way of bilge keel butts and
anodes should be verified.
 Chain cables if ranged and anchors if lowered should be examined.
 If docking coincides with the special survey (i.e. within 15 months of due date of Special
Survey) the following SS items normally examined in dry dock should be surveyed and
credited towards special survey:
 Shell plating and TM (thickness measurement) of bottom shell if required.
 Anchors & chains including calibration of cables.
 Chain lockers.
 Scuppers, sanitary discharges and valves
 Check the; last anchor chain report and accordingly prepare for anchor and anchor
chain inspection

 BULK CARRIER
o Definition as per SOLAS Chapter IX:

 Bulk carrier means a ship which is constructed generally with single deck, top-side
tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry
cargo in bulk, and includes such types as ore carriers and combination carriers
o Definition as per SOLAS Chapter XII
 Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk,
including such types as ore carriers and combination carriers
o Damage stability requirements
 Bulk carriers of 150 m in length and upwards of single-side skin construction, designed
to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, constructed on
or after 1 July 1999 shall, when loaded to the summer load line, be able to withstand
flooding of any one cargo hold in all loading conditions and remain afloat in a
satisfactory condition of equilibrium
 Bulk carriers of 150 m in length and upwards of double-side skin construction in which
any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is less,
inboard from the ship.s side at right angle to the centreline at the assigned summer
load line, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and
above, constructed on or after 1 July 2006 shall, when loaded to the summer loadline,
be able to withstand flooding of any one cargo hold in all loading conditions and remain
afloat in a satisfactory condition of equilibrium
 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying
solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July
1999 shall, when loaded to the summer load line, be able to withstand flooding of the
foremost cargo hold in all loading conditions and remain afloat in a satisfactory
condition of equilibrium
 The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an
empty hold shall be assumed as 0.95,
 Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument
capable of providing information on hull girder shear forces and bending moments
o Bulk carriers shall be fitted with water level detectors
 in each cargo hold, giving audible and visual alarms, one when the water level above
the inner bottom in any hold reaches a height of 0.5 m and another at a height not less
than 15% of the depth of the cargo hold but not more than 2 m.
 For cargo holds which are used for water ballast, an alarm overriding device may be
installed.
 The visual alarms shall clearly discriminate between the two different water levels
detected in each hold;
 in any ballast tank forward of the collision bulkhead required by regulation II-1/12,
giving an audible and visual alarm when the liquid in the tank reaches a level not
exceeding 10% of the tank capacity. An alarm overriding device may be installed to be
activated when the tank is in use;
 any dry or void space other than a chain cable locker, any part of which extends
forward of the foremost cargo hold, giving an audible and visual alarm at a water level
of 0.1 m above the deck. Such alarms need not be provided in enclosed spaces the
volume of which does not exceed 0.1% of the ship’s maximum displacement volume.
 OIL TANKER
o Crude oil means any liquid hydrocarbon mixture occurring naturally in the earth whether or not
treated to render it suitable for transportation and includes:
 crude oil from which certain distillate fractions may have been removed; and
 crude oil to which certain distillate fractions may have been added.
o Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces
and includes combination carriers,
oTypes of Oil Tanker Based on Size
 VLCC: Known as Very Large Crude Carriers, these tankers have a cargo carrying
capacitance of 2,50,000 tons
 ULCC: They are known as Ultra Large Crude Carriers and have a cargo hauling
capacitance range up to 5, 00,000 tons.
 Panamax: The classification of tankers that can pass through the Panama Canal is
known as the Panamax.
 Aframax: The Aframax cargo tankers are that type of tanker ships which are mainly
used in the Mediterranean, China Sea and the Black Sea. These tankers have a dead
weight tonnage (DWT) between 80,000 and 1, 20,000 tonnes
 the Suezmax vessels are so called because of their ease in passing through the Suez
Canal.
 CHEMICAL TANKER
o Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any
liquid product listed in either:
 chapter 17 of the International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk
 chapter VI of the Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk
o Types:
 A type 1
 ship is a chemical tanker intended to transport Chapter 17 products with very
severe environmental and safety hazards which require maximum preventive
measures to preclude an escape of such cargo
 The quantity of cargo required to be carried in a Type 1 ship should not exceed
1,250 m3 in any one tank
 Double side width B/5 or 11.5 mtrs whichever is less.
 DB depth B/15 or 6 mtrs at centre line, but not < 760mm
 A type 2
 ship is a chemical tanker intended to transport Chapter 17 products with
appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo
 The quantity of cargo required to be carried in a Type 2 ship should not exceed
3000 m3 in any one tank
 Tanks for Type II cargoes should be located at least 760mm from the ship's
shell and outside the extent of assumed grounding damage
 A type 3
 ship is a chemical tanker intended to transport Chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate
degree of containment to increase survival capability in a damaged condition
 There is no filling restriction for chemicals assigned to Ship Type 3
 There is no special requirement for cargo tank location. No limit for size of
tank.
o Damage Stability:
 In any stage of flooding
 the waterline, taking into account sinkage, heel and trim, shall be below the
lower edge of any opening through which progressive flooding or downflooding
may take place.
 the maximum angle of heel due to unsymmetrical flooding shall not exceed
25°, except that this angle may be increased to 30° if no deck immersion occurs
 the residual stability during intermediate stages of flooding shall be to the
satisfaction of the Administration
 At final equilibrium after flooding
 the righting-lever curve shall have a minimum range of 20° beyond the position
of equilibrium in association with a maximum residual righting lever of at least
0.1 m within the 20° range; the area under the curve within this range shall not
be less than 0.0175 m radians
 the emergency source of power shall be capable of operating.

NAVAL ARCHITECTURE
 DEFINITIONS
o “margin line” means a line drawn at least 76 mm. below the upper surface of the bulk head at
the side of a ship and assumed for the purpose of determining the floodable length of the ship;
o Permeability” in relation to a space means the percentage of that space below the ships margin
line which can be occupied by water;
o “sub-division load line’ means the load line indicating the depth to which a ship can be loaded
having regard to the extent to which she is sub-divided and to the space for the time being
allotted to passengers
o
 FUNDAMENTALS OF STABILITY
o Stability: Stability is the tendency of a vessel to rotate one way or the other when forcibly
inclined
o INITIAL STABILITY - The stability of a ship in the range from 0� to 7�/10� of inclination.
o OVERALL STABILITY - A general measure of a ship's ability to resist capsizing in a given
condition of loading.
o DYNAMIC STABILITY - The work done in heeling a ship to a given angle of heel.
o Metacenter: As the ship is inclined through small angles of heel, the lines of buoyant force
intersect at a point called the metacenter.
o Block Coefficient:

The block coefficient is the ratio of underwater area divided by the multiplication of the
maximum waterline length, breadth and draught. It is an indication of hull fullness.
Cb= ∇/LBd

Higher block coefficients suggest indicate a hull with more interior volume, but very full
ends and a flat bottom—great for a cargo vessel.

Smaller block coefficients suggest a hull with more rounded bilges and/or finer bow
and stern sections.

Hulls with large block coefficients also tend to have poorer directional stability. In other
words, they are harder to keep going on a straight course

The purpose is to determine a vessels most economic hull design for its intended use,
and to determine a hull's flair and amount of freeboard.

Block coefficient affects resistance and ships that favour block coefficient hull designs
have vertical sidewalls below the waterline. Block works best with tankers, as tankers
are required to have double walls and the block method keeps the ballast lower.
o Prismatic Coefficient (Cp)

The prismatic coefficient is the underwater area, divided by the area of a midship
section, times the length of the ship.

It is an indication of hull fineness, and may be broken down into fore & aft
components.

This formula can be written as Cp= ∇/AmL

Prismatic coefficient creates a hull with a flared sidewall below the waterline (more
trapezoidal shaped) and a bit smaller wetted surface area
o Midship Sectional Coefficient (Cm)

The midship sectional coefficient is the multiplication of waterline breadth and draught
divided by the area below the waterline of the midship section. This formula may be
written as Cm= Am/Bd
 ANGLE OF LOLL: -
o initial unstable ship will not be upright. While heeling one side, the angle at which the G & B
coincides in neutral equilibrium.
o If GZ=0 then angle of Equilibrium = angle of loll
o How to Recognize

Vessel will not remain upright and will assume a list to either port or starboard.

Vessel "flops" to port or starboard.

Vessel will have a very long, slow roll period about the angle of list.

A small GM is known to exist, plus any of the above.
o ANGLE OF LIST

+ve GM

Stable Equilibrium.

G off the Centreline.

Corrected by moving G back to the Centreline by moving/loading weights towards the
“high side”.
o Angle of Loll

-ve GM

Unstable Equilibrium.

G on the Centreline.

Corrected by lowering G below M
o CORRECTION OF ANGLE OF LOLL

Moving cargo to a lower position;

Jettisoning top-weight (in an emergency);

Reducing FSE by pressing up/emptying tanks;

Filling low ballast spaces such as DB tanks

top up tanks that are already slack.

Start with the smallest tank on the LOW side first. (If a tank on the high side is filled
first, the ship will start to right herself but will then tend to roll over suddenly in an
uncontrolled fashion as she passes through the upright. She will then „whip‟ through
to a larger angle of loll on the other side. She may even capsize if the momentum
gathered is sufficient.) When the low side is filled first, the angle of list will increase
initially, but in a slow and controlled fashion. After some time, the weight of the ballast
water added will be sufficient to lower the ship’s COG (despite the extra FSE), to cause
the angle of list to decrease. By this method the inclining motions of the v/l take place
in a gradual and controlled manner

now fill the opposite tank on the high side.

fill tanks alternately, low side first, until the v/l returns to positive GM.

ensure that all tanks are completely filled.
 GZ CURVES OF STABILITY
o Graph where GZ is plotted against the angle of heel.

o Drawn for each voyage condition by the ship’s officer.
o This curve is for a particular displacement and KG.
o From this curve it is possible to ascertain the following:

Initial metacentric height – point of intersection of the tangent drawn to the curve at
the initial point and a vertical through the angle of heel of 57.3° (1 radian)

Angle of contra flexure – the angle of heel up to which the rate of increase of GZ with
heel is increasing. Though the GZ may increase further, the rate of increase of GZ
begins to decrease at this angle.

The range of stability – where all GZ values are positive.

The maximum GZ lever & the angle at which it occurs.

The angle of vanishing stability – beyond which the vessel will capsize.

The area of negative stability.

The moment of statical stability at any given angle of heel (GZ x Displacement of the
ship).

The moment of dynamical stability – work done in heeling the ship to a particular
angle.
 Dynamical stability at è = W x A (in t-m-rad)
o W = Displacement (in tonnes)
o A = area between the curve and the baseline up to the given angle of
heel (in metre-radians).
o Assumption:

The ship's center of gravity does NOT change position as the angle of heel is changed.

The ship's center of buoyancy is always at the
geometric center of the ship's underwater hull

The shape of the ship's underwater hull changes as the angle of heel changes.
 CROSS CURVES OF STABILITY
o The Cross Curves Of Stability are used to determine the length of the righting arm at any angle
of inclination for a given displacement.
o To draw the curve of statical stability, we need GZ values for various angles of heel.
o For this we use the GZ cross curves of stability.
o These curves are provided for an assumed KG, tabulating GZ values for various displacements
and angles of list.
o Called cross curves because the various curves actually ‘cross’ each other.
o Since the curves are plotted for an assumed KG, if the actual KG differs from this a correction
(GG1Sineθ) needs to be applied.
o This correction is positive if the actual KG is less than the assumed KG and vice-versa.
o After obtaining the GZ values at various angles, the curve of statical stability is prepared
 KN CROSS CURVES OF STABILITY
o Same as the GZ cross curves and also used to get the GZ values for making the curve of statical
stability.
o The only difference being that here the KG is assumed to be ZERO.
o This solves the problem of a sometimes positive and sometimes negative correction, as now
the correction is always subtracted.
o GZ = KN – KG Sine θ
 BONJEAN CURVES
o Curve plotted on lines plan of ship is calls bonjean curve, here the longitudinal section of the
vessel is divided in 10 stations.
o At each station transverse section and each draft, we calculate e area and moment of area.,
these moments then plotted on the lines plan....
o Use: fo calculation of hydrostatics like displacement block coefficient centre of floatation TPC
etc.
o Enable the users to calculate the displacement and the centre of buoyancy for a given
waterline, in an upright condition
o curves of areas of transverse sections and their moments about the baseline of a ship used in
making calculations (as to determine the force of buoyancy during launching)
o The Bonjean curve had as its ordinate the cross sectional area at that section, up to the
waterline concerned. Each curve was usually plotted with its axis The vertical axis was
traditionally at ship scale.
o Their main uses were for launching (end launching) and longitudinal strength.
o For launching, prior to stern lift, the progressive waterlines would be set up on the ship profile
with the Bonjean curves.
o Where this waterline cut the vertical axis was the local draft at that section. Bonjean area was
read at each such intersection, and then integrated longitudinally for both volume and
moment.
o These gave the volume of buoyancy and its longitudinal moment about the fore poppet for
each successive waterline, to match against moment of weight force about the fore poppet,
defining the point of stern lift.
 HYDROSTATIC CURVES
 A series of graphs drawn to a vertical scale of draught and a base of length, which gives values such as
the centre of buoyancy, displacement, moment causing unit trim, and centre of flotation.
 In practice tables with hydrostatic parameters calculated for different draughts are used. However, only
having traditional graphs it is possible to observe character of hydrostatic curves and understand ship
behaviour
 INTACT STABILITY CRITERIA:
o
In port, the initial metacentric height GMo, corrected for the free surface measured at 0° heel,
shall be not less than 0.15 m;
o At sea, the following criteria shall be applicable:

A-area under curve up to 30 degrees to be not less than 0.055 metre-radian.

B-area under curve up to x degrees to be not less than 0.09 metre-radian

C-area between 30 degrees and x degrees to be not less than 0.03 metre-radian.

x-40 degrees or any lesser angle at which the lower edges of any openings in the hull,
superstructure or deckhouses which lead below deck and cannot be closed
weathertight, would be immersed

E-maximum GZ to occur at angle not less than 30 degrees and to be at least 0.20 metre
in height

the maximum righting arm shall occur at an angle of heel preferably exceeding 30° but
not less than 25°

the initial metacentric height GM o, corrected for free surface measured at 0° heel, shall
be not less than 0.15 m
 DAMAGE STABILITY
o Oil tankers shall be regarded as complying with the damage stability criteria if the following
requirements are met:

The final waterline, taking into account sinkage, heel and trim, shall be below the lower
edge of any opening through which progressive flooding may take place.

In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not
exceed 25°, provided that this angle may be increased up to 30° if no deck edge
immersion occurs.

The stability in the final stage of flooding shall be investigated and may be regarded as
sufficient if the righting lever curve has at least a range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m
within the 20° range; the area under the curve within this range shall not be less than
0.0175 m·rad.

The Administration shall be satisfied that the stability is sufficient during intermediate
stages of flooding

Equalization arrangements requiring mechanical aids such as valves or cross-levelling
pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel or
attaining the minimum range of residual stability to meet the requirements
o For Bulk Carrier: SOLAS CHAPTER XII

Bulk carriers of 150 m in length and upwards of single side skin construction, designed
to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, constructed on
or after 1 July 1999 shall, when loaded to the summer load line, be able to withstand
flooding of any one cargo hold in all loading conditions and remain afloat in a
satisfactory condition of equilibrium

Bulk carriers of 150 m in length and upwards of single side skin construction, carrying
solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July
1999 shall, when loaded to the summer load line, be able to withstand flooding of the
foremost cargo hold in all loading conditions and remain afloat in a satisfactory
condition of equilibrium

The assumed flooding need only take into account flooding of the cargo hold space.
The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an
empty hold shall be assumed as 0.95, unless a permeability relevant to a particular
cargo is assumed for the volume of a flooded hold occupied by cargo and a
permeability of 0.95 is assumed for the remaining empty volume of the hold
 PROBABLISTIC and DETERMINISTIC APPROACH

o Damage Stability calculations are required in order to achieve a minimum degree of safety after
flooding.
o In order to assess the behavior of the vessel after damage two approaches have been
developed: -

Deterministic

Probabilistic
o These are to be applied depending on the type of ship.
o Deterministic Approach:

Subdivision is calculated based on theoretical principle

It is based on standard dimension of damage extending anywhere along the ship’s
length or between transverse bulkheads depending on the relevant requirements
 The consequence of such standard of damage is the creation of a group of
damage cases, the no. of which and as well as no. of compartments involved in
each case, depends on ship’s dimensions and internal sub-divisions.
 For each loading condition, each damage case is to be considered and all
applicable criteria are to be complied with.
 Different deterministic methods in damage stability have been developed
depending on ship’s type, on freeboard reduction and the kind of cargo carried.
 The deterministic method to be applied for passenger ships, oil tankers,
chemical tankers, gas carriers and special purpose ships.
 The deterministic method to be applied in cases of free board reduction
o Probabilistic Approach:

The probabilistic method applies to cargo ships of length more than 80 m and for which
no deterministic method applies.
 The probabilistic method was devised in the year 1973.
 This showed a pattern in accidents which could be used in improving the design
of the ships. For eg: Most damage was sustained in the forward part of the ship
hence it seemed logical, to improve the standards of subdivisions forward
rather than towards the stern.
 The probabilistic method is based on statistical evidence concerning what
actually happens when ships collide, in terms of sea state and weather
conditions, extent and location of damage, speed and course of the ship and
whether the ship survived or sank.
 Therefore probabilistic concept is believed to be more realistic than the earlier
deterministic method, in which ship’s subdivision is based on theoretical
principles.
 It is based on three probabilities related to sub-division and damage stability
requirements:
o Probability that the ship may be damaged (Probability of occurance)
o Probability as to the location of damage and extent of flooding.
Depends on arrangement of W/T sub-divisions which have a direct
influence on the location and extent of hull damage.
o Probability to assess the ability of the ship to survive in flooded
Situation (Probability of Survival)Depends on the buoyancy and
stability in flooded condition which will further depend on the
following:-

Location and extent of damage

Permeability of flooded space

Draft and stability before flooding

Applied forces and moments

The probabilistic method takes the probability of survival after collision as a measure of
ship safety in damaged condition, referred to as ATTAINED SUB-DIVISION INDEX – A
and a REQUIRED SUB-DIVISION INDEX – R which is defined by IMO in terms of persons
and size of vessel Criteria
ATTAINED SUB-DIVISION INDEX (A) >REQUIRED SUB-DIVISION INDEX (R)

The damage stability calculations are performed for a limited no. of drafts and relevant
GM values in order to draw a minimum GM curve, where the attained subdivision index
– A achieves the minimum required level of safety R.

For cargo ships, each case of damage is not required to comply with the applicable
criteria, but the attained index – A, which is the sum of contribution of all damage
cases, is to be equal or greater than R.

The subdivision of a ship is considered sufficient if the attained subdivision index A is
greater than the required sub division index R.

The partial indices As, Ap, Al should not be less than 0.9R for passenger ships and 0.5R
for cargo ships.

Requirement for sub-division and damage stability Attained sub-division index – A >
Required sub-division index – RAttained sub division index A

The attained sub division index A is obtained by the summation of the partial indices
calculated for the drafts ds, dp & dl as per below formula.
A = 0.4As + 0.4Ap + 0.2A1
Where ds = deepest sub division draft
dp = partial sub division draft
dl = light service draft

Each partial index is a summation of contribution of all damage cases taken into
consideration using the below formula
Where A = ∑ Pi x Si
o i = represents each compartment or group of compartment under
consideration
o Pi = accounts for probability that only the compartment or group of
compartments under consideration may be flooded disregarding
horizontal sub-divisions.
o Si = accounts for the probability of survival after flooding of
compartments or group of compartments under consideration
including effects of horizontal sub-divisions.

Required sub division index R
 The degree of subdivision to be provided shall be determined by the required
sub division index R which is as follows:
For cargo ships greater than 100m in length (Ls)
R = 1 - (128 / Ls + 152)
Which is fixed for the ship as per the size and no of
persons.
 TRIM AND STABILITY BOOKLET:
o a general description of the ship, including:
o the ship's name and the Society classification number
o the ship type and service notation
o the class notations
o the yard, the hull number and the year of delivery
o the Flag, the port of registry, the international call sign and the IMO number
o the moulded dimensions
o the draught corresponding to the assigned summer load line, the draught corresponding to the
assigned summer timber load line and the draught corresponding to the tropical load line,
o instructions on the use of the booklet
o general arrangement and capacity plans indicating the assigned use of compartments and
spaces
o a sketch indicating the position of the draught marks referred to the ship's perpendiculars
o hydrostatic curves or tables corresponding to the design trim,
o cross curves (or tables) of stability
o tank sounding tables or curves showing capacities, centres of gravity, and free surface data for
each tank
o intact stability results (total displacement and its centre of gravity co-ordinates, draughts at
perpendiculars, GM, GM corrected for free surfaces effect, GZ values and curve
o information on loading restrictions
o information concerning the use of any special cross-flooding fittings with descriptions of
damage conditions which may require cross-flooding, when applicable
o information about openings (location, tightness, means of closure), pipes or other progressive
flooding sources
 RESISTANCE:
o Total Resistance = Frictional Resistance + Residuary Resistance
o Frictional Resistance

The frictional resistance RF of the hull depends on the size of the hull’s wetted area AS,
and on the specific frictional resistance coefficient CF. The friction increases with
fouling of the hull, i.e. by the growth of, i.a. algae, sea grass and barnacles.

Rf = f S Vn
 f = coefficient of friction = 0.417 + .773/(L+2.862)
 L= length
 S= wetted surface
 V= ship speed in knots
 n= index=1.825
o Residuary Resistance

Residual resistance RR comprises wave resistance and eddy resistance. Wave resistance
refers to the energy loss caused by waves created by the vessel during its propulsion
through the water, while eddy resistance refers to the loss caused by flow separation
which creates eddies, particularly at the aft end of the ship.

Wave resistance at low speeds is proportional to the square of the speed, but increases
much faster at higher speeds.
 ADMIRALTY COEFFICIENT
o The Admiralty coefficient A is constant for a given hull and gives the approximate relationships
between the needed propulsion power P, ship speed V and displacement ∇.
o Thus, the constant A is defined as follows:

A = (∇2/3 х V3)/P = (∇2/3 х V3) /P
 POWER:
o Indicated Power, ip: power produced in engine
o Shaft Power, sp : power transmitted to shaft

sp = ip x mech efficiency
o Delivered Power, dp: power developed to propeller

dp = sp x transmission efficiency
o thrust power, tp: thrust exerted by propeller to exceed the total resistance

tp = dp x propeller efficiency
o effective power, ep

Hull Efficiency is defined as the ratio of the effective power for a hull with appendages
to the thrust power developed by propellers

ep = tp x hull efficiency
o Quasi Propulsion Factor: “Quasi-propulsion” coefficient is defined as the ratio of the effective
horsepower to the delivery horsepower.

ep = dp x QPC
ADDITIONAL QUESTIONS
 HOW CHIEF ENGINEER ASSIST SUPERITENDENT / OWNER IN SHIPS BUDGETING
o Fuel oil price- proper bunker planning and optimum ordering of bunker
o L.O. Price- optimum Quantity to order
o Spare cost- order spare as such to maintain minimum stock of expensive parts
o Maintenance cost- reduce breakdown with proper maintenance and reduce use of shore
technician
o Insurance- proper maintenance of machinery and equipment and avoid breakdown
o Dry docking- proper planning
o New regulation- find need for any new installation and changes to comply
o Piracy- maintain security level and security items
o Surveys/ audits/ inspection- ensure all systems in order to avoid any deficiency and delays
 TMSA
o OCIMF’s Tanker Management and Self-Assessment programme was introduced in 2004 as a
tool to help vessel operators assess, measure and improve their safety management systems.
o It complements industry quality codes and is intended to encourage self-regulation and
promote continuous improvement among tanker operators.
o The TMSA programme offers a standard framework for assessment of a vessel operator’s safety
management systems.
o The framework is based on 12 elements of management practice, each one associated with a
clear objective and a set of supporting KPIs to help operators assess the level of attainment in
their company.
o The benefits of the TMSA to vessel operators are clear:
 Helps to drive up the standards of safety management systems, leading to fewer
incidents.
 Encourages a continuous improvement approach to safety management.
 Embeds a preventative approach to maintenance, reducing unplanned stoppages and
delays for repairs.
 The reduced the risk of incidents and delays/breakdowns feeds back over time into
higher performance in terms of safety and environmental protection and enhances the
reputation of the company.
 Companies that incorporate the TMSA guidelines into their management systems are
considered to have an active assessment process, even if not being inspected under
SIRE or having adopted ISM.
 Reduced risk of incidents feeds back over time into lower insurance costs and higher
earnings.
 The process is not imposed upon vessel operators from outside. It is owned and
managed by the operators themselves and the resulting data remains fully under their
control
 GMDSS SEA AREAS

o Sea Area A1
 An area within the radiotelephone coverage of at least one VHF coast station in which
continuous digital selective calling (Ch.70/156.525 MHz) alerting and radiotelephony
services are available.
 Such an area could extend typically 30 to 40 nautical miles (56 to 74 km) from the Coast
Station.
o Sea Area A2
 An area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF
coast station in which continuous DSC (2187.5 kHz) alerting and radiotelephony
services are available.
 For planning purposes, this area typically extends to up to 180 nautical miles (330 km)
offshore during daylight hours, but would exclude any A1 designated areas. In practice,
satisfactory coverage may often be achieved out to around 150 nautical miles (280 km)
offshore during night time.
o Sea Area A3
 An area, excluding sea areas A1 and A2, within the coverage of an Inmarsat
geostationary satellite.
 This area lies between about latitude 76 Degrees North and South, but excludes A1
and/or A2 designated areas.
 Inmarsat guarantees their system will work between 70 South and 70 North though it
will often work to 76 degrees South or North.
o Sea Area A4
 An area outside Sea Areas A1, A2 and A3 is called Sea Area A4.
 This is essentially the polar regions, north and south of about 76 degrees of latitude,
excluding any A1, A2 and A3 areas.
 LRIT
o The long range identification and tracking (LRIT) system for ships aims to enhance security for
government authorities.
o LRIT provides ship identity and current location information in sufficient time for a government
to evaluate the security risk posed by a ship off its coast and to respond to reduce the risk if
necessary.
o An active and accurate long range identification and tracking system also has potential benefits
in terms of maritime safety, marine environment protection, and maritime search and rescue.
o Accurate information on the location of the ship in distress, as well as ships in the vicinity that
could lend assistance, reduces response time, supporting timely rescues and minimising
pollution.
o The LRIT system was set up under the auspices of the International Maritime Organisation
(IMO).
o It aims to provide a global system for the identification and tracking of ships.
o The LRIT system is mandatory for all passenger ships, high speed craft, mobile offshore drilling
units and cargo ships of over 300 gross tonnes, and has been in force since July 2009.
o HOW LRIT WORKS
 LRIT shipborne equipment transmits position information to the Communication
Service Provider.
 Communication Service Providers (CSP) provide the communication infrastructure and
services to ensure the end-to-end secure transfer of the LRIT message between the
ship and ASP.
 Application Service Providers (ASP) provide a communication protocol interface and
add information to the LRIT message between the CSP and the LRIT Data Centre.
 LRIT Data Centre collects and provides LRIT information to its users according to the
Data Distribution Plan.
 LRIT Data Distribution Plan (DDP) defines rules and access rights (i.e. which users can
receive what LRIT information). The DDP server is managed by IMO and is populated by
SOLAS Contracting Governments, following IMO technical specifications.
 International LRIT Data Exchange (IDE) routes LRIT information between LRIT Data
Centres according to the DDP.
 SEA STATE
o The Beaufort scale is an empirical measure for the intensity of the wind based mainly on sea-
state or wave conditions.
o The Douglas Sea Scale is a scale which measures the height of the waves and also measures
the swell of the sea. The scale is very simple to follow and is expressed in one of 10 degrees
 SHIP ACQUISITION
o As ship owner forecast the growth of their business to accomplish this they order ship or ships.
The building of ships involves the expenditures of enormous amounts of money. Ships are
usually built in lot sizes of several or more.
o The individual cost of ships drops dramatically with the first seven to ten identical ships. Ship
owners often order ships 4, 8, 10, 12 or even 20 at a time. Hence if each ship costs tens or
hundreds of millions of dollars, an order for a fleet of ships can be monumental.
o It is therefore necessary that the acquisition be carried out in a very disciplined, business like
and well planned manner, using all the best practices of project and program management
o STEPS FOR SHIP ACQUISITION

o Planning
 Planning is the most important thing to do for any project.
 It is thinking, about the future and the action laid down in advance.
 Planning is the design of a desired future and of effective ways of bringing it about
 Planning includes:
 Set a mission and goal
 assess the environment
 Appraise company's capability
 Craft the strategies
 Implement the strategies
 Evaluate and control the strategies
 Applying it business of shipping, the team dedicated to planning should conduct rates,
global economic issues.
 At the end of planning phase, the owner should have a clear knowledge of fleet size
required, ship type and size required and time frame to acquire the same.
 The demand forecasting must be accomplished
o Design
 The second major phase in ship acquisition is design.
 means to prepare engineering drawings, specifications and to support these with
calculations and experimental testing as required.
 The design phase forms a transition from the requirements of the planning phase.
 It lends form and substance to the mission statement by establishing a configuration,
form, dimensions, layout and other characteristics, which can be represented visually.
 It is the point at which the centre of effort shifts from management science to
engineering, particularly, naval architecture and marine engineering.
 Design includes
 concept
 preliminary
 contract
 detailed
 Design types include: - drawings, sketches, diagrams/schematic computer imaging,
models etc.
 Design engineering needs information on -- Output, capacity, capability, cost and
delivery lead time, weight and center of activity, dimensions, clearance required for
maintenance, spare part requirement, required maintenance, required services
o Commercial
 The third phase in ship acquisition process mainly involves commercial activities.
 It includes bidding, negotiating, contracting and financing.
 It requires expertise of professionals in following areas --
 Selection of yard for invitation
 Request for expression of interest
 Invitation to bid
 Bid analysis, invitation to bid
 Negotiations
 Financing
 Contracting
o
o Production and Post Production
 The fourth phase in the ship acquisition process involves the owner's activities during
production.
 Immediately following the signing of the contract, the initiative in the process shifts
from the buyer (ship owner) to the seller (shipyard).
 Project management --
 Fulfill original objectives
 Keep project within budget
 Keep project on schedule
 Co-ordinate project team
 Detect need for and take corrective action
 Communicate progress to management
o SIX METHODS OF ACQUISITIONS

 New ship construction
 Second hand purchase
 Lease or chartering
 Ship conversion
 Contract of affreightment
 contract of affreightment is a contract between a ship-owner and another person
(called the charterer), in which the ship-owner agrees to carry goods for the charterer
in the ship, or to give the charterer the use of the whole or part of the ship's cargo-
carrying space for the carriage of goods on a specified voyage or voyages or for a
specified time.
 Ship sharing/ vessel pooling
 SOLAS REQUIREMENT FOR TANKER

o the main steering gear shall be so arranged that in the event of loss of steering capability due
to a single failure in any part of one of the power actuating systems of the main steering gear,
excluding the tiller, quadrant or components serving the same purpose, or seizure of the
rudder actuators, steering capability shall be regained in not more than 45 s after the loss of
one power actuating system
o the main steering gear shall comprise either
 two independent and separate power actuating systems, each capable of meeting the
requirements or
 at least two identical power actuating systems which, acting simultaneously in normal
operation, shall be capable of meeting the requirements
o Short circuit protection and an overload alarm shall be provided for such circuits and motors.
Protection against excess current, including starting current, if provided, shall be for not less
than twice the full load current of the motor or circuit so protected, and shall be arranged to
permit the passage of the appropriate starting currents.
o Means for indicating that the motors of electric and electrohydraulic steering gear are running
shall be installed on the navigation bridge and at a suitable main machinery control position
 BUNKER
o BDN Contents
 Bunker Supplier name
 Bunker Supplier address, tel, fax, email
 DG Shipping Registration No.
 Port: Delivery loactaion
 Bunker Barge No
 Date of Bunkering
 Time Alongside
 Vessel IMO No., Name, GT
 Date and Time
 Started
 Completed
 Owner/Operator
 ETD
 Next Port
 Fuel Characteristic
 Product Name
 Sulphur Content
 Flash Point
 Water Content
 Density @15 deg C
 Viscosity @ 40/50 deg C
 GOV
 GSV
 Quantity in MT
 Volume Correction Factor
 Weight Correction Factor
o Gross Observed Volume (GOV): The total volume of all petroleum liquids excluding sediment
and water and free water, at observed temperature
o Gross Standard Volume (GSV): The total volume of all petroleum liquids and sediment and
water, excluding free water, corrected to a standard temperature by the appropriate volume
correction factor for the observed temperature and density
o BUNKER DISPUTE:
 Dispute in quantity must be submitted by letter of protest at the time of delivery
 For claiming the short delivery, the claim has to be presented by the buyer in writing
within 15 days from date of delivery
 For dispute with quality, claim has to be made to seller, within 30 days of delivery
 The parties shall have the quality of the mutually agreed sample analysed by a mutually
agreed, independent and certified testing laboratory under the national accredited
body in accordance with ISO Standard – ISO 8217. For any grade of bunkers other than
the categories specified by ISO 8217, the quality shall comply with the bunker
specifications as agreed by the bunker supplier and the buyer prior to the bunkering
operation
 EQUIPMENT NUMBER
o The Equipment Numeral (EN) formula for anchoring equipment required here under is based
on an assumed current speed of 2.5 m/sec, wind speed of 25 m/sec and a scope of chain cable
between 6 and 10, the scope being the ratio between length of chain paid out and water dept
 ∆ = moulded displacements, in tonnes, to the Summer Load Waterline

 B = moulded breadth, in metres
 h = effective height, in metres, from the Summer Load Waterline to the top of the
uppermost house; for the lowest tier “h” is to be measured at centerline from the
upper deck or from a notional deck line where there is local discontinuity in the upper
deck.
 A = area, in square metres, in profile view, of the hull, superstructures and houses
above the Summer Load Waterline which are within the Equipment length of the vessel
and also have a breadth greater than B/4
 a = distance, in metres, from the Summer Load Waterline amidships to the upper deck
 hi = height, in metres, on the centerline of each tier of houses having a breadth greater
than B/4
o Once we find the equipment number, we can decide the size of anchors, chains, winches etc.
o As per equipment number, the total length of anchor chain is given. Say for particular EN, the
min length of cable required is 21 shackles. One side of anchor is given 10 shackles and another
is 11 shackles.
 FUNCTIONS AND DUTIES OF THE MMD

o Implementation of the MS ACT1958 as amended
o Registration of sea-going vessels as per the provisions laid down in Part V of the MS Act
o Conduct examinations as required under Part VI of the MS Act
o Ensuring safety of the ships as per the procedures laid down in Part IX of the MS Act
o Conduct investigations and inquiries into shipping casualties on Indian ships in any part of the
world and foreign vessels in India, as a substantially interested state, as required under Part XII
o Implementation of IMO and ILO conventions, recommendation, obligations as adopted by the
Government of India from time to time.
o Conduct audits under the ISM Code and ISPS Code
 FUNCTIONS OF DG SHIPPING:
o Formulation of shipping policy and legislation for development of shipping and augmentation
of shipping tonnage.
o Formulation of policy on promotion of maritime education and training.
o Supervision and control of the examination and certification of the merchant navy officers in
various grades.
o Regulation of employment of seamen and their welfare.
o Formulation of policy on development of coastal shipping and sailing vessel industry.
o Supervision and control of implementation of various International Conventions relating to
safety of ships, prevention of pollution and other mandatory regulations of the International
Maritime Organization.
o Representing India in international forums relating to shipping, maritime training and allied
matters.
o Supervision and control of quality assurance in all areas of shipping, merchant navy training,
etc.
 UN SPECIAL AGENCIES
o At present the UN has in total 15 specialized agencies that carry out various functions on behalf
of the UN.
1. Food and Agriculture Organisation (FAO)
 The Food and Agriculture Organisation of the United Nations leads international efforts
to defeat hunger. Serving both developed and developing countries
2. International Civil Aviation Organization (ICAO)
 It codifies the principles and techniques of international air navigation and fosters the
planning and development of international air transport to ensure safe and orderly
growth.
3. International Fund for Agricultural Development (IFAD)
 IFAD is dedicated to eradicating rural poverty in developing countries
4. International Labour Organization (ILO)
 The International Labour Organization (ILO) deals with labour issues.
5. International Maritime Organization (IMO)
 to coordinate international maritime safety and related practices.
6. International Monetary Fund (IMF)
 provides monetary cooperation and financial stability and acts as a forum for advice,
negotiation and assistance on financial issues.
7. International Telecommunication Union (ITU)
 established to standardize and regulate international radio and telecommunications.
8. United Nations Educational, Scientific and Cultural Organization (UNESCO)
 Its stated purpose is to contribute to peace and security by promoting international
collaboration through education, science, and culture in order to further universal
respect for justice, the rule of law, and the human rights and fundamental freedoms
proclaimed in the UN Charter.
9. United Nations Industrial Development Organization (UNIDO)
 is the promotion and acceleration of industrial development in developing countries
and countries with economics in transition and the promotion of international
industrial cooperation
10. Universal Postal Union (UPU)
 coordinates postal policies between member nations
11. World Bank Group (WBG)
 is to fight poverty with passion and professionalism for lasting results and to help
people help themselves and their environment by providing resources, sharing
knowledge
12. World Health Organization (WHO)
 acts as a coordinating authority on international public health and deals with health
and sanitation and diseases and sends medical teams to help combat epidemics
13. World Intellectual Property Organization (WIPO)
 encourage creative activity and to promote the protection of intellectual property
throughout the world
14. World Meteorological Organization (WMO)
 for modern meteorology (weather and climate), operational hydrology and related
geophysical sciences
15. World Tourism Organization (UNWTO)
 serves as a forum for tourism policies and acts as a practical source for tourism know-
how.
 What are the 4 steps of ship construction in yard?

1. The block stage
2. Pre-erection stage
3. Erection stage
4. Quayside and commissioning
 Latest about lifeboat hooks? -

 The amendments, adopted in May 2011, add a new paragraph 5 to SOLAS regulation III/1, to
require lifeboat on-load release mechanisms not complying with new International Life-Saving
Appliances (LSA) Code requirements to be replaced, no later than the first scheduled dry-
docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019.
 The SOLAS amendment is intended to establish new, stricter, safety standards for lifeboat
release and retrieval systems, and will require the assessment and possible replacement of a
large number of lifeboat release hooks.
 the hook assembly shall be designed so that the moveable hook component is kept fully closed
by the hook locking parts capable of holding its safe working load under any operational
conditions until the hook locking part is deliberately caused to open by means of the operating
mechanism
 the hook assembly shall continue to be closed and hold its safe working load through rotation
of the cam of up to 45 degrees in either direction
 to provide hook stability, the release mechanism shall be designed so that, when it is fully reset
in the closed position, the weight of the lifeboat does not cause any force to be transmitted to
the operating mechanism;
 if a hydrostatic interlock is provided, it shall automatically reset upon lifting the boat from the
water."

 Why these requirements are coming? –
 Many accidents happened in past specially during boat retrival. MSC did case study of
accidents and proposed amendments.
 K value in Turbocharger
 K value, it is a distance between the rotor shaft end and the flange of bearing cover measure at
blower side (axial clearance)
 measure by Depth Gauge (0.2 – 0.3 mm)
 To ensure that rotating impeller does not to touch the stationary blower casing cover in case of
thrust bearing worn out.
 P and I insurance
 Loss of life, injury and illness of crew, passengers and other persons
 Cargo loss, shortage or damage
 Collision
 Damage to docks, buoys and other fixed and floating objects
 Wreck removal
 Pollution
 Fines and penalties
 Mutiny and misconduct by crew
 Crew repatriation and substitution
 Damage to property on board the insured vessel
 Quarantine
 Vessel Diversion Expenses
 Unrecoverable General Average contributions
 Vessel's proportion of General Average
TECHNICAL QUESTIONS
 VIT and SUPER VIT:
 The breakpoint is the point where the maximum cylinder pressure has been reached and the
injection timing is advanced the most. Above the breakpoint the injection timing is gradually
retarded back until it reaches its original setting at 100% MCR load.
 The position of the breakpoint is determined by the layout of the engine. Formerly it was
generally considered to be at approximately 85% MCR load, but it also has to be ensured that
the maximum pressure rise from compression to maximum cylinder pressure is 35 bar or less
(recommended by MAN B&W Diesel A/S).
 Variable injection timing or VIT is the term used to define a fuel injection pump which alters the
timing of the start of fuel injection.
 With jerk type injection pump this can be done by following methods:
 By altering the position of the barrel with respect to the plunger.
 Using a fuel pump with two plungers.
 Altering the fuel cam or cam follower position.
 By using specially designed fuel pumps such as sulzer fuel pumps.
 VIT is employed to advance fuel injection timing so that maximum combustion pressure or
Pmax is reached at about 85% load. This gives a more efficient engine by lowering the fuel
consumption. See the diagram below.
 Action of VIT starts at about 40% of engine load. From this load, start of fuel injection is
advanced to increase the Pmax gradually. As the engine load reaches 85%, value of Pmax will
be corresponding to the 100% load of the engine, as shown in the figure. From 85% load, start
of fuel injection retards to keep the Pmax constant.
 Hence the purpose of VIT on ships are:
 Improve the specific fuel consumption of the engine.
 Optimizing the combustion process for different quality fuels
 The super VIT system, fulfil the requirement of maintaining the MCR Pmax under part load, in
order to save fuel
 This is achieved by a mechanism which automatically adjust the commencement of fuel
injection, such that MCR Pmax, is kept constant as engine load is reduced from 100%, down
from pre-specified part load, known as breakpoint
 The pump barrel is moved up and down (relative to plunger) by means of rack and pinion, in
combination with a double thread
 CHALLENGES WITH LOW SULPHUR FUEL OIL
 Low Viscosity
 As result internal leakage in FO Pump, increase in flowability of fuel from the fuel
injection nozzle
 Low Lubricity
 As low sulphur emissions became mandatory, fuel refiners have had to develop new
technologies to reduce the sulphur content in order to meet the emission standards.
 The issue is in the refining process used to remove the sulphur. The most cost effective
way is to use a chemical process called hydro-processing.
 During hydro-processing the sulphur in the fuel is removed and replaced by hydrogen
resulting in a cleaner burning fuel with improved performance.
 Unfortunately, as hydrogen is a highly reactive element it also reacts with other
components in the fuel removing the polar and aromatic compounds that provide
conventional diesel fuel with adequate lubricating capability.
 Often relying on hydrodynamic lubrication, the pumps are lubricated by the fuel. Other
components such as injectors, unit injectors, unit pumps and in-line pumps typically
consists of a plunger or needle operating in a sleeve or bore and are boundary
lubricated.
 In fuel of questionable lubricity, the amount of wear or scarring that will occur between
the two metals can be much greater, leading to higher wear thereby reducing
emissions and shortening the component life.
 So ironically, as the sulphur levels have decreased in an ECA so too has the lubricity and
a lack of lubricity can result in increased emissions through wear. A conundrum in itself.
 Taking this together with increased fuel consumption from excessive pump wear and
even potential catastrophic failure means that vessel managers are duty bound to do
something to aid lubricity as a fundamental of responsible vessel management, this is
no longer a ‘nice to have’ it’s a must have.
 Inspectors regularly test the sulphur content in fuels ensuring suppliers are meeting the
low sulphur legislation; however, they are not duty bound to check the level of
lubricity, leaving the supplier to honour the specifications. Responsible suppliers will
add lubricity to the minimum specification but as in many cases for every one
responsible supplier there are many irresponsible suppliers focusing more on the
bottom line than on the specification especially with today’s oil prices with low
margins.
 Lubricity can be checked using equipment called an HFRR. Producing a “Wear Scar”
result. In Europe this is 460 microns, but most manufacturers would want to see 400
microns as the repeatability of the test is +/- 60 microns. So although a responsible
supplier has added the minimum additive to meet the ISO specification of 460 microns
the fuel could still fall short of having adequate lubricity. (The lower the number the
better the lubricity).
 Ensuring your Fuel Maintains Lubricity
 DieselAid-L : is a lubricant additive to combat the known problems with Low
Sulphur Diesel as discussed above, specifically for ships that bunker frequently
and do not hold fuel in storage for long. For approx. 0.3% increase in the cost
of fuel it can save many thousands of dollars in worn components.
 DieselAid LD: as above but also a deposit control to keep the fuel system clean
and efficient to maintain fuel consumption and an essential component to help
meet ECA legislation after a passage on heavy fuel.
 Ships equipped with large diesel tanks only need lubricity although with today’s
modern common rail engines and extremely fine tolerances whilst DieselAid L
will keep them lubricated DieselAid LD deposit control stops gumming,
trumpets and the new IDID from forming on nozzles, but that’s a whole new
story
 Acidity
 With reduction in sulphur content, the amount of sulphuric acid generated also
reduces
 When cylinder oil with high alkali base number for heavy oil is continuously, deposits
may be formed and abnormal wear of sulphur will occur
 NDT TECHNOLOGY
 Traditional Methods
 Radiology
 Ultrasonic
 Visual Inspections
 Magnetic Particle
 Penetrant Testing
 Eddy Current Testing
 Painting and coating Inspection
 Advanced Technology
 Phased Array Ultrasonics Time of Flight Diffraction
 OFD is usually performed using longitudinal waves as the primary detection
method. Ultrasonic sensors are placed on each side of the weld.
 One sensor sends the ultrasonic beam into the material and the other sensor
receives reflected and diffracted ultrasound from anomalies and geometric
reflectors.
 TOFD provides a wide area of coverage with a single beam by exploiting
ultrasonic beam spread theory inside the wedge and the inspected material.
 When the beam comes in contact with the tip of a flaw, or crack, diffracted
energy is cast in all directions.
 Measuring the time of flight of the diffracted beams enables accurate and
reliable flaw detection and sizing, even if the crack is off-oriented to the initial
beam direction.
 During typical TOFD inspections, A-scans are collected and used to create B-
scan (side view) images of the weld.
 Analysis is done on the acquisition unit or in post-analysis software, positioning
cursors to measure the length and through-wall height of flaws.
 Automated and Remote Ultrasonic Testing
 AUT works by using a scanner which is held on to the equipment with magnetic
wheels, emitting ultrasonic waves that propagate through the vessel.
 These waves then travel through the material until they encounter a surface;
this causes some of the energy to be reflected.
 Once acquired, the amount of reflected energy can then be measured and,
from this, the thickness of the component and the size of any flaws can be
detected.
 Compared to other inspection techniques, AUT has a high degree of
repeatability and multiple scans can be taken over time to track the progress of
corrosion.
 Magnetic Flux Leakage
 Internal Rotation Inspection Testing
 Computerized Radiology
 Alternative Current Field Measurement
 Guided wave Ultrasonics
 Acoustic Pulse Reflectometer
 Rapid Gear Scan
 CO2 CAPTURE
 Carbon capture and storage is a complex, emerging process currently being put through its
paces at various pilot power plants around the world. In its originally intended form, the basic
CCS process involves the separation of CO2 from a fossil fuel power station's post-combustion
flue gas, removing its emission from the power generation cycle and transmitting it for storage
or industrial use.
 "The big challenges are that you have a limited amount of space, a limited availability of
resources, and of course the constant movement of the vessel,"
 Carbon Capture and Storage (CCS) is a technology that can capture up to 90% of the carbon
dioxide (CO2) emissions produced from the use of fossil fuels in electricity generation and
industrial processes, preventing the carbon dioxide from entering the atmosphere
 CCS includes a portfolio of technologies, involving different processes for CO 2 capture,
separation, transport, storage and monitoring
 There are three main CO2 capture systems associated with different combustion processes,
namely, post-combustion, pre-combustion and oxyfuel combustion.
 Post-combustion
 This process removes CO2 from the flue gas after combustion has taken place.
 Post-combustion technologies are the preferred option for retrofitting existing
power plants.
 Pre-combustion
 In this process, the fuel (normally coal or natural gas) is pre-treated before
combustion
 CO2 separation technologies
 the main CO2 separation technologies that can be applied to isolate the CO 2 from the
flue/fuel gas stream prior to transportation.
 Advanced technologies, such as wet scrubber, dry regenerable sorbents, membranes,
cryogenics, pressure and temperature swing adsorption, and other advanced concepts
have been developed.
 Absorption
 A liquid sorbent is used to separate the CO 2 from the flue gas. The sorbent can
be regenerated through a stripping or regenerative process by heating and/or
depressurization
 One important challenge for the large deployment of this technology for CCS is
its potential amine degradation, resulting in solvent loss, equipment corrosion
and generation of volatile degradation compounds, while that atmospheric
degradation has not been included.
 Moreover, amine emissions can degrade into nitrosamines and nitramines,
which are potentially harmful to the human health and the environment.
 Chilled ammonia process uses aqueous ammonium salts (such as ammonium
carbonate) to capture CO 2 that can make use of waste heat to regenerate the
CO2 at elevated temperature and pressures to reduce downstream
compression [42].
 This process will generate less problem as compared to those that amine is
facing with degradation
 Adsorption
 In contrast to absorption processes which use a liquid absorbent, a solid sorbent is
used to bind the CO2 on its surfaces.
 Large specific surface area, high selectivity and high regeneration ability are the main
criteria for sorbent selection.
 Membrane separation
 Membranes can be used to allow only CO2 to pass through, while excluding other
components of the flue gas.
 The most important part of this process is the membrane which is made of a composite
polymer of which a thin selective layer is bonded to a thicker, non-selective and low-
cost layer that provides mechanical support to the membrane
 Membrane/solvent systems employ membranes to provide a very high surface area to
volume ratio for mass exchange between a gas stream and a solvent resulting in a very
compact system.
 This results in a membrane contactor system in which the membrane forms a gas
permeable barrier between a liquid and a gaseous phase.
 In general, the membrane is not involved in the separation process.
 In the case of porous membranes, gaseous components diffuse through the pores and
are absorbed by the liquid; in cases of non-porous membranes they dissolve in the
membrane and diffuse through the membrane.
 The contact surface area between gas and liquid phase is maintained by the membrane
and is independent of the gas and liquid flow rate.
 The selectivity of the partition is primarily determined by the absorbent (solvent).
Absorption in the liquid phase is determined either by physical partition or by a
chemical reaction.
 Operational problems avoided include foaming, flooding entrainment and channelling,
and result in the free choice of the gas and liquid flow rates and a fixed interface for
mass transfer in the membrane/solvent system. Furthermore, the use of compact
membranes results in smaller equipment sizes with capital cost reductions
 GREEN ENGINES:
 The ‘G’ prefix before an engine means it has a design that follows the principles of the large-
bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006 with an ultra-long
stroke that reduces engine speed, thereby paving the way for ship designs with unprecedented
high-efficiency.
 Specification of G-80ME-C9
 Power kW/cyl : 4,450
 Engine speed rpm : 68
 Stroke mm : 3.720
 MEP bar : 21
 Mean piston speed m/s : 8.43
 Length mm (7 cylinder) : 12.500
 Dry mass ton (7 cylinder) : 960
 SFOC, L1 (g/kWh) : 167
 The G-type achieves SFOC reductions through a combination of several factors, such as:
 increased scavenge-air pressure
 reduced compression ratio (twostroke Miller timing)
 increased maximum combustion pressure
 adjustments of compression volume and design changes.
 The G-type engine is characterised by:
 low SFOC and superior performance parameters thanks to variable, electronically
controlled timing of fuel injection and exhaust valves at any engine speed and load
appropriate fuel injection pressure and rate shaping at any engine speed load
 flexible emission characteristics with low NOx and smokeless operation
 perfect engine balance with equalised thermal load in and between cylinders
 better acceleration in ahead and astern operation and crash stop situations
 wider operating margins in terms of speed and power combustions
 longer time between overhauls
 very low speed possible even for extended duration and Super Dead Slow operation
manoeuvring
 individually tailored operating modes during operation
 fully integrated Alpha Cylinder Lubricators, with lower cylinder oil consumption
 an engine design lighter than its mechanical counterpart.
 MILLER CYCLE:
 In the Miller cycle, the intake valve is left open longer than it would be in an Otto cycle engine.
In effect, the compression stroke is two discrete cycles: the initial portion when the intake valve
is open and final portion when the intake valve is closed. This two-stage intake stroke creates
the so-called "fifth" stroke that the Miller cycle introduces.
 As the piston initially moves upwards in what is traditionally the compression stroke, the
charge is partially expelled back out through the still-open intake valve. Typically this loss of
charge air would result in a loss of power.
 However, in the Miller cycle, this is compensated for by the use of a supercharger. The
supercharger typically will need to be of the positive displacement (Roots or Screw) type due to
its ability to produce boost at relatively low engine speeds. Otherwise, low-rpm power will
suffer.
 In the Miller cycle engine, the piston begins to compress the fuel-air mixture only after the
intake valve closes; and the intake valve closes after the piston has traveled a certain distance
above its bottom-most position: at around 20% to 30% of the total piston travel of this upward
stroke.
 So in the Miller cycle engine, the piston actually compresses the fuel-air mixture only during the
latter 70% to 80% of the compression stroke.
 During the initial part of the compression stroke, the piston pushes part of the fuel-air mixture
through the still-open intake valve, and back into the intake manifold.

 CORIOLIS EFFECT
 When the fluid is flowing, it is led through two parallel tubes. An actuator (not shown) induces
a vibration of the tubes. The two parallel tubes are counter-vibrating, to make the measuring
device less sensitive to outside vibrations. The actual frequency of the vibration depends on the
size of the mass flow meter, and ranges from 80 to 1000 vibrations per second. The amplitude
of the vibration is too small to be seen, but it can be felt by touch.
 When no fluid is flowing, the vibration of the two tubes is symmetrical, as shown in the
animations.
 When there is mass flow, there is some twisting of the tubes. The arm through which fluid
flows away from the axis of rotation must exert a force on the fluid to increase its angular
momentum, so it is lagging behind the overall vibration. The arm through which fluid is pushed
back towards the axis of rotation must exert a force on the fluid to decrease the fluid's angular
momentum again, hence that arm leads the overall vibration.
 The inlet arm and the outlet arm vibrate with the same frequency as the overall vibration, but
when there is mass flow the two vibrations are out of sync: the inlet arm is behind, the outlet
arm is ahead. The two vibrations are shifted in phase with respect to each other, and the
degree of phase-shift is a measure for the amount of mass that is flowing through the tubes.
 PROPELLER CURVE
 The relation between power and propeller speed for a fixed pitch propeller is as mentioned
above described by means of the propeller law, i.e. the third power curve:
Pb = c x n3 , in which:
 Pb = engine power for propulsion
 n = propeller speed
 c = constant
 The power functions Pb = c x ni will be linear functions when using logarithmic scales.
 Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, making simple diagrams with straight lines.
 Propeller design point

 estimations of the necessary propeller power and speed are based on theoretical
calculations for loaded ship, and often experimental tank tests, both assuming
optimum operating conditions, i.e. a clean hull and good weather. The combination of
speed and power obtained may be called the ship’s propeller design point (PD), placed
on the light running propeller curve 6.
 Fouled hull
 When the ship has sailed for some time, the hull and propeller become fouled and the
hull’s resistance will increase. Consequently, the ship speed will be reduced unless the
engine delivers more power to the propeller, i.e. the propeller will be further loaded
and will be heavy running (HR).
 Sea margin at heavy weather
 If, at the same time the weather is bad, with head winds, the ship’s resistance may
increase compared to operating at calm weather conditions. When determining the
necessary engine power, it is therefore normal practice to add an extra power margin,
the so-called sea margin, which is traditionally about 15% of the propeller design (PD)
power.
 Compared to the heavy engine layout curve 2 we recommend to use a light running of
3.0-7.0% for design of the propeller, with5%as a good average.
 Engine margin
 Besides the sea margin, a so-called “engine margin” of some 10% is frequently added.
The corresponding point is called the “specified MCR for propulsion” (MP), and refers
to the fact that the power for point SP is 10% lower than for point MP. Point MP is
identical to the engine’s specified MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra power demand of the shaft generator
must also be considered.
 Light running margin (LR)
 The recommended light running margin originates from past experience. It varies with
specific ship designs, speeds, dry docking intervals, and trade routes. Therefore, the
‘light running margin’ required will be 5 to 6 %. This is the sum of the following factors:
 1.5–2 % influence of wind and weather with an adverse effect on the intake
water flow of the propeller.
 1.5–2% increase of ship’s resistance and mean effective wake brought about
by:
o Rippling of hull (frame to frame).
o Fouling of local, damaged areas, i.e. boot top and bottom of the hull.
o Formation of roughness under paint.
o Influence on wake formation due to small changes in trim and
immersion of bulbous bow, particularly in the ballast condition.
 1% frictional losses due to increase of propeller blade roughness
 1% deterioration in engine efficiency such as:
o Fouling of scavenge air coolers.
o Fouling of turbochargers.
o Condition of piston rings.
o Fuel injection system (condition and/or timing).
o Increase of back pressure due to fouling of the exhaust gas boiler, etc.
 INFLUENCE OF PROPELLER DIAMETER AND PITCH ONTHE OPTIMUM PROPELLER SPEED
 In general, the larger the propeller diameter, the lower is the optimum propeller speed
and the kW required for a certain design draught and ship speed, see curve D
 The maximum possible propeller diameter depends on the given design draught of the
ship, and the clearance needed between the propeller and the aft-body hull and the
keel
 Once an optimum propeller diameter has been chosen, the pitch in this point is given
for the design speed
 LOAD DIAGRAM
 Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105%
of A.
 During trial conditions the maximum speed may be extended to 107% of A, see line 9.
 The above limits may in general be extended to 105%, and during trial conditions to
107%, of the nominal L1 speed of the engine, provided the torsional vibration
conditions permit
 Line 4: Represents the limit at which an ample air supply is available for combustion
and imposes a limitation on the maximum combination of torque and speed.
 Line 5: Represents the maximum mean effective pressure level (mep), which can be
accepted for continuous operation
 Line 7: Represents the maximum power for continuous operation.
 Line 8: Represents the overload operation limitations
 DEVELOPMENTS IN PROPELLER
 Before the propeller
Pre-swirl Stator (PSS)
 It consists of a set of blades right infront of the propeller. The aim is to reduce
the rotational losses in the propeller slipstream by introducing a rotation in the
inflow to the propeller. PSS increases the hull efficiency and hence the total
propulsive efficiency. DNV classification society has reported a 6% power saving
 Becker Mewis Duct
 It is a Pre-swirl Stator with Accelerating Duct. The role of the duct is to
homogenize the axial wake component. It increases the efficiency of the pre-
swirl fins by providing a more important water inflow to the stator. Also the
duct contributes to the total thrust by virtue of the lift created by the
accelerating flow over its walls.
 Schneekluth Wake Equalising Duct (WED)
 It aims to improve the overall propulsive efficiency by reducing the amount of
separation over the afterbody of the vessel by helping to establish more
uniform inflow into the propeller by accelerating the flow in the upper part of
the propeller disc and minimizing the tangential velocity components in the
wakefield. It also helps in the selection of largest possible propeller diameter
 At the propeller
 Propeller Boss Cone Fins (PBCF)
 The idea of fitting fins to the cone of the propeller, is to enhance the efficiency
of the screw propeller by reducing the energy loss associated with the
propeller hub vertex
 Unconventional Propellers (Kappel propeller)
 The pressure on the suction and discharge side of the propeller at the tip
equalises due to the tip vortex and hence the efficiency of the tip region is low.
Kappel propeller minimises the flow over the tip and the outer region of the
propeller therefore retains high efficiency. The efficiency of Kappel propeller is
appreciably more than the efficiency of the conventional propellers.
 Behind the propeller
 Rudder Bulb
 It comprises of a large bulb having a diameter of about 30-40% of the propeller
diameter which is placed on the rudder close behind the propeller boss. It is
aimed to prevent flow separation and excessive vorticity behind the hub by
effectively extending the propeller boss.
 Measures for improving the Propulsion Engine Efficiency
 Optimisation of Performance at Low load operation
 Slow steaming of the vessels is the most efficient measure to save fuel. Traditionally
engines have been optimised at 85% MCR.
 Main engine Derating
 The concept here is to fit the engine on its lower MCR than its design MCR.
 Exhaust Gas Bypass (EGB)
 The concept here is to optimise the turbocharger for gas flow at low load
operation
 Variable Turbine Area (VTA) technology
 The concept here is to optimise the turbocharger efficiency by increasing the
charge air pressure on low loads by adjustable vane nozzle rings.
 Electronically Controlled Engine
 These are common rail direct injection system that features high pressure fuel
rails feeding individual valves. Electronic control unit governs the injection. This
unit allows load independent control of injection timing and exhaust valve
timing
 Waste Heat Recovery
 A waste heat recovery system in the form of economiser is very popular on vessels and
it provides all the heating steam in sea passages. Waste heat recovery system is also
designed to produce electrical power by using the exhaust gas from the engine to
generate steam for a turbine-driven generator.
 Measures to improve the operational efficiency
 Voyage speed optimisation
 Weather Routing
 Engine tuning
 Performance Monitoring
 DEVELOPMENTS IN TURBOCHARGER
 “VTA” (Variable Turbine Area) technology
 The VTA system consists of a nozzle ring, equipped with adjustable vanes which
replaces the fixed-vane rings used in MAN Diesel’s standard TCA and TCR
turbochargers.
 Adjusting vane pitch regulates the pressure of the exhaust gases impinging on the
turbine to vary compressor output.
 The quantity of charge air can be more precisely matched to the quantity of injected
fuel, resulting in reduced specific fuel consumption and emissions, in combination with
improved dynamic behaviour of the engine-turbocharger system
 In order to minimize thermal hysteresis and improve adjustment accuracy, each vane
has a lever, which is directly connected to a control ring.
 The control ring is actuated by an electric positional motor with integrated reduction
gear whose development was an integral part of MAN Diesel’s VTA solution
 HYBRID TURBOCHARGER
 Hybrid turbochargers utilize a portion of the rotational output of the turbocharger
turbine (derived from exhaust gas energy) to drive a generator, thus providing a type of
waste heat recovery system.
 The generator is positioned within the turbocharger silencer, but since the silencer
itself lacks sufficient rigidity to support the generator, a two-part (upper and lower)
cast steel shell is attached to the compressor scroll to compensate for this
 POWER TURBINE GENERATORS
 The increasing efficiency of modern turbochargers means that there is a portion of
unused exhaust energy available. The Turbo Compound System Power Turbine and
Generator (TCS-PTG) makes use of that excess exhaust energy.
 The system diverts excess exhaust, up to 13 per cent of exhaust gas flow, from the
exhaust gas receiver to a power turbine that is inserted parallel to the turbochargers.
The turbo performance and main engine output is not affected by the use of the PTG
which can extract up to five per cent of additional power with a maximum of 4,700 kW,
depending on the size of the main engine.
 ELECTRO-ASSIST TURBOCHARGERS
 The auxiliary blower performance, reliability and economic efficiency had not been very
important because the engine operation at such a low load had been limited to the
time of departing and arriving in port. Slow steaming has become the main stream of
shipping for the reduction of fuel oil cost, and the continuous operation of the auxiliary
blower is sometimes required.
 The EAT unit consists of a specially designed high speed permanent magnet motor
directly mounted to the turbocharger rotating assembly. The high speed motor applies
torque to the turbocharger rotor enabling it maintain or vary rotor speed at low engine
exhaust flow rates in order to supply sufficient charge air to maximize engine
performance.
 BEARING WEAR MONITOR

 The KONGSBERG Bearing Wear Monitoring System - BWCM, measures and displays the
combined physical wear of crosshead-, crank- and main bearings, providing early bearing
seizure warnings if problems occur during engine operation.
 The sensors are specifically designed to provide reliable and accurate measurements over years
of operation inside the engine.
 The bearing wear monitoring system uses two sensors mounted in each cylinder compartment,
measuring every time the crosshead passes bottom dead centre.
 These sensors perform individual compensation for engine speed, engine crank case
temperature and engine deflections due to vessel manoeuvring or cargo loading.
 The BWCM system is one of the required systems in order to avoid open up inspections. The
following systems are part of a class survey arrangement:
 BWCM system
 Water in Oil sensor
 Shaft Earthing Device (owner or yard supply)
 Computerised Planned Maintenance System
 BENEFITS
 Significantly reduced risk of unforeseeable repair costs
 Unique long-term measuring accuracy
 Compact and simple installation and cabling on the engine
 Stand-alone or fully integrated with the alarm monitoring system
 FRAMO PUMP
 Framo is a double lip seal teflon ring.
 PURGING
 Purging to be carried out at regular intervals for the purpose of:
 Leakage rate detection
 Condition monitoring of the shaft seal system
 Avoid that leakages are blocking the cofferdam
 HOW TO PURGE THE COFFERDAM
 Place a suitable container underneath the exhaust trap to collect the leakage.
 Check that drain valve at bottom of exhaust trap is not blocked.
 Drain the purging medium supply line for condensed water.
 Connect purging hose (max. supply pressure 7 bar)
 Start the purging by opening the valve at purging medium supply line.
 Purge cofferdam in several sequences if required. Drain exhaust trap between
each sequence.
 Disconnect purging hose.
 Close exhaust trap drain valve.
 Log the amount of leakage, -evaluate the result
 OPERATION
 Purge cofferdam, before during and after use.
 Check back pressure in return filters and in oil cooler.
 Refill the oil tank through the filter box.
 Drain off any water or sediment in the oil tank.
 Slow down pump when tank cleaning.
 Air in the system is indicated by –
 Back flow into the system when at standstill
 Great difference in tank level at low and high system pressure
 Foaming
 Discoloured oil
 ALTERNATE FUEL
 Currently, there are liquid fossil fuels, liquid biofuels, and gaseous fuels that are in use or can
be used by ships for compliance with the existing and forthcoming environmental air pollution
requirements
 There are liquid biofuels and fossil fuels that are low in sulphur and can satisfy the fuel sulphur
requirements of the ECAs and MARPOL Annex VI. In lieu of using low‐sulphur fuels, another
option is to use scrubbers fitted in the engine exhaust to remove the SOx.
 The Effship Project investigates methanol and dimethyl ether (DME) as alternative fuels. The
fuel options mentioned are LNG, methanol, DME, and gas‐to‐liquids (GTL) formulations.
 Liquid biofuels available for marine use are biodiesel, FAME, algae fuels, methanol,
hydrogenation‐derived renewable diesel (HDRD), which is also known as second‐ generation
biodiesel, and pyrolysis oil.
 Soy bean oil has been used by the Mols Linien (Ferry line) in Denmark. Fish and chicken oils
have also been tested.
 Drawbacks of these fuels are limited miscibility with IFO fuel, sensitivity to frost, and the
problem of conservation.
 Biodiesel (FAME), algae fuel, methanol, HDRD, and pyrolysis oil are virtually sulfur free. The
algae and HDRD fuels are compatible with diesel engines and their associated shipboard fuel
systems. Biodiesel (FAME) is not compatible with certain nonmetallic and 25 metallic materials
and usually requires modification of current engines and shipboard fuel systems.
 FAME
 FAME is a well‐known and proven blending component for road‐based diesel machines
but has not found its way into use as a marine fuel.
 Within the ISO 8217 framework, FAME is currently being adapted as a blending
component for heavy marine fuel.
 Fatty acid methyl esters are a refined version of vegetable oils or animal fats
 The main problem with FAME is sustainability because FAME production relies heavily
on palm oil production, which is often in conflict with the preservation of natural rain
forests. Therefore, FAME is generally not seen as a viable long‐term option.
 Biocrude (Pyrolysis Oil)
 The feedstock can be either solid biomass or sludge. Like fossil crude, biocrude can also
be refined into gasoline or diesel‐like products
 The main challenges are its:
 Low cetane number
 High water content
 Poor lubricity
 Gaseous Fuels
 Gaseous fuels available for marine use are natural gas and propane (i.e., LPG).
 These fuels are not only very low in sulfur content but they also combust such that
NOx, PM, and CO2 are reduced.
 Natural gas can be carried in a compressed state called compressed natural gas (CNG)
or in a liquid state called liquefied natural gas (LNG).
 propane is heavier than air and thus presents an explosive safety hazard if it were to
accumulate in the bilges or low sections of a ship’s engine room in the event of a leak in
the fuel system; thus, it is not considered safe for shipboard use
 LNG is one of the most promising alternative marine fuels. It takes up about 1/600th of
the volume of natural gas in the gaseous state. Hazards include its flammability and low
freezing temperature (−163°C (−260°F), such that marine regulations require extra
safety precautions like double wall piping, gas detections systems, etc., in engine rooms
 For economic reasons, LNG conversions generally require that 30–40% of the operation
is located within ECA areas. Otherwise, the capital investment will be too heavy
 Exhaust Gas Treatment Systems (EGTSs)
 An alternative to using low‐sulfur fuels for reducing the SOx emitted in the exhaust is to
clean the exhaust gas using scrubber technology.
 This technology is proven for use at shore-side power stations worldwide.
 These systems can clean the exhaust to the SOx level that is equivalent to the required
fuel sulfur content.
 Using a SOx scrubber offers shippers the flexibility of using either a low‐sulfur fuel or
higher‐sulfur fuel.
 Algae Fuels Advantages
 When hydrotreated, it is a drop‐in fuel in terms of compatibility with the fuel system
and engine components.
 Algae fuels have slightly lower heating values than those of petroleum diesel and lower
aromatics. Blending with petroleum diesel negates these drawbacks so the blended
fuel’s performance compares favorably with petroleum diesel
 Commercial availability is limited.
 The current cost is prohibitive for general commercial use
 Hydrogenation‐Derived Renewable Diesel (HDRD)
 HDRD is produced by refining fats or vegetable oils in a process known as fatty acids‐to‐
hydrocarbon hydrotreatment.
 Diesel produced using this process is called renewable diesel to differentiate it from
biodiesel, which is a product of the transesterfication of animal fats and vegetable oils
 HDRD has an identical chemical structure with petroleum‐based diesel as it is free of
ester compounds and, when produced from animal fat wastes, has low carbon intensity
and is referred to as “advanced” renewable diesel.
 Current availability is limited.
Oral Question and Answer
Q. VARIOUS INVENTORY MANAGEMENT SYSTEM
Effective ways of managing the inventory on board Ships
We all have studied the scientific techniques of Inventory Management at some stage.
However, they are lost in the class rooms, in books and in the Group Discussions. We
do not see them applied in real situations so effectively especially on the ships and
the purchasing functions ashore. Here is an attempt to show simple techniques that
would influence the way ship board inventory can be managed with a fraction of the
efforts. When it comes to managing the inventory on board ships, we simply do not
distinguish an O’ ring from a piston ring. Or for that matter a used bicycle tube from
a gas detector tube! Both are treated equally. And badly, more often than not.
Maintaining a record of inventory, in short ROB (Remaining On Board) has become
a daunting task. Crew number on board is dwindling and suitable aids are simply not
there to help. By following simple techniques and small effort, a huge amount of time
and energy can be saved while improving the accuracy and vastly increasing the
efficiency of doing this task.
A-B-C Analysis:
Step 1: Categorize the inventory on board into three categories, A, B and C.

‘A’ being the most “valuable” items whereas ‘C’ being the least valuable ones. The
aim of this method is to draw your attention on the critical few (A-items) as against
the trivial many (C-items).
THE PARETO PRINCIPLE: VILFREDO PARETO (1848-1923)
20% of population owns 80% of nation’s wealth
20% of employees cause 80% of problems
20% of items accounts for 80% of firms’ expenditure
Herein lies the differentiator. We need to spend some time in deciding the “value” of
each item. Value of two item of same direct cost may be high or low depending on
the criticality. An item that is vital for ship’s operation will possess a high
opportunity cost. For example, a spare liner for the Main Engine (high cost & vital)
or a navigation lamp (low cost & vital). Although a big difference in cost, both items
demand centralized and focused monitoring. So let us categorize all such items as
‘Category A’. At the other end is the 'Category C’ items. These are the desirable
items (low value). These may be expensive items (such as a digital crankshaft
deflection gauge) or cheap (hand cleaner, floor wax etc). Decentralized monitoring,
fixed period replenishment with a monetary cap is a suitable method of inventory
management for such items. (trivial many).
'Category B’ items are the essential items.
Studies have shown that the top 70 to 80% of the total ‘value’ of goods typically
accounts for only 10 to 20% of the total inventory items. So the aim is to focus on
those 10 to 20% items only while effectively managing the rest.
Step 2: On board inventory management:
Enforce strict centralized monitoring and control of the ‘A’ items. Suggest ideas such
as maintaining a high security ‘store’, a locked place where these items are stored.
‘Critical’ spare parts as identified can also be included in this category. A two-bin
method of ordering needs to be followed for these items as this will eliminate the risk
of item shortage. Effective means for periodic and automatic stock checking to be
provided that are hassle-free and reliable. Bar coding and direct communication with
the Purchasing software system is recommended. Robust safety stock and high
reorder levels matched with frequent review period is essential for such items.
‘C’ items: Suggest de-centralized monitoring of the category ‘C’ items. Almost 80 to
90% of the inventory items account for only about 20% of the total value of goods.
Fixed time period model to be adapted for arranging delivery of supplies as far as
practicable subject to the ship’s schedules. Say for example the quarterly supply of
consumables. Annual or 6-monthly stock checking is usually acceptable for
correcting the skew. Bulk of these items to be stored separately from the category A
items in a separate store (Store ’C’)
Similarly, ships can have Store ‘B’ as well. 'Category B' items are those 30% of the
inventory items that accounts for about 15 to 25 percent of the annual consumption.
These items can be ordered once or twice a year, thereby saving on ordering cost and
logistics and carrying costs without blocking substantial capital. Sea stock paint,
gases and chemicals are examples of items suitable for including under this category.
Advantages of A-B-C Analysis:
a. Reduce expenses: Under ABC analysis, the expensive items from category 'A' are
purchased in lower quantities as much as possible.
b. Strict control: under ABC analysis, strict control can be exercised to the items in
category 'A' that have higher value and thus reduce wastage.
c. Minimum storage cost: since the items from category 'A' are purchase in lower
quantities as much as possible, it reduces the storage cost as well.
d. Saving in time: Since a signification effort is made for management of the items
from category 'A', it helps to save time as well.
e. Economy: This method is economical, since equal time and labor is not needed for
all categories of items.
The purpose of this categorization is to ensure that the purchasing staff use their
resources to maximum efficiency by concentrating on those items that (a) have the
greatest potential savings and (b) that are vital to ship operation → selective control
will be more effective than an approach that treats all items equally.
Inventory management is an intrinsic part of your business that you definitely don’t
want to mess around with. The following are some common inventory management
techniques and best practices deployed by organisations - along with their inventory
holding costs and potential profits. You’d probably require a mix of different
inventory control techniques for the best approach for your business.
Common inventory management techniques
Just in time
The Just In Time (JIT) method works to lessen the volume of inventory that a
business has on hand. It is considered a risky technique because you only purchase
inventory a few days before it is needed for distribution or sale so that the items
arrive just in time for use.
JIT helps organisations save on inventory holding costs by keeping stock levels low,
and eliminates situations where deadstock sit on shelves for months on end. You need
to conduct thorough research into customer buying habits, seasonal demand, and
source for reliable suppliers and channels of transportation before implementing JIT
into your business operations to minimise risks and screw ups.
ABC analysis
Based on the Pareto Principle (also known as the 80-20 rule stating that 80% of the
overall consumption value is based on only 20% of the total items), ABC analysis is a
popular technique for dividing on-hand inventory into three categories: A, B, and C,
based on annual consumption unit, inventory value, and cost significance.
A: Items of high value (70%) and small in number (10%)
B: Items of moderate value (20%) and moderate in number (20%)
C: Items of small value (10%) and large in number (70%)
*the values and number of items of each category are expressed as a percentage of
the total
The trick is to manage each category separately and as required, as not every category
needs the same amount of attention and effort. ABC Analysis allows for the
prioritization in terms of managing different goods and inventory, where selective
control and allocation of funds and human resources is deployed.
For instance, A Items should be eyeballed constantly and put under special and tight
inventory control because the need for reordering will be more frequent and
continuous. On the other hand, items in Category C require minimum attention and
can be kept under simple observation, employing a rather hands-off approach.
Dropshipping
This inventory management technique eliminates the cost of holding inventory

altogether. When you have a dropshipping agreement, you can directly transfer
customer orders and shipment details to your manufacturer or wholesaler, who then
ships the goods directly to your customers. Thus you do not have to keep goods in
stock, get to save on upfront inventory costs, and benefit from a positive cash flow
cycle.
Cross-docking
A technique similar to dropshipping where both methods rule out the need for
warehouses or labour costs and risks involved with inventory handling, cross-docking
is a practice where incoming semi-trailer trucks or railroad cars unload materials
directly onto outbound trucks, trailers, or rail cars with little or no storage in between.
Essentially, it means you move goods from one transport vehicle directly onto
another with minimal or no warehousing. You might need staging areas where
inbound items are sorted and stored until the outbound shipment is complete and
ready to ship though. Also, you will require an extensive fleet and network of
transport vehicles for cross-docking to work.
Bulk shipments
This method banks on the notion that it is almost always cheaper to purchase and ship
goods in bulk, so you plan to reorder products and replenish your inventory less
frequently than you usually would. Bulk shipping is one of the predominant inventory
management techniques in the industry, which can be applied for goods with high
customer demand.
The downside to bulk shipping is that you will need to lay out extra money on
warehousing the inventory, which will most likely be offset by the amount of money
saved from purchasing products in huge volumes and selling them off fast.
Power up your inventory management techniques
Now, the hard truth is, you can use any inventory management technique to control
your inventory, but without a good in inventory management software to optimise
your strategy, you’re fighting an uphill battle.
Having a solid order management system in place ensures that you go into battles
well prepared because it will recognize the financial impact of your inventory
management techniques.
Set Par Levels
Make inventory management easier by setting “par levels” for each of your products.
Par levels are the minimum amount of product that must be on hand at all times.
When your inventory stock dips below the predetermined levels, you know it’s time
to order more.
Ideally, you’ll typically order the minimum quantity that will get you back above par.
Par levels will vary by product based on how quickly the item sells, and how long it
takes to get back in stock.
Although it requires some research and decision-making up front, setting par levels
will systemize the process of ordering. Not only will it make it easier for you to make
decisions quickly, it will allow your staff to make decisions on your behalf.
Remember that conditions change over time. Check on par levels a few times
throughout the year to confirm they still make sense. If something changes in the
meantime, don’t be afraid to adjust your par levels up or down.
Q. LINER REMOVAL AND WHAT ALL DOCUMENT REQUIRED?
Cylinder Liner in any kind of marine engine is an integral part of the combustion
chamber, through which, power is generated on board. Like all other machinery and
engine parts on ships, it also has to be overhauled after specific interval as described
by the engine makers
Previously we have discussed Reasons for Cylinder Liner wear and ways to measure
it, in this article we will discuss the liner removing procedure of Main two-stroke
marine engine.
How to check wear in the liner and when to overhaul it?
The liner is an enclosed area and a part of the combustion chamber where the fuel is
burnt and heat energy is transmitted to kinetic energy by use of piston, crosshead,
bearings and crankshaft. For an engineer, it is important to know various ways to
check the condition of the liner to ensure the combustion chamber is efficiently
producing the required pressure.
Ways to check the condition of the cylinder:
1. Scavenge inspection
2. Routine Liner Ovality check
3. Piston Overhaul
4. Problem involving Liner
1. Scavenge inspection: Scavenge inspection is performed every time post the

scavenge space of the engine is cleaned off from sludge and deposits.
After the cleaning is done, 2nd engineer or a responsible engineer must go inside the
scavenge space to check the general liner condition using the following method:
 In order to inspect a larger area of the cylinder liner and piston, it is expedient
to enter the scavenge air receiver and make observations from the “exhaust side”
 Dismount the small covers on the scavenge air boxes, and clean the openings
 When the piston has been turned below the level of the scavenge air-ports,
inspect the cylinder liner walls and the piston crown
 A “tilt-able” mirror fixed to a telescopic rod can be used as illustrated. Use a
powerful light source for inspection
2. Routine Liner Ovality check: As explained in the article, readings are taken at
port and starboard position in different levels to calculate the change in the ovality of
the liner.
3. Piston Overhaul: When the piston is overhauled as per the planned maintenance
or due to breakdown reasons, the liner ovality must be checked and liner surface must
be inspected for various defects.
4. Problems like leaking liner water ‘O’ ring, cracked liner, blow-past from piston
and liner etc. will require an immediate action of checking and changing the piston
and liner. After proper measurement and inspection of the liner, the problem source
can be determined and a decision can be taken whether to change the liner or
continue with the same.
Overhauling schedule of liner: The normal overhauling schedule of the liner will
depend on the efficient operation of the engine, it’s operator, type of fuel used in the
engine and how all the important engine parameters (temperature, pressure etc.) are
maintained by the operator.
If the liner is working fine, the planned maintenance schedule is followed and the
liner will be checked and gauged after completion of certain running hours as
prescribed by the engine makers.
12000 to 16000 hrs are the normal running hours schedule to open and inspect/ gauge
the liner of 2 strokes marine main engine, depending upon the maker of the engine.
The general lifetime of a cylinder liner will again depend on the way engine is
operated and type of fuel oil used for combustion. The normal lifetime running hours
of the liner will vary from 40000 RHs to 90,000 RHs. The size of the liner bore is
directly related to the lifetime of the liner hence liner with small bore will have less
lifetime with a liner with large bore and size.
Following Procedure has to be followed when opening Liner (common for all)
1) Inform company and take permission.

2) Take immobilisation certificate from port state control.
3) Read the manual and have a tool box meeting with everyone involved in the job.
Discuss the complete procedure.
4) Prepare important tools and spares required for overhauling liner as given in the
manual
5) Prepare risk assessment and make sure all personal safety equipment are used
6) Shut starting air for Main Engine and display placards
7) Engage turning gear
8) Open indicator cocks for all the cylinders
9) Stop main lube oil pump and switch off the breaker
10) Once the engine jacket temperature comes down, shut the inlet water valve for
the unit to be overhauled
11) Keep other units in Jacket preheating system to maintain the jacket temperature
12) Drain the jacket water of the concerned unit from exhaust v/v and liner.
13) Shut the fuel oil to the particular unit whose liner is to be removed
14) Dismount the cylinder head using dedicated lifting tools
13) Discard the sealing ring from the top of the cylinder liner.
14) Turn the piston down far enough to make it possible to grind away the wear
ridges at the top of the liner with a hand grinder
15) Dismount the piston by following the procedure given in Manual
Liner Removal procedure for MAN engine (MC and ME engines)
16) Ensure the Liner lifting tool is well maintained. Two lifting screws are used with
a lifting hook connected via chain. Ensure chain, screw and lifting hook are fastened
together with no deformation.
17) Ensure the safety strap in the lifting hook is working properly.
18) Tighten the two lifting tool screws in the liner as per the rated torque is given in
the manual on both sides.
19) Measure that there is no gap between liner surface and screw landing surface
after tightening, using a 0.05mm feeler gauge.
20) Disconnect the cylinder oil pipe connections. And screw of the non-return valves.
21) Dismount the four cooling water pipes between the cooling jacket and cylinder
cover and clean them carefully.
22) Remove the screws of cooling water inlet pipe.
23) Attach the crossbar to engine room crane. This completes the lifting arrangement
for cylinder liner.
24) Hook the chain from the lifting cross bar on the lifting screws and lift the cylinder
liner with the cooling jacket out of the cylinder frame.
What to do if Cylinder Liner is Stuck
A common way to remove a stuck cylinder liner is to use hydraulic jacks on the
bottom of the cylinder liner and apply hydraulic pressure. Once the liner is slightly
moved out of the stuck engine structure, it may be then lifted with the help of engine
room crane and lifting tool
After Removing the liner from the engine:
 Place the cylinder liner vertically on a wooden plank

 Clean cylinder frame internally paying special attention to the contact surfaces
for the cylinder liner at the top of the cylinder frame
 Discard the O-ring on the cooling water pipe
 Clean the pipe carefully
ake sure to inspect the liner for cracks and other defects
Planning:-
Time must be spent on preparing for immobilisation, mainly:-

 Senior Management discussion
 Works Committee Meeting
 Authorization from relevant port authority (normally 24 hours in advance of
work).
 Work Permits.
Planning must begin at least 24 hours prior to work commencing. That is, it should be
raised at the morning committee meeting the day prior to the work commencing as a
minimum to allow time for “permission to immobilise” from appropriate authority.
Authorization for engine immobilisation:-

No vessel at anchor or alongside is permitted to immobilise engines without having
first
obtained an authorization from an appropriate port authority.
Permits and Procedures:

Enclosed Space permit and standard lock out tag out procedures to be followed as
required.
Q. How to implement ISM on new ships?
The International safety management (ISM) code ensures the safety of life and ship at
sea by implementing various safe practices on board ships.
ISM code works with the motive of satisfying three important goals:
 Safety of people on board

 Safety of ship and cargo
 Safety of marine environment
For implementing ISM code on ships, all the three – the shipping company, the
governing authority, and the ship’s crew together play an important role. Every
seafarer should know the important aspects of the ISM code in order to create a safe
working environment while at sea.
ISM code is implemented on ships in the following ways:
1) Plans and checklists form the most integral part of the implementation procedure
of the ISM code on ships. Checklists for safe starting and stopping of shipboard
machinery, along with plans to carry of various work procedures on board ship
ensures safety of the ship and marine environment. All the checklist should be
available on board. Different files are made to keep respective checklist.
2) Plans and checklists also include accurate defining of tasks to be carried out by
each crew member of the ship
3) Procedures are formed to tackle emergency situations on board ships. This

emergency preparedness to respond to emergencies is inculcated in the ship’s staff
through drills and various emergency training programmes.
4) Various important poster and company policy are pasted on the ship.
5) starting, stopping and emergency procedure of various machinery pasted locally.
6) critical spares list and items are available on board.
7) DPA name and phone number pasted at various place on the ship.
8) Various important updated regulation books are available on board.
9) muster station marked and life boat lowering procedure posted.
10) muster list is updated and all crew knows their duties.
11) ORB, garbage record book, logbook, bell book available on board.
12) rubber mats are there below all electrical machinery.

In order to ensure utmost safety of the ship, the ISM code targets the very basics of
the ship’s functioning – ensuring proper maintenance of ship’s machinery. This
includes
 Inspection of ship machinery at regular intervals of time

 Taking the right actions in case of non-conformity
 Keeping a record of the causes and maintenance activities for future reference
 Regular testing of equipment and systems
 Training ship personnel and keeping them updated with the latest in the
industry
Q. Ism code functional requirements.
Every Company should develop, implement and maintain a safety

management system which includes the following functional requirements:
1. a safety and environmental-protection policy;
2. instructions and procedures to ensure safe operation of ships and protection

of the environment in compliance with relevant international and flag State
legislation;
3. defined levels of authority and lines of communication between, and

amongst, shore and shipboard personnel;
4. procedures for reporting accidents and non-conformities with the provisions

of this Code;
5. procedures to prepare for and respond to emergency situations; and
6. procedures for internal audits and management reviews.
Q. Types of audits ?
Company
a. Interim
b. Initial
c. Annual
d. Renewal
e. Additional audits.
f. Surveillance audits
Ship:
a. Interim Audit
b. Initial audit
c. Intermediate audit
d. Renewal
e. Additional audit
Requirements:
1. DOC - Interim audit: '
An Interim DOC is issued to facilitate initial implementation of ISM Code to
A newly established company or
'When new ship types are added to an existing DOC
On receipt of the application, Auditor is nominated to scrutinize the SMS Manuals.

The company will be informed of nomination of the auditor and need to liaise with
the auditor in case any changes are required to be made in SMS manual. The
nominated auditor hands over the SMS manuals to company on completion of
scrutiny with intimation to DGS on the status of SMS manual. The company should
submit the amended final approved SMS manual in soft copy to the ISM Cell of
DGS. On receipt of communication from auditor, the ISM Cell nominates auditors
for carrying out Interim DOC audit. The DGS issues Interim DOC for a maximum
period of 12 months on receipt and scrutiny of Interim DOC Audit report from the
audit team. After obtaining this certification, the company is eligible to take over
Indian flag vessel for technical management of the ship types as indicated in their
interim DOC / DOC.
(2) DOC' Initial Audit: '
The company is eligible to apply for Initial DOC Audit on implementation of SMS
for at least 3 months on the vessel and in company
On receipt of application, ISM Cell, DGS nominates auditors
The DGS issues DOC for a maximum period of 5 years on receipt and scrutiny of
initial DOC Audit report from the audit team
This DOC is valid subject to annual verification of SMS (Annual DOC audit).
(3) DOC ' Annual audit
Companies in possession of DOC are required to apply for annual verification audit
within 3 months before or after each anniversary date of validity.
On receipt of application, ISM Cell, DGS nominates auditors and there after the
procedure given at. Lead Auditor of the audit team endorses the DOC for annual
verification on satisfactory completion of audit.
(4) DOC'Renewal audit: '
Companies in possession of DOC are required to apply for renewal verification audit
before the expiry of validity of the DOC for obtaining fresh DOC.
On receipt of application, ISM Cell, DGS will nominate auditors and there after the
procedure given at Para B have to be followed.
The DGS issues DOC for a maximum period of 5 years on receipt and scrutiny of
renewal DOC Audit report from the audit team. This DOC is valid subject to annual
verification of SMS (Annual DOC audit).
(5)DOC'Additional Audit.

Company in possession of DOC are required to apply for Additional DOC Audit
when
' Change of company name
' Shifting of office location
' Imposed by Audit team or DGS
' Complete revision of SMS Manuals
(6) DOC - Surveillance audit:'
Companies in possession of interim DOC valid for 12 months but were unable to
obtain management of ship during the period of validity can apply for surveillance
DOC audit prior to their expiry of interim DOC to revalidate their existing interim
DOC beyond 12 months
On receipt of application, auditors are nominated, and thereafter, the procedure given
in para B is to be followed.
The DGS issues interim DOC for a maximum period of 12 months on receipt and
scrutiny of surveillance DOC Audit report from the audit team.
(D) Procedure to apply for SMC Audit:

At present SMC audits are carried by IRS, the R.O of the Directorate. ISM Cell, DGS
also carries out SMC audits as and when required especially sample ship audits.
SMC - Interim audit
Company in possession of Interim DOC or DOC is eligible to apply for Interim SMC
audit for ship when
Takes on responsibility for the operation of a ship (DOC should be

relevant to the ship type) that is new to the company.
On satisfactory completion of SMC audit, IRS issues short term Interim SMC valid
for 3 months and recommends to ISM Cell, DGS for issuance of Interim SMC valid
for 6 months. On receipt and scrutiny of audit reports received from IRS, an Interim
SMC valid for 6 months is issued to the vessel so as the case when DGS carries out
Interim SMC audits. In special cases ISM Cell extends the validity of an Interim
SMC for a further period but not exceeding 6 months.
1. SMC - Initial audit:'
Company in possession of DOC (not Interim DOC) and having implemented SMS on
board the ship for at least 3 months is eligible to apply for Initial SMC audit of that
ship.
On satisfactory completion of Initial SMC audit, IRS issues SMC valid for 5 months
with recommendation to ISM Cell, DGS for issuance of SMC valid for a period not
exceeding five years.
On scrutiny of audit report received from IRS, SMC valid for a period not exceeding
5 years is issued to the vessel so as when DGS carries out Initial SMC audit. This
SMC is valid subject to at least one Intermediate verification, which should take
place between second and third anniversary dates of the SMC.
2. SMC ' Intermediate Audit:
Company should apply for Intermediate SMC Audit of their vessel to maintain the
validity of SMC. The Intermediate SMC Audit is required to be carried out between
second and third anniversary dates of SMC.
Lead Auditor of the audit team endorses the SMC for Intermediate verification on
satisfactory completion of audit.
3. SMC - Renewal Audit:
Companies are required to apply for renewal verification audit before the expiry of
validity of the existing SMC for obtaining fresh SMC, preferably when the window
period commences i.e., within six moths prior to expiry of SMC.
On satisfactory completion of Initial SMC audit, IRS issues SMC valid for 5 months
with recommendation to ISM Cell, DGS for issuance of SMC valid for a period not
exceeding five years.
On scrutiny of audit report received from IRS, SMC valid for a period not exceeding
5 years is issued to the vessel so as when DGS carries out Initial SMC audit. This
SMC is valid subject to at least one Intermediate verification, which should take
place between second and third anniversary dates of the SMC.
4. SMC Additional Audit:
Company in possession of interim SMC or SMC for their ships is required to apply
for additional SMC audit on imposition by audit team or DGS. The audit team
endorses the SMC for addl.verification on satisfactory completion of audit.
Q. Contingency plan for ship grounding for engine room.
Grounding accident and immediate action
In the event of the vessel grounding or stranding, the actions to be taken by ship’s
personnel will inevitably depend of the seriousness of the incident and the damage
that it may have caused to the vessel’s structure and systems.
For example, the grounding might have occurred under pilotage with tugs in
attendance, whereby the ship has left a channel and taken to ground on a soft sand
bank where the only damage is to the bottom paintwork and slight indentation to the
hull. Conversely it could be that the ship has run onto a coral shoal in the middle of
nowhere, head on, at full speed and occasioned substantial damage to the hull,
possibly causing severe flooding to the engine room, ingress of water to other
compartments and damage to the cargo systems, tank structure and insulation.
Engine room procedure to follow after grounding
The engineering staff may not be in a position to ascertain that the ship is aground
and in normal circumstances will be informed by the bridge. However any grating
noises along the ships hull in the machinery space should be considered a possible
grounding or collision. In the event of grounding no attempt to re-float the ship will
be made without first carrying out a thorough inspection to ascertain any damage.
The following actions should be taken if the bridge informs the engine room that the
ship is aground.
1) The initial response may be to Stop the Main Engine as quickly as possible and
secure it, simultaneously with this start the Main Diesel Generator. Please note
though with regard to the Main Engine it is our duty to obey Telegraph Orders as
long as it possible and sensible to do so.
2) Stop and secure the steering gear, be aware that the Rudder may be
aground/damaged.
3) Carry out a thorough inspection of the machinery space for structural damage and
ingress of water. Due to the double bottom structure in the machinery space it may
not be possible to see any structural damage clearly.
4) Sound all the machinery space tanks that have the ships hull forming part of there
boundary. Careful when unscrewing any caps, as there might be water pressure
present. This should include Fuel, Water, L.O. and double bottom tanks and dry
spaces.
5) Inform the bridge of your findings and take further soundings at regular intervals.
6) Record all actions taken in the Engine Log book.
7) Check all sea inlets/outlets, their associated pumps and coolers are working
correctly and not fouled.
8) Keep a close eye on the stern tube L.O. tank for loss of oil.
9) Engage turning gear and try to turn shaft. If any strain is shown by the turning gear
it must be assumed that the propeller is also aground and the bridge informed of this.
No further attempt to turn the shaft should be made until the propeller is clear. check
crankshaft deflection to check bearing alignment.
10) A grounding could cause rapid fouling of Sea Suctions, Pumps and Coolers, with
silt, resulting in a Blackout, as such the only power available would be that from the
Diesel Generator and the Emergency Generator. Staff must be prepared to respond to
situations and priorities which may change quickly.
When the ship is afloat and the engines are ready for use again a close eye should be
kept on the shaft bearing and stern tube for overheating or unusual vibrations in case
the hull structure has been deformed, causing misalignment.
Q. What is intelligent engine and latest engine development ?
Intelligent Engines – The New Generation Machines
Today the world needs engines that can cope up with the stringent emission norms
and higher demands for robust, reliable and smart engines with low operational cost.
To achieve the above possibilities, a whole new generation of engine is being
developed with a comprehensive use of electronics, hardware and software in large 2
stroke low speed cross head engines known as “Intelligent Engines”.
The intelligent engine concept widens the reliability of traditional engines to facilitate
new applications and concepts. The initial cost of such engine is quite high but the
operational cost is lower than other engine used with proper operating procedure and
trained crew.
The first intelligent engine in the maritime world was delivered in October-1998 and
was introduced in a chemical carrier M/T Bow Cecil.
Basic Concept of Intelligent Engine
– A central electronic control system is incorporated which is the brain of the
system and which monitors and evaluate the general condition to keep the operating
parameter within limits and maintain the performance of the engine at the higher side.
– Central control system operates Engine control unit (ECU) and cylinder
control unit (CCU).
– ECU controls the overall protection and efficient performance of the whole
engine. CCU controls the each cylinder of the engine for safe and efficient working.
– This control system saves the engine from damage due to overloading,
malfunctioning, maladjustment and lack of maintenance.
– The intelligent engine provides flexibility in operation by replacing

mechanical cam shaft for fuel pump and exhaust valve with common rail system and
computer controlled system.
– The central system consists of a program in which the protection system can
be override in case of emergency.
Main goals
The basic aim for developing intelligent engine is to reduce the operational cost of
the propulsion plant, to have high fluctuation in operation and to cope up with the
stringent emission norms imposed by regulating authorities under IMO . Apart from
this, the following points to be considered for intelligent engines:
Q. Latest development in 2s engine
1) ME-GI
The environmentally friendly GI concept is class approved and ME-GI engines are
already powering numerous vessels at sea. With 200 engines ordered, the ME-GI
engine sets the new industrial standard for two-stroke propulsion engines in liquefied
natural gas (LNG) carriers, liquified petroleum gas (LPG) carriers and container
vessels. One of the benefits of the diesel-type combustion utilised in the ME-GI is
the ability of the two-stroke engine to run on almost any fuel gas quality with no or
limited decrease in efficiency. The ME-GI engine is thus not vulnerable to gas
quality, low methane number and knocking does not pose a risk.
The high degree of fuel flexibility is provided by operating the ME-GI engine in three
different modes: The dual fuel mode, which maximises the amount of fuel gas and
minimises the pilot oil consumption, the specified fuel gas mode, where almost any
mixture of fuel oil and gas can be specified, and finally the fuel oil only mode GI
requires high-pressure (HP) fuel gas, i.e. 300 bar at 45ºC, and the DF gensets require
low-pressure (LP) fuel gas, i.e. approx. 6 bar at 0-60ºC
2) LVOC Combusting ME-GIE Engine
The Mitsui-MAN B&W 7G50ME-C9.5-GIE engine originally designed for

combustion of ethane gas also runs on 100% liquefied natural gas (LNG) but equally
important it also combusts a mixture of LNG and volatile organic compounds (VOC)
with limited change in gas mode efficiency. It has been established that the mixture
can contain as much as 50% VOC by mass. Although the ignition properties of LNG
and VOC are highly varying, the diesel type combustion of the ME-GIE and
the use of pilot diesel injection for ignition gives the engine the ability to run on
almost any fuel gas quality with no or very limited efficiency penalties.
This opens for new applications of the engine in for example VLCCs and shuttle
tankers and for power generation in remote power plants or in off-shore applications,
such as floating production storage and offloading vessels (FPSOs), where VOC is
abundant and poses a potential environmental hazard. Today, handling of crude oil on
board crude oil carriers and in ports gives rise to economic losses and environmental
hazard. To control the cargo tank pressure, VOC is discharged to the atmosphere,
where the non-methane part may react with nitrogen oxide in the presence of light
and create ozone and smog.
Q. Factors affecting propeller efficiency
Diameter. The diameter of a propeller is the most important single factor in

determining propeller efficiency. A propeller works by pushing water out astern of
the vessel, with the result that the vessel moves forward. In terms of efficiency, it is
better to push out astern a large amount of water relatively slowly, than push out a
small amount of water very quickly in order to achieve the same forward thrust.
Hence the diameter of the propeller should always be as large as can be fitted to the
vessel (allowing for adequate clearances between the blades and the hull) so that as
much water as possible passes through the propeller.
Shaft speed (RPM). The larger the diameter of the propeller, the slower the shaft
speed RPM that is required to absorb the same power. Therefore, for an efficient
propeller, not only should the diameter be as large as possible but, as a result, the
shaft speed needs to be slow.
Q. Condition monitoring
Condition monitoring (or, colloquially, CM) is the process of monitoring a
parameter of condition in machinery (vibration, temperature etc.), in order to identify
a significant change which is indicative of a developing fault. It is a major component
of predictive maintenance. The use of condition monitoring allows maintenance to be
scheduled, or other actions to be taken to prevent failure and avoid its consequences.
Condition monitoring has a unique benefit in that conditions that would shorten
normal lifespan can be addressed before they develop into a major failure. Condition
monitoring techniques are normally used on rotating equipment and other machinery
(pumps, electric motors, internal combustion engines, presses),
Condition monitoring techniques used
 Vibration and shock pulse data measured from all machinery. On the spot
analysis and interpretation of results.
 Thermo graphic inspection of all electrical and some critical mechanical
systems.
 Pressure and vacuum leak detection using passive ultrasonic frequency
methods.
 Thickness measurement of critical machinery systems.
 Main and auxiliary engines performance test and power balance analysis.
Detailed machinery health assessment report.
Benefits:
 Help maximize the availability of your critical and auxiliary machinery
 Simplify maintenance and reduce maintenance costs
 Give an early indication of possible problems
When a machine is operating properly, the vibration is small and constant, however,
when faults develop and some of the dynamic process in the machine changes, there
will be changes in vibration spectrum observed.
When a fault takes places, some of the machine parameters are subjected to change.
The change in the machine parameters depends upon the degree of faults and the
interaction with other parameters. In most cases, more than one parameter are
subjected to change under abnormal condition. Condition monitoring can be carried
out when the equipment is in operation, which known as on-line, or when it is off-
line, which means when it is down and not in the operation. While on-line, the critical
parameters that are possible to monitor are speed, temperature, vibration, and sound.
These may be continuously monitored or may be done periodically. Off-line
monitoring is carried out when the machine is down for whatever reason. The
monitoring in such would include crack detection, a thoroughly check of alignment,
state of balancing, the search for tell-tale sign of corrosion, pitting, and so on.
Vibration signals are the most versatile parameters in machine condition monitoring
techniques. Periodic vibration checks reveal whether troubles are present or
impending. Vibration signature analysis reveals which part of the machine is
defective and why. Although a number of vibration analysis techniques have been
developed for this purpose, still a lot of scope is there to reach a stage of expertise.
Q. Green house gas and its criteria to be GHG
Greenhouse gases are those that absorb and emit infrared radiation in the wavelength
range emitted by Earth.
Greenhouse gases are a group of compounds that are able to trap heat (longwave
radiation) in the atmosphere, keeping the Earth's surface warmer than it would be if
they were not present. These gases are the fundamental cause of the greenhouse
effect. Increases in the amount of greenhouse gases in the atmosphere enhances the
greenhouse effect which is creating global warming and consequently climate
change.
Greenhouse gases allow sunlight (shortwave radiation) to pass through the

atmosphere freely, where it is then partially absorbed by the surface of the Earth.3
But some of this energy bounces back out towards space as heat. Of the heat emitted
back to space, some is intercepted and absorbed by greenhouse gases in the
atmosphere. This is because these compounds are made of three or more atoms. This
molecular structure allows them to absorb some of the escaping heat and then re-emit
it towards the Earth which increases global temperatures.
The ability of these gases to trap heat is what causes the greenhouse effect. So the
more greenhouse gases you have in the atmosphere, the more heat stays on Earth.
This process, which is very similar to the way a greenhouse works, is why the gases
that can produce this effect are collectively known as greenhouse gases.
Non-greenhouse gases
The major atmospheric constituents, nitrogen (N2), oxygen (O2), and argon (Ar), are
not greenhouse gases because molecules containing two atoms of the same element
such as N2 and O2 and monatomic molecules such as argon (Ar) have no net change
in the distribution of their electrical charges when they vibrate. Hence they are almost
totally unaffected by infrared radiation.
Global Warming Potential
In the context of contributions of different gases to atmospheric warming the concept

of global warming potential (GWP) can be useful. GWP is a measure of how much
energy a greenhouse gas would add to atmospheric warming in a given time
compared to CO2. A molecule’s GWP depends on three factors:
 the wavelengths where the molecule absorbs. (The absorption needs to be in

the thermal IR range where the Earth emits and will be more effective if it absorbs
where water vapor and CO2 do not.)
 the strength of the relevant absorptions. (The more energy the molecule
absorbs, the more effective it will be in warming.)
 the atmospheric lifetime of the molecule. (The longer the gas persists, the more
warming it can produce.)
GWP values are calculated as a ratio of the combined effect of these factors if 1 kg of
the gas in question is injected into the atmosphere compared to the effect if 1 kg of
kilogram of CO2 is injected. CO2 is assigned a value of unity,
GWP time horizon

Gas Lifetime, yr 20 yr 100 yr 500 yr
Carbon Dioxide, CO2 30-95 1 1 1
Methane, CH4 12 72 25 7.6
Nitrous Oxide, N2O 114 289 298 153
CFC-12, CCl2F2 100 11,000 10,900 5,200
HFC-23, CHF3 270 12,000 14,800 12,200
HFC-134a, CH2FCF3 14 3,830 1,430 435
Sulfur Hexafluoride, SF6 3,200 16,300 22,800 32,600
Although the production and use of CFCs has been phased out, they have substantial
lifetimes in the atmosphere and will persist through the 21st century. Similarly, the
HFCs, whose phase-out is ongoing, will continue to build up during the century.
These halogenated gases have very high GWPs, largely because they have multiple
intense absorptions in the thermal IR region. However, the actual contribution of a
greenhouse gas to atmospheric warming depends not only on its GWP, but also on its
concentration. At present, the concentrations of halogenated gases in the atmosphere
are low and their combined radioactive forcing is only about one-fifth that of CO2.
Because of overlapping absorptions, total radioactive forcing and GWPs are not
simple sums of values for individual gases, but require calculating the effects for
individual gases over narrow wavelength ranges and summing these over the whole
thermal IR spectral region.
GWPs for water vapour and tropospheric O3 are not calculated because their
atmospheric lifetimes are only days long and their concentrations highly variable.
More to the point for water vapour is that human activities have almost no direct
influence on its tropospheric concentration, which is controlled by the temperature of
the atmosphere and the liquid water from which it evaporates (or ice from which it
sublimes). Rising planetary temperature increases the amount of water vapor in the
atmosphere, which increases its warming effect.
Q. IG REQUIREMENT ON TANKER? ALARMS AND TRIPS
The FP then submitted a package of draft SOLAS amendments to the Maritime

Safety Committee (MSC 92), for approval and adoption of measures to prevent
explosions on oil and chemical tankers transporting low-flashpoint (less than 60°C)
cargoes. The amendments to SOLAS come into force on 1 January 2016.
The development of the draft amendments followed many years of work aimed at
preventing explosions on oil and chemical tankers that transport low-flashpoint
cargoes and follow recommendations made by an Inter-Industry Working Group
(IIWG) that was established to study incidents of fires and explosions on chemical
and product tankers.
Oil and Chemical Tankers
The amendments to SOLAS regulations II-2/4.5.5 and II 2/16.3.3 require an inert

gas system to be fitted on all new oil and chemical tankers of 8,000 dwt and
above, (when transporting low-flash point cargoes of <60°C). Oil tankers above
20,000 dwt were already required to install such systems.
For tankers fitted with exhaust gas inerting systems, the application of inert gas must
be carried out during loading, on passage, unloading, tank cleaning and purging prior
to gas freeing.
However, for chemical tankers, the application of inert gas may take place after the
cargo tank has been loaded, but before the commencement of unloading (only if
nitrogen is used as the inerting medium) and shall continue to be applied until that
cargo tank has been purged of all flammable vapours before gas freeing.
The oxygen limit (all tankers) for inert gas supplied to cargo tanks has also been
lowered from 8% to 5% for new systems.
Chemical Tankers
The exemption for existing chemical tankers with tank volumes not exceeding 3,000
m3, fitted with tank cleaning machines with a throughput not exceeding 17.5 m3/h
(per nozzle) and a total combined throughput not exceeding 110 m3/h, does not apply
to chemical tankers delivered after 1st January 2016.
Related draft amendments to the International Code for Fire Safety Systems (FSS
Code) were also agreed, resulting in a complete replacement of chapter 15 (Inert Gas
Systems).
IG requirements relate only to low flash-point cargoes
Oil tankers:
- must have IG capacity not less than 125% of unloading rate
- must have deck water seal
Tankers with Chem Code CoF:

- must limit the unloading rate to max 80% of IG capacity
- may have double block-and-bleed arrangement in lieu of deck water seal
There are several types of inert gas systems that can be used on chemical carriers.
The most common are:
1. stored compressed nitrogen;
2. stored liquid nitrogen;

3. gaseous nitrogen supplied from shore;
4. nitrogen generators using pressure swing adsorption (PSA);
5. nitrogen generators using membrane separation;
6. oil fired inert gas generators.
Requirement of nitrogen used as inert gas on chemical tankers
Most nitrogen used as inert gas on chemical tankers is not used for safety reasons but
for cargo quality control. Shippers often have their own special requirements to
ensure cargo quality, which can require inert gas of extreme purity, and may specify
that nitrogen for initial inerting of cargo systems prior to loading a cargo will be
supplied from the loading terminal.
Smaller amounts of pure nitrogen can come from compressed or liquid nitrogen
containers stored on board, and refilled from shore when required, but a very high
quality can be produced on board by nitrogen generators based on membrane
separation, or swing adsorption generators.
When using an oil fired inert gas generator, an oxygen level of less than 5% can
generally be obtained, depending on the quality of combustion control and the load
on the boiler. The gas must be cooled and scrubbed with water to remove soot and
sulphur acids before being supplied to the cargo tanks. But certain cargoes, for
instance chemically reactive cargoes, are sensitive to oxygen concentrations as low as
2.0% by volume.
While ensuring protection against explosion using the I.G System, several individual
systems combine to make an efficient inert gas plant whose output must be 4-8 % of
oxygen and majority of nitrogen.
One of the major components of an IG plant is its blower which acts as supplier of
inert gas to cargo holds of the ship. Without the blower the whole system will fail to
perform. An efficient IG blower is thus required to supply inert gas as per the
requirements of a cargo tanker.
Regulations and Requirements for I.G Blower
Blowers in an I.G plant must be approved by the administration and must comply
with the following:
 Minimum 2 number of blower to be fitted in I.G system.
 The capacity of each blower must be 1.25 times the overall capacity of the
cargo discharge system fitted on board. This is to ensure that Inert Gas is
always present in the cargo hold.
 Only 1 blower may be permitted by the administration if it fulfills the

requirement stated in above point i.e. capacity must be 1.25 time cargo pumps
and required spares are always available.
 A shut off arrangement must be provided in the suction and discharge

connection side of the blowers.
 Generally the blowers are used for gas freeing hence an n air inlet with
blanking arrangement must be provided. At normal operation, blanking
arrangement is to be secured.
 Cargo tanks are pressure tested at 2500 mm water gauge and 700mm water
gauge on the vacuum side. The blower pressure must not exceed the test
pressure else the tank will get damage.
 Minimum pressure to be maintained by blower is 200 mm water gauge in

cargo tank.
 There must be high temperature alarm (@ around 65 deg c) and a high

temperature trip (@ around 75 deg c) to safeguard the blower.
 The driving media for blower can be either steam or electrical power.
 The blowers must be located at aft of the cargo tanks and cargo pump room of
the ship.
Alarms and trips of boiler and IG system
Alarms in IG System

a. Scrubber High Level
b. Scrubber low level
c. Deck seal High level
d. Deck seal low level
e. High O2 Content
f. High blower casing temp.
Trips in IG System
a. High Casing Temp. trip
b. Low lube oil pressure trip.
c. Low/ no flow scrubber water
d. Low / no flow deck seal water.
e. High boiler pressure trip.
f. Low boiler pressure trip.
Alarms in Boiler

a. Low water level Alarm
b. Too low water level alarm.
c. High water level alarm
d. High fuel oil temp. alarm.
e. Low fuel oil temp. alarm
f. Low boiler pressure alarm.
Trips in Boiler

a. Low Low level water trip
b. High boiler pressure trip.
c. Flame failure
d. Low fuel oil pressure trip.
What is the normal IG deck pressure maintained in the cargo tanks ?
700 to 800 mm of Water Column
What is the low pressure setting for IG and what happens if there is a low
pressure ?
Low pressure alarm is at 200 mm of Water Column. Low low pressure trip is at 100
mm of Water Column. At this pressure cargo pumps are tripped.
What is high pressure setting ?
When IG pressure reaches 1200 to 1300 mm of Water Column, recirculation valve

for IG opens .
What is pv valve lift setting ?
Pressure vacuum valve operates at 1400 mm of Water Column and at a vacuum of

-250 mm of Water Column.
What is pv breaker lift setting ?
PV breaker operates at 1600 to 1800 mm of Water Column and at a vacuum of

-400 mm of Water Column.
How much pressure a cargo tank can withstand ?
Cargo tank is normally tested to a positive pressure of 2500 mm of Water Column

and negative pressure of -750 mm of Water Column.
How to convert mm of Water Column to bar ?
1000 mm of Water Column = 0.0980665 bar
For practical purposes we can take 1000 mm of water column = 0.1 bar
BLOCK AND BLEED arrangement
On chemical tankers which carry water sensitive ( like meg fg ) and water aggressive
cargoes ( sulphuric acid )-- it is obvious that ship cannot have a deck seal with water
medium.
If cargo vapours enter the nitrogen membrane system/ CMS system -- the plant will
be damaged.
Hence Nitrogen plants piping system will have a Block and Bleed arrangement.
Company policy requires that the Block and Bleed valves, be require properly
maintenaned at regular intervals and all the valves (Regulating valve, Block valves,
Bleed valve, Non-Return valve and the Deck Main Isolating valve) be regularly
tested for proper operation and tightness.
Unlike the fool proof deck seal, this arrangement requires close monitoring and
testing alarms for safety.
When chemical tankers with a Nitrogen plant carries both chemical and Annex 1
cargoes, a BLOCK AND BLEED arrangement is used instead of a deck seal, to
prevent backflow from cargo tank into IG plant and safe non-cargo spaces.
It is an arrangement consisting of two shut-off block valves in series with a venting

to atmosphere bleed valve in between (double block and bleed). It is between the
DMV and the GRV . The operation of the valves is to be automatically executed.
Signals for opening/ closing is to be taken from the process directly, e.g. inert gas
flow or differential pressure. Alarm for faulty operation of the valves is to be
provided, e.g. the operation status of “Blower Stop” and “supply valves open” is an
alarm condition”.
The size of the bleed valve should be such that it will not allow pressure build-up
from back-flow of hydrocarbons in the event that the block and bleed arrangement
and the non return valve) fail to achieve their function. Block and Bleed arrangement
is triggered by zero flow condition. The differential pressure arrangement will sense
the difference between the pressure in the line upstream of the pressure regulating
valve and the pressure in the IG main.
If the pressure in the IG main is higher than the pressure upstream of the control
valve, the system will close the gas regulating valve and shut down automatically.
Indication of this condition should be provided in the Engine Control Room and the
Cargo Control Room. The measuring points should be arranged to preclude bypass of
hydrocarbons from the tanks into the engine room via the sensing lines by, for
example, using secondary 3 to 15 p.s.i. loop signal in lieu of direct signal or by using
other suitable electronic sensors. A timing mechanism, providing a few seconds
delay, should be included into the starting sequence to permit the blower to start
while the pressure in the tanks is higher than the pressure at the blower discharge.
Q. What is significance of deck line? Can it be changed ? Why do limits of load

line changes and who governs this changes ?
Samuel Plimsol is the person who has a great contribution to the maritime industry.
Long back the ships used to sail fully loaded and with hardly any freeboard. These
ships were also known as Coffin ships. Coffin ships because these ships were over-
insured and it was more beneficial for the owner if the ship sinks. He would load the
ship with hardly any freeboard and these ship would obviously sink in usual bad
weather.
Samuel Plimsol worked really hard to pass a bill in the British parliament for
minimum freeboard to maintain for the ships. The words "plimsoll marks" were
derived from his name.
The point is that it is so important to have a minimum freeboard for any ship.

Loadline convention gave a way to calculate the minimum freeboard for a ship and
plimsol marks are marked on the sides of a ship as per the loadline convention.
But why do we have the deck line ? What is its significance ?
When we say "freeboard", from what point we need to measure the freeboard ?
Can we say we should measure the freeboard from the top most point of the side
plating ? If it was so, I as the owner can increase the fish plate height and will be able
to load more cargo. Does increasing the height of the fish plate make the ship more
seaworthy ? Absolutely not.
So here the Deck line comes into picture.
The deck line is a horizontal line marked amidships on each side of the ship. Its upper
edge shall normally pass through the point where the continuation outwards of the
upper surface of the freeboard deck intersects the outer surface of the shell plating.
In Simple words, Deck line is line from where freeboard is measure and is drawn at a
point on midship where deck plate meets the side shell plate.
The deck line is fixed and marked when the vessel is built in the yard. It is not
changed during the life of the ship. The deck line marking is 300 mm long and 25
mm in width.
Q. Why Do loadline changes on ships ?
There can be many reasons why loadlines are changed on ships with dual loadlines.
Let us discuss two of these reasons.
1. To avoid some of the requirements
Imagine there is an Oil / chemical tanker of 22000 T deadweight. This ship has
been carrying chemical for whole of its life. The vessel do not have inert gas system
as chemical tankers are not required to have one (though this requirement has
recently changed).
Now suddenly the ship has to load oil cargo. As per SOLAS oil tankers of more than
20000 deadweight need to have inert gas fitted.
The easiest solution for the ship owner is to increase the freeboard and reduce the
deadweight of the ship to 19999. Now the ship will not need to have inert gas system
on board and ship can load the oil cargo.
As class issues the load line certificate to the ship, to change the loadlines, ship owner
need to make a request to the class to attend the vessel for change of loadline.
2. To enter a port with deadweight restrictions
Many ports of the world has limitation on the size of the ship they can berth. If a ship
does not fit in that range, ship owner can reduce the deadweight of the ship by
changing the loadlines. This way ship would be fit to enter and berth in that port as
now the official deadweight of the ship would have changed.
The ship’s weight, for all normal purposes would not change as much, but the
different densities mean that the pressure would vary from seawater to freshwater,
and so the immersed volume and draughts would change accordingly. The vessel
would float to deeper depth in fresher water than in seawater. Now from certain
calculations, we can find out the depths for each climatic or geographic condition
directly from one primary load line. This primary load line as in almost all cases is
the Summer load line. Together these are a shorthand representation of the freeboard
of the same ship in different seas on Earth.
Q. Correction to ship freeboard.
Type ‘A’ vessel: Aship that is designed to carry only liquid cargoes in bulk,
and in which cargo tanks have only small access openings, closed by watertight
gasketed covers of steel or equivalent material.
The exposed deck must be one of high integrity.
It must have a high degree of safety against flooding, resulting from the
low permeability of loaded cargo spaces and the degree of bulkhead subdivision
usually provided.
Type ‘B’ vessels: All ships that do not fall under the provisions for Type ‘A’
vessels. For these ships it may be based on:
.
Type (B-60) vessels: The vessel must have an LBP of between 100 and
150 m. It must survive the flooding of any single compartment (excluding
the machinery space). If greater than 150 m LBP, the machinery space must
be considered as a floodable compartment. A typical ship type for a Type
(B-60) vessel is a bulk carrier.
Type (B-100) vessels: The vessel must have an LBP of between 100 and
150 m. It must survive the flooding of any two adjacent fore and aft compartments
(excluding the machinery space). If greater than 150 m LBP, the
machinery space must be considered as a floodable compartment. Such a
vessel may be classified as a Type ‘A’ vessel.
Certain formulae are used to correct this freeboard accounting for block co-efficient,
height of superstructures, etc. For the purpose of such calculations, ships have been
classified as type A & B. There are certain factors which decide this like the type of
cargo, watertight spaces, permeability of cargo compartments, etc.
Correction to freeboard are -

1) Depth correction
2) Cb correction
3) Bow height correction
4) Superstructure correction
5) Sheer correction
6) Strength correction
Q. Loadline
The loadlines and freeboard deck line must be painted in white or yellow
on a dark background, or in black on a light coloured background. The letters
on each side of the load Line disc, indicating the assigning authority,
should be 115 mm in height and 75 mm in width.
SUMMER LOAD LINE (S)
This is the primary load line from which the other load lines are derived, the
International Maritime Organization under the Load Lines Convention specifies
certain rules for calculation of freeboards and their implementation under supervision
of classification societies and flag states. This load line mark’s position depends on
many factors such as length of ship, superstructures, terms linked with overall raking
of the fore body, safety of crew, block coefficient and so on. These have
been standardized and can be obtained from Freeboard Tables which look somewhat
like this.
Fresh Water Allowance (FWA)
When a vessel is floating in water, the underwater part of the hull displaces a quantity
of water which is equal to the weight of the vessel. The hull actually displaces a
volume of water measured in cubic metres, which is equal to the underwater volume
of the hull.
FWA is measured as the distance between the top of the Summer (S) line and the top
of the Fresh (F) line.
When a vessel loads in a brackish waters harbour, the specific gravity of the dock
water must be tested with a hydrometer. The amount that the summer load line can be
immersed is then calculated as a percentage of the FWA. The example below shows a
vessel with a FWA of 50cms loading in dockwater of SG 1005. This water is only
four fifths fresh so the vessel can only use 40 cms of its 50cms FWA if it must float
at the summer loadline out at sea.
SEAWATER – 1025 – 20
DOCKWATER = 1005 = = 4 x 50 = 40
25
SEAWATER – 1025 – 5
FRESHWATER 1000
F is the Fresh watermark.

F watermark is W/(4 _ TPCSW) or 1/48 of the Summer load draft above the
S mark. W and TPCSW are values applicable at the Summer load water line.
TF is the Tropical Fresh watermark and is the (T _ F) marks above the S mark.
W is the Winter watermark. It is 1/48 of the Summer load draft below the
S mark.
WNA is the Winter North Atlantic watermark. It is not marked on the ship
sides for a vessel equal to or more than 100 m freeboard length. If the vessel
is less than 100 m floodable length, then the WNA is placed 50mm below the
W mark.It is required as per these three factors being:
1. Time of year.
2. Geographical location of the ship.
The tropical, summer and winter are the marks which must not be submerged when
the vessel is trading in a designated tropic zone, summer zone or winter zone.
The names of the zones are only loosely related to the seasons of the year. It is
possible to have summer zones in winter and vice versa.
Bad sea and weather conditions are associated with winter zones; better weather with
summer zones, and good conditions with tropical zones. As a result, a greater
freeboard is required for the bad weather zones than for the good weather zones.
3. LBP the ship, relative to a demarcation value of 100 m.
Q. Draft surveys
In addition to the association with reserve buoyancy and stability, load lines make it
possible to determine, with reasonable accuracy by draft survey, the amount of cargo
on board a ship.
A draft survey is used to determine the weight of any materials being loaded into or
discharged from a vessel. It measures the displacement of the water both before and
after the loading or unloading, with the resulting difference between the two
displacements representing the weight of the cargo. A draft survey is based on solid
mathematics but usually involves one of the ship’s officers gauging the draft of the
vessel from visual reference to the vessel’s forward, amidships and aft draft marks
along with the estimation of any list the vessel may have
Q. Tonnes per Centimetre Immersion (TPC)
As weights are loaded on board a vessel, it will gradually sink lower in the water.
The amount of weight which will sink the vessel 1 cm deeper in the water, that is, the
weight which will increase the draft by 1 cm is called the tonnes per centimetre
immersion (TPC).
Q. What is Noon Report On Ships and How Is It Prepared?
A noon report is a data sheet prepared by the ship’s chief engineer on a daily basis.
The report provides the vessel’s position and other relevant standardised data to
assess the performance of the ship based on its speed and environmental forces
including weather conditions.
Noon report is also used by ship managers to assess the difference in the performance
of the vessels or between two similar types of ships (sister ships) to outline solutions
for underperformance or possible issues.
The chief engineer is responsible for preparing the noon report and it is sent by the
master to the company and shore management at a fixed time on daily basis
(normally it is sent during noon, hence it’s called noon report).Deck officer (normally
2nd officer) assists the chief engineer in providing the required data, which are used to
complete the noon report. The master has the overall responsibility to ensure that the
noon report is sent to the company on time.
Below is a general overview of the content of a noon report and how they are
recorded:
 Ship’s Name: Name or Call sign of the ship

 Voyage number: Every noon report comes with the current voyage number
where the ship is plying
 Date of the report: Date of noon report
 Time of the report: Time of noon report. Chief engineer and ship staff must
ensure that the the noon report is sent daily at same time
 Position of the ship : The position of ship taken from GPS of the ship in
Latitude and Longitude at the time of noon (or time of report preparation)
 Average speed done since last submitted noon report in knots: The average
speed is calculated out from the net speed of the ship in knots since last noon
report
 Propeller Slip: The total revolutions of the propeller from noon to noon is
obtained using revolution counter. The engine distance can be calculated using
the pitch of the propeller provided by the manufacturer. For calculations,
please read this article.
 Average RPM: Average RPM Of the propulsion engine/ engines

 Wind Direction and wind force: The force and direction of the wind
 Sea and swell condition: General sea and swell condition at the time of report
preparation
 Distance to Next Port of call/ destination: The distance which the ship needs to
cover to reach the next port
 Estimated Time of Arrival: The Deck officer will calculate the ETA for the
next port of call
 R.O.B : Following “Remaining on board” are prepared by the chief engineer
where he/she takes account of either all Fuel oil/lube oil/water present on board
ship or excluding the oil/water which are in the daily consumption or service
tanks to keep a safe margin
o Fresh Water in MT
o Fuel Oil in MT
o LSFO in MT
o Diesel oil in MT
o LSDO in MT
o Lube oil for ME in MT
o Lube oil for Generator in MT
o Hydraulic oil in MT
Use of Noon Report:
The noon report is used to analyse the following parameters and performance:
– Consumption of fuel and lube on daily basis

– Total weight of cargo carried
– Distance covered from last port
– Distance to be covered for next port f call
– Time taken to complete the passage
– Time taken for port operation
– To order fuel/ lube oil as required
– To order fresh water as required
– To calculate the Energy Efficiency Operation Indicator
The noon report is one of the important documents on board ships that is recorded ad
used for future references.
Q. How to find the propeller slip

Mean Apparent slip = Distance run by propeller - distance run by ship per day
Distance run by propeller
Distance run by propeller in nautical miles = Pitch(m) x total engine revolution per day
1852
PROPELLER SLIP:-
When the vessel is moving ahead the propeller exerts pressure on the water to create
the forward motion. propeller slip occurs because water is not a solid medium and
there is some slip related to it.
Slip may be considered as the difference between the speed of the vessel and the
speed of the engine. It is always expressed as a percentage.
Propeller Slip = Actual forward speed/ Theoretical forward speed.
The calculated value of slip will be increased when the wind and sea are ahead and if
the vessel has a fouled bottom. The differing values of slip are especially noticeable
after a vessel has been cleaned in drydock.
Theoretically a vessel should never have negative slip, but this may occur in one or
more of the following conditions:-
- A strong following sea.
- A following current or a strong following wind.
Example:- During 24 hrs of a period ship's propeller shaft was observed to turn 87
RPM. the pitch of the propeller was 3.8 m. the observed ships speed over ground was
10 knts. Calculate the value of the propeller slip during this period. ( A nautical mile
equals 1852 m.)
Solution:
Slip (percent) = Engine distance - ship's distance/ Engine's distance X 100.
Engine distance = Pitch X RPM X 60 X 24 / 1852.
= (3.8 X 87 X 60 X 24)/1852
= 257.054.
Ship's distance = 24 X 10
= 240.
Therefore slip = (257.054-240)/257.054 x 100
= +6.6%
Q. How many members in WHO and What WHO does?
The World Health Organization is currently composed of 193 members, of which 191
are independent countries and members of the United Nations.
The other two members are the Cook Islands and Niue, which are territories of New
Zealand.
The World Health Organization (WHO) is the world’s leading organization devoted
to the improvement of the health of the world’s nearly seven billion people.
Headquartered in Geneva, Switzerland, the World Health Organization is affiliated
with the United Nations.
Function Of WHO are
-It links developing and develpoed countries in matters of health.

-It funds health projects in developing countries.
-It makes health policies which are to be adopted by countries.
-It regulates the provision of health services.
-It is involved in disease surveillance and monitoring.
-It is involved in health education and promotion.
-It works with governments of countries to promote health activities.
Q. UNITED NATION?
The United Nations is an international organization designed to make the

enforcement of international law, security, economic development, social progress,
and human rights easier for countries around the world. The United Nations includes
193 member countries and its main headquarters are located in New York City.
The main function of the UN today is
1) to maintain peace and security for all of its member states. Though the UN does
not maintain its own military, it does have peacekeeping forces which are supplied by
its member states.
2) to protect human rights

3) helps to improve judicial structures and draft constitutions
4) provides food, drinking water, shelter, and other humanitarian services to peoples
displaced by famine, war, and natural disaster.
Q. Double evaporation boilers
A double evaporation boiler uses two independent systems for steam generation and
therefore avoids any contamination between the primary and secondary feedwater.
The primary circuit is in effect a conventional watertube boiler which provides steam
to the heating coils of a steam-to-steam generator, which is the secondary system.
The main reason for the adoption of this design of boilers is to allow use of modern
high efficiency watertube boilers witghout fear of damage through contamination by
cargo or fuel oils.
The basic design consists of a D-Type boiler design upon which is mounted a
Steam/Steam generator drum. The steam generated by the main boiler heats water in
the Steam/Steam generator which produces steam requirements.
The primary drum is initially filled with high quality feed water and suitably dosed.
The main reason for the adoption of double evaporation boilers in tankers are
concerned of damage caused by oil and sulphur which enters the feed
systems through leaky steam heating coils used for heating the oil in cargo
tanks.
Q. M/E detection of piston overheating in a marine diesel engine ?
Reason of piston running hot and how to avoid

Piston forms the lower part of the combustion chamber in a marine diesel engine. It
seals the cylinder and transmits the gas pressure to the connecting rod. The piston
absorbs heat of combustion and this heat must be conducted away if the metal
temperature is to kept in safe limits.
Below are the most common reasons of Piston running hot :
i) Inadequate circulation of cooling media and or supply not sufficient

ii) Excessive deposit in cooling space (scale or carbon)
iii) Lubrication not sufficient
iv) Faulty piston ring : clearance inadequate. Too high temperature top ring groove
area – blow by.
v) Distorted cylinder liner
vi) Misalignment of piston
vii) Overloading of unit – excessive fuel
viii) Excessive water content in fuel
ix) Insufficient air from turbocharger or manifold
x) Late injection of fuel – timing or fault injectors
xi) Engine running slow speed – full flow of coolant not maintained
Action
1) Slow down the engine to a very low speed but NOT complete shutdown. This
results in considerable reduction of heat in the relevant piston.
2) Since not all pistons would likely develop this fault simultaneously (unless you are
totally out of luck that day) so first identify the particular cylinder in which the
problem has occurred using parameters such as temperatures, sound etc.
3) The fuel supply to the affected cylinder should be cut-down from the fuel pump
4) Lubrication to that cylinder should be increased from the appropriate arrangement
depending on the specific engine under consideration
5) Only stop the engine when it is sufficiently cooled to avoid any thermal stresses.
Even after stopping the turning gear should be used to keep it moving for some time
while cooling and lubrication is continued.
6) Finally the piston needs to be dismantled and checked and this is a detailed
procedure which we might take up in future
Symptoms and Causes of Exhaust Gas Temperature Rise

Any rise in the exhaust gas temperature outside the standard range has a great effect
on the life of the exhaust valve and also on the wear of the piston rings and the
cylinder liner. It is therefore important to be aware of the various symptoms and
causes for an exhaust gas temperature rise in order to ensure that the temperature
stays within in the safe zone. We have listed some of the most common causes here:
1. Increase in Engine Load
- The fouling and the deformation of the ship's hull can increase resistance to a
fairly great extent; liable to increase the engine load.
- Damage to propeller blades due to drifting wood or going aground, can subject
the engine to an increased load.
2. Fuel Valve/Supply
- Exhaust gas temperature rises due to the enlarged nozzle hole of the fuel injection
valve due to poor maintenance or inferior HFO supply.
3. Exhaust Valve Passing
- Valve head or seat badly damaged/worn causing blow-by of exhaust gasses on
combustion.
4. Fouling of Exhaust Gas Passageways
- Combustion products build-up on the turbocharger nozzle and the surface of turbine
blades, clogging the exhaust gas passage and reducing turbocharger efficiency.
- Clogging also increases back-pressure in the passageways to the turbocharger,
restricting the efficient removal of the gasses.
5. Fouling of the Scavenge Air Passageways
- Fouling of the air-side due to oil mist on suction casing and the diffuser of the
turbocharger.
- Clogging of cylinder liner scavenge port by combustion products.
6. Leakage of the Scavenge Air.
- Scavenge air supply can leak between the turbo-blowers and scavenge tableau,
decreasing air supply pressure to ports.
7. Scavenge Fire
- A fire occurs in scavenging chamber due to build-up of lube-oil being ignited by a
spark from a blow-by of piston rings
8. Insufficient /Unsatisfactory HFO Treatment.
- HFO requires extensive treatment through filtration, heat exchangers and
centrifuging to remove water and particles.
9. Insufficient Air Supply to Blower
- Blower compressor suction filters clogged
- Insufficient air supply to blower
10. Exhaust Valve Timing Problem
- This can be caused by timing gear slipping of hydraulic/pneumatic supply to
operating components
11. Stuck Fuel Rack
Q. How to cut fuel in MAN engine?
Running Marine Engines with Cylinders out of Operation
The engine is designed and balanced to run with all cylinders as well as all
turbochargers working. If a breakdown occurs which disables one or more cylinders,
or turbochargers, repair should preferably be carried out immediately.
One unit may need to be disabled when any of these conditions exist:
 Damage to a main component of the combustion chamber

 Damage to a crosshead or bottom end bearing on that cylinder
Precautions Before Cutting off Cylinder Unit
If immediate repair is not possible, the engine can be operated with one or more
cylinders or turbochargers out of operation, but with reduced speed owing to the
following:
 Pressure pulsations may occur in the scavenge and exhaust receivers,

which can give a reduced air supply to any one of the cylinders, and as a
result cause the respective exhaust temperatures to increase. The fuel pump
index for these cylinders must therefore be reduced to keep the exhaust
temperatures (after valves) within prescribed limits.
 Since the turbochargers will be working outside their normal range,
surging may occur. This can generally be remedied by “blowing off” from the
scavenge air receiver.
 If more than one cylinder must be cut out of operation, and the engine has
two or more turbochargers, it may be advantageous to cut out one of the
turbochargers.
 When cylinders are out of operation, governor hunting may occur. When
this happens, the fuel pump index must be limited by operating the electric
governor on “index control”.
 With one or more cylinders out of operation, torsional vibrations, as well
as other mechanical vibrations, may occur at certain engine speeds. Should
unusual noise or extreme vibrations occur at the chosen speed, the speed must
be further reduced.
 If the engine is to be run for a prolonged period with cylinders out of operation,
the engine builder should always be contacted in order to obtain advice
concerning possible recommended barred speed ranges.
Procedure for Cutting off Cylinder Unit
The following sequence would be carried out for ships which use the MAN B&W
slow speed engine:
1. Stop engine, isolate systems and allow to cool

2. Ensure a procedure is written that minimises the risk to personnel during
the operation.
3. Discuss the task and written procedure with the engine room personnel to
ensure they are familiar with the risks, and the methods to be used to
minimise these risks.
4. Ensure the fuel pump is de-activated by lifting roller and locking.
5. Lift exhaust valve actuators so exhaust valve remains closed during
running. (Note: the air spring supply to be left open)
6. Dismantle air start supply line, and blank with suitable steel plates, the main
and control air pipes
7. Blank off main lube oil inlet to crosshead within the crankcase with a blanking
plate.
8. the cylinder lubricator for that cylinder should be there if piston is not
removed.
Difficulties During Manoeuvring
When one engine cylinder is isolated, then one problem that may occur is a “dead
spot” during manoeuvring. This is due to the air start valve being isolated for that
unit, and is more likely when a smaller number of cylinders are present. The Master
must be informed that this could occur, and the remedy would be to kick the engine
in the opposite direction, and then restart in the required direction.
Lifting of Exhaust valve actuator
Q. Main Engine liner cracked and action as CE?
The engine cannot be run long in this condition. The leaking water is finding its way
into the lubricating oil. The liner has to be changed.
The most logical step to take then is to isolate the faulty cylinder. It can be done.
1. Stop engine, isolate systems and allow to cool

2. Ensure a procedure is written that minimises the risk to personnel during
the operation.
3. Discuss the task and written procedure with the engine room personnel to
ensure they are familiar with the risks, and the methods to be used to
minimise these risks.
4. Ensure the fuel pump is de-activated by lifting roller and locking.
5. Lift exhaust valve actuators so exhaust valve remains closed during
running. (Note: the air spring supply to be left open)
6. Dismantle air start supply line, and blank with suitable steel plates, the main
and control air pipes
7. Blank off main lube oil inlet to crosshead within the crankcase with a blanking
plate.
8. Isolate the cylinder lubricator for that cylinder by placing all lubricators on
no stroke.
9. blank cooling water inlet and oulet.
The usual practice is to open up the cylinder head, remove the piston, and close back
the cylinder head. All the passages that are connected to other parts of the engine will
have to be blanked, so that the whole cylinder is completely isolated from the engine
systems.
Since there is no piston in one of the cylinders of the engine, the crankshaft will be
temporarily off-balanced. The engine has to be run at a much slower speed to avoid
excessive vibration and unnecessary stress that can cause further damage.
Q. Ship emergency response service
Requirements and guidelines

Enrolling with SERS meets and exceeds the following:
Legislation Standard Summary

MARPOL
Tankers > 5,000 DWT require access
Annex I Regulation to computerised, shore-based damage
SOPEP/SMPEP
37 stability and residual structural
Annex II strength calculation programmes.
Regulation 17
Procedures must be in place to
prepare for and respond to emergency
situations.
SOLAS 74 The company should establish
ISM Code
Chapter IX [4] programmes for drills and exercises,
and within the SMS, to provide
measures for responding to
emergency situations.
System capabilities and operational

SOLAS Regulation
information is required after a
II-1/8-1
flooding casualty on passenger ships.
Legislation Standard Summary
Includes minimum recommendations
Guidelines on capabilities
for capability, scope and competency
OCIMF of emergency response
of ER providers, covering tankers, gas
services
and chemical ships.
Many companies solely use LR’s
SERS for their multi-class fleet. LR
Links with Class
has the highest percentage of other-
class ships of any provider.

These help shipowners and managers
Recommendations (no.
choose an emergency response
145) for the operation of
IACS service provider and achieve
shore-based emergency
compliance with relevant regulations
response services
and guidelines.
Local/national authorities or flag
administrations need calculations to
Recognition by be submitted by a reputable ER
Authorities and service. SERS is recognised
Administrations worldwide, ensuring that situations
requiring approval are expedited
without delay.
OCIMF guideliness for SERS
According to current regulations oil tankers must have prompt access to

computerized, shore-based damage stability and residual structural strength
calculation programs. Whilst other vessel types are not currently regulated, the
principles outlined in this paper may apply to other vessel types such as gas and
chemical tankers.
1) Appropriate location and equipment

A dedicated ERS room (or suite of rooms) should be available for use by the ERS
team at any time.
2) Access to appropriate vessel data

Vessel data should be made available by the vessel operator on inception of service
provision, (and not when the casualty occurs), so that the appropriate computerized
models of vessel can be prepared by the ERS provider. This data and associated
models can be in the form of paper and/or electronic files.
3) Emergency team capability

The service provider should ensure that the emergency team is appropriately
resourced and should be competent to assess the full range of stability and structural
strength calculations required in the event of any emergency. The provider should
establish a single point of contact for all communications. IT
assistance should be available at all times
4) Response times
Emergency response services should be available at all times. Vessel staff should be
able to contact the service, via a dedicated telephone line. The minimum time period
for mustering of the response team should be stated in the service agreement. It is
recommended that the full ERS team should be available and capable of responding
to the vessel within less than two hours.
5) Service Provider resources

The service provider should have sufficient resources (including facilities) to allow
for at least two different incidents to be handled by separate teams.
Recommended basic documentation

The quality of the Emergency Response Services depends directly on the technical
documentation available. The vessel operator should be responsible for ensuring that
vessel data is checked, validated, and maintained current
when changes are made to the vessel. The list of documents should include but
is not limited to
Key Drawings
•General arrangement drawing
•Capacity plan
•Hull lines drawing (or off-set tables)
•Midship section drawings
•Profile and decks drawings
•Shell expansion drawings
•Cargo holds structure drawings
•Engine room structure drawings
•Fore part structure drawings
•Aft part structure drawings
Q. Additional safety measures for bulk carrier.
Since the inception of merchant ships, bulk carriers have been used extensively for
transporting cargo across oceans. A wide range of commodities is carried in bulk that
includes coal, grain, ore, cement, sulphur, bauxite, aluminium, steel coils, rice, sugar
etc. Prior to the Second World War, most of these commodities were carried by
general cargo ships but as time progressed, bulk carriers came into being.
The common bulk carrier consists of a double bottom, hopper sides and deck wing
tanks used to carry ballast or cargo. Loading arrangements in bulk carriers cause high
shear forces at the end of the holds and that requires additional strengthening of the
side shell in way of the bulkheads. Hatches with large capacities are provided to
facilitate rapid loading and unloading of bulk cargo; this is in place owing to the
many voyages undertaken by a bulk carrier.
With the passage of time, bulk carriers have been improvised to enhance both the
cargo carrying capacity and safety of the cargo and crew.
However, several maritime accidents in the past have involved bulk carrier ships
mainly because of the failure of ship’s structure which resulted from deterioration of
ship’s hull, corrosion, fatigue, effects of cargo, water ingress etc. Throughout the late
1990s, the issue of safety of bulk carriers received consideration from IMO and other
regulatory bodies. The up-gradation of the integrity of bulk carriers had more focus
put on the structural hull details, stress experienced due to cargo operations, structural
and protective coatings, cargoes, maintenance and inspection of the ship structure.
Bulk Carrier Sizes

 Capesize: These are ships too large to transit the Panama Canal. The
deadweight (DWT) ranges between 80000-170000 tonnes
 Panamax: Typically between 550000-70000 tonnes
 Handysize/Handymax: This contributes to the majority of the bulk carrier

fleet and ships in this category range between 10000 to 40000 tonnes DWT
In order to safeguard from these factors, bulk carrier ships are now added to the
enhanced survey program (ESP) along with oil tanker ships. In this article, we
mention some important points that help in improving the overall safety of the ship.
Reinforcing the corrugated transverse bulkhead
Corrugated bulkheads can be seen as a transverse arrangement on the inside of the

cargo holds. The corrugated has a higher strength than a flat plate when subjected to
bending moments during cargo operations or even at sea.
Water Ingress Alarm
The water ingress alarm is in place seeing as the ingress of water may taint or corrupt
the cargo/commodity being carried on a bulk carrier. For example, SOLAS states that
“In each cargo hold, giving audible and visual alarms, one when the water level
above the inner bottom in any hold reaches a height of 0.5m and another at a height
not less than 15% of the depth of the cargo hold but not more than 2.0 m”. Also,
check and maintain water ingress alarm in the area located at the forward of the cargo
area.
Hull Survey
A complete hull survey of bulk carriers as per IACS condition to maintain the
strength of the ship’s hull. This is done as per the ESP and ensures that the IACS
standards are complied with.
Avoiding Deck Wetness
Being exposed to the sea at all times, it impossible to have a dry deck at any given
second! However, what can be done is that the deck can be kept dry to an extent that
is practically possible. Protection from the weather in general and the spray is
essential to the carriage of cargo on a bulk carrier. Increasing the Integrity of fore-
deck fittings on bulk carriers to avoid the problem of deck wetness i.e. flowing water
on ship’s deck due to rough weather, also known as green water loading
Fitting Bulwark
Bulwark is the extension of a ship’s sides above the level of the deck. Not only does
it fulfil the purpose of strengthening but it also prevents the outflow of water or, God
forbid, oil! The planking along the sides of a ship, above the upper deck and below
the gunwale, also protect the crew from falling overboard. Fitting of suitable bulwark
in the fore part of the ship as per the requirement to avoid green water condition
Reinforcing Hatch Cover
Hatch covers are the primary arrangement for protecting the cargo being carried
onboard; also, to maintain the watertight integrity as well as to protect the cargo from
the sea, sun and the weather in general. During cargo operations in port (or at
anchor), hatch covers are opened and closed often which means that they should be in
optimum working condition. The most common type of hatch cover is the McGregor
hatch. Reinforce the hatch cover which is located at the forward of the ship within
0.25L, where L is length of the ship.
Hatch cover strengthening on existing bulk carriers
Existing ships will not be required to replace or reinforce their hatchcovers forward
of 0.25L.
Maintain Water Tightness
Maintaining water tightness of all the hatch covers to avoid water ingress. This can be
done by the use of Ramneck hatch cover tapes used for good sealing of hatch covers.
A fire hose may be used on high pressure to subject the hinges to a water jet at full
force that can be used to determine the watertight integrity of the hatch.
Double Skin Side Shell Frame
Side shell frame to be double skin ensuring extra safety in case of structural damage.
In layman terms, if one layer is compromised or breached, there is another layer to
ensure that the hull is not entirely breached which might result in a lot of damage to
the ship and its contents
Double Hulls
Double side-skin (DSS) construction for new builds over 150 m LOA will be
required, probably after 2007. No decision was taken on the minimum width of the
double hull space or any other specifications.
Cargo Hatch Cover Alarm
Installation of an alarm system for opening and closing of hatch cover for additional
safety. When there is sudden downpour in port it is essential to close the hatch swiftly
to ensure that the cargo does not get tainted due to the water. The presence of an
alarm system is essential for the safety of crew as well as the cargo
Anti Corrosion Paint
A good anti corrosive coating on the ship’s structure to avoid damage due to
corrosion. The ship is subjected to great stresses from the sea which might result in
causing the structure to reduce in strength. Not just the hull, but the entire vessel is
vulnerable to constant forces of nature (as well as internal stresses due to the cargo)
which renders the anti corrosive paint essential to the structural integrity of the
vessel. It is important to remember that whichever part is being painted must be de-
rusted and cleaned prior to such application. Painting on top of rust is only going to
add to the misery later on!
Free Fall Lifeboat
A free fall lifeboat is now a requirement in all bulk carrier ships. All crew must know
the emergency evacuation procedure from free fall lifeboat. Aside from the launching
and evacuation procedure, the system holding the lifeboat in places such as the davit,
gripes and other such moving parts must be maintained regularly so that they do not
get jammed when they need in case of an emergency.
Immersion suits - Required on all ships.
Free-fall lifeboats -Will be required for all new ships
3) NOx and SOx? how
1. SOx
This is one of the components that Annex VI aims to reduce from burning of ship’s
fuel.
SOx is the short form of Sulpher oxides and the most common sulphur oxides gases
are Sulpher dioxide (SO2) and sulphur trioxide (SO3).
In the third IMO Green house gases study, MEPC noticed that shipping contributes to
the 13% of the total SOx emissions.
When averaged for the years 2007 to 2012, a total of 11.3 million tonnes of SOx
gases were emitted from the ships.
The question is, how SOx emission from the shipping can be reduced.
And there are only two possible ways
 Burn less or no fuel

 Use fuel containing as low sulphur as possible
Though optimizing speed for better fuel efficiency is encouraged by all the
stakeholder, it is something that cannot be enforced upon.
The thing that can be enforced is the use of low sulphur fuel on board ships.
MARPOL Annex VI does exactly that.
As per regulation 14 of the MARPOL annex VI
The sulphur content of any fuel oil used on board ships shall not exceed the following
limits:
 4.50% m/m prior to 1 January 2012;

 3.50% m/m on and after 1 January 2012; and
 0.50% m/m on and after 1 January 2020.
Of course, the first limit of 4.5% m/m is no more valid as we are already past 1
January 2012 deadline.
These limits are reduced when the ship is operating within an emission control area.
 1.50% m/m prior to 1 July 2010; and

 1.00% m/m on and after 1 July 2010;
 0.10% m/m on and after 1 January 2015
Fuel Changeover procedures
When a ship is going to emission control area, it needs to change the fuel
consumption to the low sulphur fuel as required.
This change over requires that before entering into the ECA, all the components of
the fuel system must be using low sulphur fuel.
These components include

 Main engine
 Boilers
 Associated Fuel oil pumps
 Associated pipelines
Ship’s staff should be aware of the time required for this change over and how this
fuel change over is to be executed.
Marpol Annex VI requires that
Each ship shall carry a written procedure showing how the fuel oil changeover is to
be done. This shall allow sufficient time for the fuel oil service system to be fully
flushed of all fuel oils exceeding the applicable sulphur content prior to entry into an
emission control area.
Marpol annex VI also requires that record is maintained for all fuel oil change-over
carried out before entry into ECA and after exit from ECA.
The record must contain at least the following information
 Tank wise Soundings and volume of low sulphur fuel oil

 Date, time and position fuel change over started
 Date, time and position fuel change over completed
 Date, time and position of entry into ECA
 Date, time and position on exit from ECA
2. NOx
In the third IMO Green house gases study, MEPC noticed that shipping contributes to
the 15% of the total NOx emissions.
But unlike SOx, NOx gases are not generated by burning the fuel but by the process
of burning the fuel.
NOx gases are produced from the reaction of nitrogen and oxygen gases present in
the air during the combustion process.
This reaction takes place at the high temperatures which the combustion of fuel in the
engine provides.
So how the NOx can be reduced from the ship’s diesel engine?
It can only be reduced by the design of the diesel engine.
Well, I do not have a technical bone in my body so I won’t go into detail of what
design changes can produce lesser NOx.
But for the purpose of understanding the requirements of Annex VI, we just need to
know that NOx emission can be reduced by the better design of the ship’s engine.
Now there are certain NOx emission levels set by the MARPOL Annex VI. The
requirements of these emission levels are divided into three tiers.
 Tier I
 Tier II
 Tier III
A Marine diesel engine that is installed on a ship constructed on or after 1 January

2000 and prior to 1 January 2011 fall under Tier I.
A Marine diesel engine that is installed on a ship constructed on or after 1 January

2011 fall under Tier II.
Tier III requirements are
 for the ships operating in an emission control area designated for Tier III NOx
control
 for the ship is constructed on or after 1 January 2016 and is operating in the
North American Emission Control Area or the United States Caribbean Sea
Emission Control Area
Compliance with NOx emission
We have so far seen what NOx is and what Marpol Annex VI requires in terms of
NOx emissions.
But the question is, how do we know if the amount of NOx gases emitted by the
ship’s engine is within the required levels?
How do we prove the compliance with required NOx standards on board?
Compliance with NOx emission involves few parameters and records. Let us discuss
this one by one.
Engine International Air Pollution Prevention Certificate (EIAPP)
Hearing about this certificate for the first time? Get your hands on this certificate next
time you are on board.
EIAPP certificate must be present on board. And this certificate needs to be for each
of the diesel engines more than 130KW on board.
Why 130KW?
Because the NOx requirements are applicable for diesel engines more than 13oKW
power.
Now say, the ship is fitted with one main engine and three auxiliary engines
(generators). There needs to be EIAPP certificate for all these.
Now, what does EIAPP certificate certify?
EIAPP certificate is issued after the engine is found to be complying with the NOx
emission requirements during the pre-certification survey.
The pre-certification means the survey done before fitting the engine on board the
ship.
Having an EIAPP certificate on board shows that the engine fitted on board was
complying with the NOx parameters and an engine of correct specifications was
fitted on board.
International Air pollution prevention certificate (IAPP)
After the engines are fitted on the ship, the test is again done on the engines for
compliance with the NOx criteria.
This test is required because when the engine is fitted on board ships, some
changes/modifications might have been done on the engines.
This test proves that the engine still complies with the NOx requirements even after
fitting on the ship.
If the engines are found to in compliance with the NOx criteria of annex

VI, International air pollution prevention certificate is issued to the ship.
4) will you show PSC that you are complying with NOX requirement? what are three
methods to show it?
NOx on board Verification
Having EIAPP and AIPP certificates on board proves that the engine of the correct
specification is fitted on board.
It proves that when the engine was fitted on board, the NOx emissions from the
engine were within limits and as required by MARPOL annex VI.
But how can we prove that even after 10 or 20 years in operation, the ship’s engines
still comply with these requirements?
There are three ways in which ship can prove that it still complies with the NOx
requirements.
 Engine Parameter Check method

 Simplified Measurement method
 Direct Measurement and Monitoring method
 The method that the ship is certified to use for on board verification of NOx is
specified in the EIAPP certificate of the engine.
And the procedure to verify on board compliance (and using the certified method) is
provided in the NOx technical file that accompany the EIAPP certificate of the
engine.
The “simplified measurement” and “Direct measurement and monitoring” methods

are based on measuring the NOx emissions from the engine.
These two methods are rarely used for NOx on board verification.
Mostly seen is the Engine parameter check method used on the ships for NOx on
board verification. May be because of the simple principle it is based upon.
Engine parameter check method
This method is based on the principle that if the engine complied with the NOx
parameters at the time it was fitted on board, it should continue to comply if there are
no modifications/adjustment made to the engine.
And as there are absolutely no extra costs involved to use this method, this method is
most common among ship owners.
So there are few things that are required from this method that we must know.
 We must know the engine parts that contribute to the NOx emission.
Modification and adjustments of these parts must be as per the Maker’s
guidelines.
 If any of these spare parts of the engine need to be changed, it must be changed
with the original part supplied by the maker.
 Any adjustments made to these parts must be within the range specified by the
maker of the engine.
 A record must be kept of all the replacements of the spare parts and all the
adjustments made to these parts.
Durning annual, intermediate and renewal survey of the Air pollution prevention
certificate, these records, and engine parameters are checked by the class surveyor.
The international air pollution prevention certificate is endorsed or renewed on the
basis of these verifications by the class surveyor.
NOx Technical file
So I said for the NOx compliance with engine parameter check method, the
parameters of the engines need to be same throughout the life of the engine.
But where can we find these parameters for the engines fitted on board?
Where can we find the list of components that affect the NOx emission from the
engine?
These all parameters are there in the NOx technical file.
NOx Technical File is a record containing all details of parameters, including

components and settings of an engine, which may influence the NOx emission of the
engine.
So there is one NOx technical file for each engine for which an
EIAPP certificate is issued.
NOx technical file contains information about
 identification of those components, settings and operating values of the engine

which influences its NOx emissions
 Allowable adjustments on the engine
 on board NOx verification procedures to verify compliance with the NOx
emission limits during on board verification surveys
Conclusion
Marpol annex VI requires that ship must comply with the SOx and NOx emission
requirements set out in the convention.
Seafarers must be aware of how to ensure compliance with SOx and NOx emissions.
Compliance with SOx is simple. Just use the fuel with sulphur content as per the
limitation set for the area the ship is trading. Ship staff must have the procedures to
change over from high sulphur to low sulphur fuels.
The compliance with NOx is ensured if
 the ship has EIAPP certificate for each of the diesel engine fitted on board
 The ship has a valid Air pollution prevention certificate
 All the components of the engine are maintained as per the NOx technical file
provided on board for each diesel engine.
Q. Three associate member of IMO?
The three associate members of the IMO are the Faroe Islands, Hong Kong and
Macao172 member states of the IMO, which includes 171 of the UN member states
plus the Cook Islands. The first state to ratify the convention was the United
Kingdom in 1949. The most recent member to join was Belarus, which became an
IMO member in November 2016.
India has been re-elected to the Council of the International Maritime Organization
(IMO) under Category ‘B’ at 29th session of the IMO Assembly held in London.
India’s membership of the IMO Assembly supports India’s status as one of the
countries with the largest interest in international seaborne trade.
6) What is the TMON?
TMON is the Tail shaft Monitoring.
Advantages as follows.
Purpose
To offer operators the opportunity to avoid withdrawing the tail shaft if indications
show that the tail shaft and stern tube bearing and its systems are working
satisfactorily.
Benefits
1. Avoids time-consuming operations during dry docking
2. Avoids the risk of damaging to the system during withdrawal
3. Reduces costs
4. Achieves an opportunity to monitor that the condition of the stern tube bearing
and tail shaft are in good condition due to the system being followed up. When
the system is properly implemented, the crew will be able to foresee possible
damage and take preventive action
Features
This class notation is applicable to conventional propulsion systems. Tail shaft
monitoring implies monitoring of the stern tube bearing, water content of the lub oil
and litre lub oil refilled:
 The stern tube bearings are oil lubricated.
 A high-temperature alarm is fitted on the aft stern tube bearing.
 Where one interchangeable sensor is fitted, one spare sensor is to be stored on
board.
 The setting of the stern tube high-temperature alarm should not exceed 65°C.
 The sealing rings in the stern tube sealing box must be replaceable without
having to withdraw the shaft or remove the propeller.
 A system for measuring bearing wear must be fitted.
 Electrical grounding of the shafting is mandatory.
 The system must allow representative oil samples to be taken for an analysis of
the oil quality under running conditions.
A written procedure for how to take oil samples is to be evaluated.
TMON gives the owner the opportunity to leave the tail shaft in position without
pulling it out of the stern tube provided:
1. The technical requirements are met.
2. The TMON Record File is kept updated.
3. Oil samples are regularly analysed and found to be satisfactory by a recognised
laboratory.
4. All stern tube bearing temperature values are within the manufacturer's
recommended or limit values.
Q. COPT Alarms and Trips

Q. Purpose of vacuum condensor?
A vacuum is maintained in the condenser so that steam can easily flow and more
work can be extracted from the steam in the turbine.
Q. Carbon foot print?
A carbon footprint is defined as: The total amount of greenhouse gases produced to
directly and indirectly support human activities, usually expressed in equivalent tons
of carbon dioxide (CO2).
Carbon dioxide is a so called greenhouse gas causing global warming . Other

greenhouse gases which might be emitted as a result of your activities are e.g.
methane and ozone. These greenhouse gases are normally also taken into account for
the carbon footprint. They are converted into the amount of CO2 that would cause the
same effects on global warming (this is called equivalent CO2 amount).
Your carbon footprint is the sum of all emissions of CO2 (carbon dioxide), which
were induced by your activities in a given time frame. Usually a carbon footprint is
calculated for the time period of a year.
Q. How much more fuel efficient will EEDI ships have to be, and by when?
Different classes and sizes of ships will have different standards to meet. Standards
are compared to the baseline, set as the average efficiency of ships built between
1999-2009.
Phase I: an overall 10% improvement target in vessel energy efficiency applies to

new ships built between 2015 and 2019;
Phase II: ships built between 2020 and 2024 will have to improve their energy
efficiency by 15 and 20%, depending on the ship type;
Phase III: Ships delivered after 2025 will have to be 30% more efficient;
Smaller ships have different efficiency requirements for each phase.
Q. What is the impact of shipping on climate change?
The Third IMO GHG Study (2014) estimated that for the period 2007–2012, shipping
emitted 1,000 Mt CO2, equaling approximately 3.1% of annual global CO2
emissions. Shipping now makes up around 2.2 percent of world emissions of carbon
dioxide (CO2), the main greenhouse gas responsible for global warming, and that
share is forecast to rise dramatically if nothing is done to slow it. The latest update to
the study by CE Delft projects shipping emissions to increase by up to 120% by 2050
if other sectors decarbonise successfully. Under a business-as-usual scenario and if
other sectors of the economy reduce emissions to keep global temperature increase
below 2 degrees Celsius, shipping could represent some 10% of global GHG
emissions by 2050.
Q. Where we stand today after so many conferences held by IMO in relation to

GHG.
Trends in deliberations at the IMO are
Discussions related to reducing greenhouse gas emissions are being held by the
Marine Environmental Protection Committee (MEPC) at the IMO. Methods for
reducing greenhouse gas emissions discussed at the MEPC until now, and
instruments for promoting these methods are discussed. CO2 accounts for a major
part of the greenhouse gases emitted from ships.
For this reason, CO2has become a target for reduction in the international shipping
arena. In this document, “greenhouse gas” is assumed to be the same as CO2.
The emission of CO2 from ships is proportional to the quantity of fuel actually
burned on the ship and depends on the type of fuel used. Therefore, in order to reduce
CO2 either the amount of fuel used has to be reduced or the energy efficiency of the
ship (fuel consumption per activity) has to be improved. Since the amount of activity
is closely linked to the economic growth of the whole world, including that of
developing countries, discussions are being held at the IMO with the focus on
enhancing the energy efficiency of ships considering a proper balance between the
reduction in CO2emissions and economic development.
“Technical measures”, “operational measures” and “economic instruments” are being

studied as methods for reducing CO2 emissions according to recent discussions at the
IMO. The technical and operational measures mentioned here are direct measures for
improving the energy efficiency of a ship. The former are implemented by improving
the ship’s hardware (equipment), while the latter are implemented by improvements
or innovations in the operation of the ship. In contrast, economic instruments are not
meant to reduce CO2 emission directly; they may be considered as instruments that
offer economic incentives to promote implementation of the technical measures or
the operational measures mentioned above.
Technical measures
It aims to enhance the energy efficiency by hardware (equipment) improvements of

the ship as mentioned earlier. Some specific examples of the technical measures are
given below.
•Modified hull form (reduction in propulsion resistance)
•Modified propeller (enhanced propulsion efficiency)
•Energy-saving appendages on hull
•Increase in deadweight capacity by increasing the hull size
•Use of energy from exhaust heat recovery
•Use of renewable energy (wind power or solar power, etc.)
IMO has proposed the Energy Efficiency Design Index (EEDI) as the index for
evaluating the technical measures. EEDI is an index expressing the energy efficiency
of new ships, and is estimated by the equation below.
In
the equation above, the EEDI is a value calculated taking design values as
parameters, and it expresses the CO2 emission reduction potential. EEDI is likely to
be required to satisfy the IMO standard value (set according to DWT of each type of
ship) for new ships to be built henceforth.
Operational measures
Operational measures aim to enhance the energy efficiency through improvements or

innovations in the operation of the ship, as mentioned earlier
. The operational measures are applicable to individual ships. There are various kinds
of operational measures including those that go beyond the scope of efforts of
individual ship management companies and necessitate coordination with relevant
personnel. Specific examples of the operational measures are given below.
•Optimization of operational plan of individual ships and fleets
•Operation at reduced speed
•Weather routing
•Just-in-time entry into port
•Hull maintenance (for instance, reduction inpropulsion resistance by cleaning the

hull)
•Machinery maintenance
IMO has proposed the Energy Efficiency Operational Indicator (EEOI) and the Ship
Energy Efficiency Management Plan (SEEMP) as tools for promoting the
implementation of operational measures.
Of the two, the EEOI is an indicator expressing the energy efficiency
of the ship in operation, and it is estimated by the equation below.
The EEOI also expresses the CO2 emission rate of the ship, similar to the EEDI.
However, it differs from the EEDI in that it is calculated from values measured
during an actual voyage (the EEDI is calculated from the design value. As seen from
the equation above, the EEOI readily varies according to the difference in operation
(route, load, etc.), and thus it is not appropriate generally to use the obtained value for
comparison with the EEOI values of other ships.
It should be used as an indicator to evaluate energy efficiency improvement in the

same ship. On the other hand, the SEEMP is a management plan that should be used
for implementing improvements in energy efficiency by operational measures. The
plan to implement operational measures appropriate for one’s own ship is described
here. The EEOI and SEEMP are both effective tools that can be voluntarily used by
ship operators to improve the energy efficiency of their ships (that is, reduce specific
fuel consumption). During the actual implementation of the operational measures,
each ship monitors the energy efficiency of the ship, that is to say, self-monitors the
EEOI, and implements the planned operational measures according to the SEEMP.
Q. Steering gear safeties
RELIEF VALVE:
A relief valve is fitted in the system to prevent over pressure in the hydraulic system
due to shock loading of rudder. Shock loading of the rudder could occur in a variety
of cases such as bad weather.
MANUAL BY PASS VALVE:
This valve is only operated when there is a failure of the one of the systems.
ELECTRICAL STOPPER:
It stops the hydraulic pump when the position of the rudder turning is at an angle of
36o. It automatically cuts of the supply because it is the maximum turning angle of
rudder. (It normally operates at 35o angle).
MECHANICAL STOPPER:
In case of electrical stopper fails, the mechanical stopper is provided so that it stops
the tiller arm after 36o angle of rudder
Electrical motor overload alarm is at (150 % full load)
Whenever hydraulic motor or helesaw pump motor draws excessive current during
bad weather, the steering should not fail. Instead it gives an alarm about excessive
current being drawn by the motor. Continued recurrence of this alarm could mean
that the electrical motor might burn up.
POWER FAILURE ALARM:
The full power failure alarm will be raised if the power fails in black out condition.
Emergency power should be arranged with in 45 seconds and the emergency
generator .
Oil low level alarm
Phase failure alarm
Short circuit trip
Q. Duties of Indian coast Guard?

1) Ensuring the safety and protection of artificial islands, offshore terminals,
installations and other structures and devices in any maritime zone.
2) Providing protection to fishermen including assistance to them at sea while in

distress.
3) Taking such measures as are necessary to preserve and protect the maritime
environment and to prevent and control marine pollution.
4) Assisting the customs and other authorities in anti-smuggling operations.
5) Such other matters, including measures for the safety of life and property at sea
and collection of scientific data, as may be prescribed
Q. Advantages of electric propulsion?
1) A large amount of power is generated by the system and the excess power can be
utilised by supplying it to cargo pumps, fire pumps and other important auxiliary
machineries.
2) The space required for installation of electrical propulsion machinery is very less
and compact as compared to conventional system.
3) There is no direct connection of propeller shaft and prime mover and hence
transmission of severe stresses such as torsional and vibration is restricted.
4) There is more flexibility in installation of machineries.
5) It provides improved maneuverability and high redundancy
6) Environmental benefits from lower fuel consumption and emissions
7) Better comfort due to reduced vibration and noise
Disadvantages of this system are
1) The efficiency of electrical plant is less than that of conventional system.
2) The installation cost of electrical propulsion plant is much higher.
3) Different and improved training for ship’s crew as the system is completely
different from mechanical system and involves major automation.
Q. Name the convention covering mortgage?
International Convention on Maritime Liens and Mortgages, 1993 by united nation

under IMO.
what is ship mortgage - In a ship mortgage, a shipowner gives a lender (or

mortgagee) an interest in a ship as security for a loan
The maritime liens set shall take priority over registered mortgages, and no other
claim shall take priority over such maritime liens.
The Maritime liens securing claims for reward for the salvage of the vessel shall take
priority over all other maritime liens. After salvage the priority is a,b,c and d.
a) Claims for wages including costs of repatriation of crew
b) Loss of life or personal injury
c) Claims for port, canal, and other waterway dues and pilotage dues;
d) Claims based on tort (tort is a wrongful act or an infringement of a right leading to

legal liability)
Q. Life jacket types?
Two popular types of life jackets used onboard are:
Inflatable life jacket: This jacket needs inflation for buoyancy and is automatically
inflated when immersed in water. It normally consists of two different buoyancy
compartments.
Non inflatable life jacket: These jackets are fitted with buoyant materials and they
don’t need to inflate.
Q. How many life jackets should be there on a ship and its requirements?
On Passenger Ships
There must be a life jacket for every person onboard ship.
Life jacket for each child or 10 % of the total number of passenger which ever is
higher.
On Cargo ships
There must be a life jacket for all the crew and their families, if onboard.
Since officers carry their family with them, infant life jacket must be provided in
cargo ships.
The number of life jackets must be carried in excess as in case of damage to any, it
can be replaced with spare one.
The requirements (including 2010 amendments) as per SOLAS
1) Each life jacket shall be fitted with a whistle firmly secured by a lanyard.

2) Life jacket lights and whistles shall be selected and secured to the lifejacket in
such a way that their performance in combination is not degraded.
3) Each life jacket shall be provided with a suitable means to allow a rescuer to lift

the wearer from the water into a survival craft or rescue boat.
4) Jacket must not sustain burning or melting when exposed to fire for a period of 2
seconds.
5) It is clearly capable of being worn in only one way or, as far as is practicable,
cannot be donned incorrectly.
6)When jumped from a height of at least 4.5 m into the water no injury and
dislodging or damaging the lifejacket.
7)Should have buoyancy which is not reduced by more than 5% after 24 hour
submersion in fresh water
Q. Life jacket testing
a) Temperature cycling test
A lifejacket should be subjected to the temperature cycling should then be externally

examined no sign of shrinking, cracking, swelling, dissolution or change of
mechanical qualities.
b) Buoyancy test
The buoyancy of the lifejacket should be measured before and after 24 h complete
submersion to just below the surface in fresh water. The difference between the initial
buoyancy and the final buoyancy should not exceed 5% of the initial buoyancy
c) Fire test
A lifejacket should be subjected to the fire test. The lifejacket should not sustain
burning for more than 6 s or continue melting after being removed from the flames.
d) Tests of components other than buoyancy materials
All the materials, other than buoyancy materials, used in the construction of the
lifejacket, including the cover, tapes, seams and closures should be tested to an
international standard acceptable to the Organization
e) Donning test
At least 75% of persons, who are completely unfamiliar with the lifejacket, can
correctly don it within a period of one min without assistance, guidance or prior
demonstration; after demonstration, all persons can correctly don it within a period of
one minute withoutassistance;
f) Swimming test - can a person swim for 25m.
g) Jump and drop test - jumping from height of 4.5 m by a person wearing life jacket.
checked for any injury and damage to life jacket. a person should hold the life jacket
hold while jumping.
h) Righting test - lift the mouth of an exhausted or unconscious person not less than
120 mm clear of the water with the body inclined backwards at an angle of not less
than 20° from the vertical position; turn the body of an unconscious person in the
water from any position to one where the mouth is clear of the water in not more than
5 s.
Q. TPC vs Draft curve
The TPC is the mass which must be loaded or discharged to change the ship s mean
draft by 1cm. When the ship is floating in salt water it is found by using the formula:
TPC = (WPA ÷ 100) x ρ
Q. Boiler survey
Boilers are inspected to maintain the regulatory requirement. Regular internal and
external examination during such survey constitutes the preventive maintenance
schedule the boiler goes through to have a safe working condition.
Interval:
Boilers require to be surveyed at 2-year intervals until they are 8 years old, thereafter
they become due for survey annually.
Procedures
Planning
Discuss with Master and Chief Engineer to confirm time available, manpower and
time required and steam requirement for next port.
Checks before shutting down boiler:
Sufficient spares (joints, packing, gauge glass, etc)
Past reports and manual for special attention need to be take care
Special Tools required
Meeting and brief with all engineers involved
Mark all valves, safety valve setting and spigot clearance
Before shutting down boiler
Inform Chief engineer
Inform duty deck officer
Top up DO service tank
Change over M/E, A/E and boiler to Diesel oil
Stop all purifier
Shut all heating and tracing steam valve
Soot blow the boiler
Shutting down Boiler
Change over to manual firing
Stop firing
Purge boiler for 5 minutes
Shut main steam stop valve
Switch off power, off the circuit breaker and remove fuses for FD fan, FO pumps,
feed pumps and control panel.
Put a notice on the circuit breaker mentioned above

Shut all fuel valve and atomizing valve and lock them in shut position, blank the line
if necessary
Allow boiler to cool down slowly
Scum blowdown follow by bottom blowdown when the boiler cooled
Open air vent when boiler pressure drop until 2 bar to prevent vacuum formation
Further cooling of boiler
Prepare to open top manhole door when boiler is cooled and at atmospheric pressure
Slacken the dog nut and secure manhole with rope
Knock manhole door gently with long stick. Do not open fully because hot steam or
water might gush out.
Open full when is safe
Allow further cooling of boiler before open the bottom manhole door. This is to
prevent thermal shock
Confirm no large quantities of hot water lying in the bottom
Open the bottom manhole door with the same precaution as with the top manhole
door
Open the furnace door slowly
Ventilate the boiler both water and fire side for 12-24 hours
Enclose space entry permit obtained
Check Oxygen, flammable gas and toxic gas content
Prepare to entry
Preparation for entry
Prepare safety torch and safety hand lamp
Investigate from outside make sure it is clear from obstruction before entering boiler
Oxygen analyzer is carry with the person entered boiler
Personnel entering must wear all safety gears
Clear pocket contents and tools to be carried in a bag and accounted

A responsible engineer to be standby outside with clear emergency order
Keep breathing apparatus ready
Remain communication
Ensure proper lighting at all time
Boiler Inspection
Thoroughly cleaned before boiler is surveyed
Wire brush and hose down may be sufficient to prepare for survey in well maintained
boiler
Chipping off scale is necessary
If traces of oil are found in boiler, chemical means may have to be adopted to remove
them
Route of inspection
i. Gas Side
Exterior of drums for signs of tube roll, leakage, corrosion, soot erosion and
overheating
Condition of outside drum insulation
Drum seals for sign of air leakage
Inspect drum support for crack and expansion clearance
All blowdown connections for expansion and flexibility of support
All piping and valve for leaks
Water wall tubes and fins for crack
Exterior of all tubes for corrosion, carbon build up, erosion, blisters and sagging
Tubes near soot blowers for steam impingement
Condition of refractory
Around burner assembly, refractory and accumulation of soot or carbon
Soot blower for distortion, worn bearings, rubbing of tubes, condition of nozzles,
cracks, freedom of movement and effective lubrication
ii. Water side
Steam drum for corrosion scaling and pitting
Manhole seats and surface
Condition of all fee, chemical feed, blowdown lines and inside pressure parts for
choking, security and leaks
Tubes for corrosion, excessive deposits, flare cracking and pitting
Hand hole plates and stud threads
iii. Safety Valve
Condition of valve internal parts for signs of corrosion, galling and wear
Check for pitting, crack, resiliency and condition of springs
Check spindle for straightness and adjusting ring thread for freedom of movement
Check discharge and drain piping
iv. Check dampers to ensure that linkage are secured and well greased
v. Condition of burners, swirler and air register
vi. Wind-box dampers and vanes for sign of corrosion and erosion
vii. Check condition and operation of all valve
viii. Check feed water controller and control valve connection lines and ensure
proper functioning
ix. Examine the foundation and bracing bolts of boiler for corrosion, fretting
and rusting
Closing
Inspect internal surface to ensure they are clean
Counter check all tools are out from boiler
All opening of the mounting are cleaned properly
Mountings to be fixed back with new set of gasket/joint
Replace the header handhole and the bottom manhole door
Operate all mounting valves to ensure they work freely and leave all valves in close
position
Replace top manhole door
Sootblower are correctly fitted
Air control dampers move freely for their full travel
Preparation flashing up:
Open gauge glass steam and water cocks and shut drain cock
Open vent, alarm and pressure gauge connection valve
Shut all drain valve
Switch on power for control panel, feed pump, FD fan and FO pump
Fill boiler with hot distilled treated water
Fill until water level below normal level
Check control air is available
Flashing Up
Start FD fan and purge boiler for 5 minutes
Start FO pump and check all parameters
Fire boiler with minimum firing ratio
Continue firing intermittently e.g. 1min. fire, stop 10min. for 1st hour, 2min fire, stop
10min. for 2nd hour and so on….
As boiler heats up, water level will rise to normal level, top up if necessary
Continue fire until a continuous stream of steam comes out from air vent
Shut air vent
Blow through gauge glass when boiler pressure raised
Open valve to remote level indicator
At 7 bar, all securing buts to be retighten
Open steam line drains to drain off condensate
Starting the boiler for a normal operation:
Warm up the steam line

Gag 1 safety valve, raise the steam pressure slowly and check safety valve operation
and if need adjust it.
Repeat the procedure for other safety valve
Ensure no condensate at the drain line
Crack open main steam stop valve, slowly open until its full open
Keep firing as steady as possible
Check all safety cut outs and alarms before putting boiler on Auto
Final round check on boiler
Start tanks and tracing steam heating
Open steam to all heaters
Start all purifier
Change over from DO to HO for boiler and Generator
M/E change over during departure
EGE Safety valve
C/E to set the safety valve when the ship is at sea
Report to surveyor in writing to confirm safety valve operation

Q. P&A manual
Procedures and Arrangements Manual

1. Every ship certified to carry substances of category X, Y or Z shall have on board
a Manual approved by the Administration.
2. The main purpose of the Manual is to identify for the ship’s officers the physical
arrangements and all the operational procedures with respect to cargo handling, tank
cleaning, slops handling and cargo tank ballasting and deballasting which must be
followed in order to comply with the requirements of this Annex.
3.Description of the ship’s equipment and arrangements
4.Cargo unloading procedures and tank stripping
5.Procedures relating to the cleaning of cargo tanks, the discharge of residues,
ballasting and deballasting
6. Ventilation procedures
Q. Where is drug and alcohol mentioned in IMO.

It is mentioned in STCW code.
Other than IMO , it is also mentioned in ILO.
Q. Material used for hull

steel is used.
Property Grade A Grade B Grade D Grade E

% of Carbon 0.21 max 0.21 max 0.21 max 0.18 max
Ultimate Tensile
Strength 400-520(same for all)
(N/mm2)
Yield Strength
235
(N/mm2)
% Elongation 22
Temperature at which
Impact test is done (deg NA 0 -20 -40
Cel)
High Tensile Steels (HTS)
Nowadays HTS can be used effectively in the ship.
They have less thickness for same strength compared to normal steel.
Strength is increased by adding grain refining elements such as (% Al: 0.015 min, %
Nb: 0.02 – 0.05, % V: 0.05 – 0.10, % Ti: 0.02)
High tensile steels are expressed as AH 36, BH 40, etc.
AH stands for High tensile steel of Grade A
The number represents minimum yield strength in N/mm2 (32 means minimum
315 N/mm2, 36 means minimum 355 N/mm2, 40 means minimum 390 N/mm2)
Ultimate Tensile Strength for the above three numbers are: 32 —-> 440 –
590 N/mm2, 36 —-> 490 – 620 N/mm2 and 40 —-> 510 – 650 N/mm2
It should be noted that for Grade A steel temperature for impact test is not applicable.
At the same time for Grade AH steel impact test to be carried out at zero degree
Celsius.
Q. Engine cut off scenario

Q. In-Water Surveys
1) The In-water Survey is to provide the information normally obtained from a

docking survey. Special consideration shall be given to ascertaining rudder bearing
clearances and stern bush clearances of oil stern bearings based on a review of the
operating history, on board testing and stern oil sample reports. These considerations
are to be included in the proposals for in-water survey which are to be submitted in
advance of the survey so that satisfactory arrangements can be agreed with the
Classification Society.
2) The In-water Survey is to be carried out with the ship in sheltered water and
preferably with weak tidal streams and currents. The in-water visibility and the
cleanliness of the hull below the waterline is to be clear enough to permit a
meaningful examination which allows the surveyor and diver to determine the
condition of the plating, appendages and the welding. The Classification Society is to
be satisfied with the methods of orientation of the divers on the plating, which should
make use where necessary of permanent markings on the plating at selected points.
3) The equipment, procedure for observing and reporting the survey are to be
discussed with the parties involved prior to the In-water Survey, and suitable time is
to be allowed to permit the diving company to test all equipment beforehand.
4|) The In-water Survey is to be carried out by a qualified diver under surveillance of
a Surveyor. The diver is to be employed by a firm approved as a service supplier
according to requirements (refer to IACS UR Z17).
5) The Surveyor is to be satisfied with the method of pictorial representation, and a

good two-way communication between the Surveyor and divers is to be provided.
6) If the In-water Survey reveals damage or deterioration that requires early attention,
the Surveyor may require that the ship be dry-docked in order that a detailed survey
can be undertaken and the necessary repairs carried out.
Q. Vetting and PSC difference
PSC
This is a technical inspection focussed on compliance with international maritime

safety and environmental rules for ships in port of a foreign country. In case of
serious observed deficiencies ships can be detained in a Port.
vetting
The industry for which we carry the cargo, employs inspectors who screen every
vessel before it is allowed to perform a voyage for them
Oil Majors have implemented a Ship Inspection Report (SIRE) programme and
established a Vessel Inspection Questionnaire (VIQ) that sums up all items to be
checked in a SIRE vetting.
SIRE vettings are performed by professional inspectors with experience in the
maritime world. The interval between SIRE vettings may not exceed 6 months.
The chemical industry uses a similar system, established by the Chemical
Distribution Institute (CDI). The chemical industry may require a CDI vetting every
year.
Q. MLC applicable to which ships
Essentially:
1) The MLC, 2006 applies to all vessels ordinarily engaged in commercial activities.
2) The competent authority may make determinations with respect to vessels of less
than 200 gross tonnes not engaged on international voyages.
The MLC, 2006 does not apply to:

1) Fishing vessels
2) Vessels of traditional build (such as dhows and junks)
3) Warships or naval auxiliaries
4) vessels not ordinarily engaged in commercial activities.
Note: with respect to Floating Production and Storage Offloading Units (FPSO) and
Floating
This will also include leisure and commercial yachts, which are engaged on
international voyages besides a few exceptions as stated in their circular discussing
application of MLC on types of vessels. Vessels must be over 500 GRT to carry the
MLC certificate. For vessels under 500 GRT, guidelines recommend the vessels to be
voluntarily complying with the convention and as documented by the flag states.
Q. Types of Charter party. Coal trade related charter party.
Despite the generic charter parties which may be used in a coal trade, there are also
specific charter parties which are related with the coal trade and they are related with
the geographic area of the trade
1. Standard Coal and Ore Charterparty (COAL-OREVOY) which is published by

BIMCO and it is a general voyage charter party for loading bulk coal and iron ore.
2. Australian Coal Charter (AUSCOAL) which is used for coal trades originated from
Australia.
Q. Power to weight ratio
Power to Weight ratio is the ratio of horsepower produced to the weight of the engine
itself. With high-speed or high-performance vessels, it is the most important criterion
to use when comparing engines between two different makers since weight on these
vessels is often critical, with vessel speed being the most important aspect of many
military missions. Higher weight always equals higher displacement equals lower
speed On commercial vessels, displacement is critical due to cost. Higher
displacement requires more fuel to move the vessel. More fuel means higher cost of
operation.
Q. Maritime liens
In admiralty law, a maritime lien is a privileged claim upon sea-connected property,

such as a ship, for services rendered to, or the injuries caused by that property. In
common law, a lien is the right of the creditor to retain the properties of his debtor
until the debt is paid.
Q. Maritime tort
A phrase that represents a civil wrong that is committed at sea
Maritime law torts is a term covering cases where injury, loss or damage is caused to
a person or their interests by another party’s action or negligence. The word “tort"
derives from a Latinate Middle English word meaning “injury".
Q. High voltage
Voltages up to & Including 1000V is known as Low voltage system and Voltages

1001 and above is called as High Voltage system in maritime practice for ships.
Why High Voltage in Ships?
1) Higher power requirements onboard vessels is the foremost reason for the
evolution of HV in ships.
2) Higher power requirements have been necessitated by development of larger
vessels required for container transort particularly for reefer containers.
3) Gas carriers needing extensive cooling electrical propulsion.
4) For ships with a large electrical power demand it is necessary to utilize the benefits
of a high voltage HV installation.
5) The design benefits relate to the simple ohms law relationship that current (for a
given power)is reduced as the voltage is increased. Working at high voltage
significantly reduces the relative overall size and weight of electrical power
equipment.
As per Ohms law, POWER = VOLTAGE x CURRENT

For a given Power, Higher the Voltage, Lesser is the Current
440 KW = 440,000 watts
= 440 Volts x 1000 Amps
-1100 volts x 400 Amps
-11000 volts x40 Amps
– When large loads are connected to the LV system the magnitude of current flow
becomes too large resulting in overheating due to high iron and copper losses.
P= V I cosΦ
Copper Loss = I2 R
Advantages:
1. For a given power, Higher voltage means Lower current, resulting in Reduction in
size of generators, motors, cables etc.
2. Saving of Space and weight
3. Ease of Installation
4. Reduction in cost of Installation
5. Lower losses — more efficient utilisation of generated power.
Disadvantages:
1. Higher Insulation requirements for cables and equipment used in the system.
2. Higher risk factor and the necessity for strict adherence to stringent safety
procedures.
3. Trained crew.
Q. Ballast water treatment system
The PURIMAR System has been designed and manufactured to meet IMO’s
requirements for Ballast Water Management Systems. At ballasting the ballast water
treatment process performed by the PURIMAR System comprises two main unit
operations: mechanical separation (filtering) and disinfection (electrolysis based
chlorination). In the first step, the filters (50 μm filter fineness) remove particles,
sediments and organisms of the larger size
class. This allows the following disinfection step to minimize the use of NaOCl, a
chlorine compound. In the second step, the sodium hypochlorite solution generated
from the electrolysis unit is injected into the filtered influent ballast water to
effectively disinfect organisms of the smaller size class and bacteria remaining in the
filtrate. At de-ballasting, neutralization unit decreases the total residual oxidants
(TRO) concentration if required before the ballast water discharge.
TRO(Total Residual Chlorine) concentration during ballasting -
Less than TRO 3 mg/L

Normal operation range 2.5~3 mg/L
Less than TRO 0.1mg/L after neutralization before discharging
Neutralizing Agent is Sodium thiosulfate
Q. Selecting a ballast water treatment system

When selecting a treatment system, you need to consider:
– the ship type
– the ship’s operating profile
– the maximum and minimum ballasting and de-ballasting rates
– ballast capacity
– the space required (foot print and volume)
– the flexibility of location of system components
– the effects of pressure drop
– integration with existing systems
– whether it is certified intrinsically safe
– power availability
– health and safety
– the effects on tank structure/coatings
– the availability of consumables, spares and support (servicing)
– additional crew workload
– crew training
– capital and operating cost
Q. Types of BWTS
Q. How to implement Ballast water convention ?

Q. BWTS approval?
Non active substance

Active susbstance
Q. Revised G8 guidelines
Revised G8 Guideline Existing G8 Guidelines ETV/ USCG Final Rule Harmonization

Level
Testing Facilities Any laboratories holding the As per Revised G8. High
required certificates (ISO) for Independed Laboratories
Testing is to be carried out performing biological and (ILs) have undertaken this
by an independent facility microbiological analysis for role.
accepted by the the D2 standards could
Administration. Facilities perform such tests. However,
a specific Quality Assurance
should implement a rigorous Management Plan (QAMP)
quality control/quality had to be approved from the
assurance program that certifying administration
addresses appropriate prior each testing.
challenge water, sample
collection, ample analysis
and method detection limits
Testing at temperatures Such temperature range was No specific temperature Moderate
ranging from 0°C to 40°C not specified. range is mentioned. Instead
Testing must include
The new guideline requires temperate, semi-tropical, or
BWMS performance should tropical locations and for all
be checked in the above BWMS, temperature must be
given temperature range. measured either
BWMS unable to
continuously during or at the
demonstrate successful
performance across these beginning, middle, and end
salinity and/or temperature of the period of ballast water
ranges will be assigned uptake, as appropriate and
Limiting Operating practicable for the
Conditions on the Type parameters to be measured.
Approval Certificate
Consecutive Testing In this guideline no such For Land Based at least five High
requirement existed. For consecutive, valid, and
Land-based testing is to Land Based the vendor had successful replicate test
consist of five consecutive to reach five successful tests cycles per water salinity.
valid test cycles that show D- in two water salinities
2 compliance. Shipboard irrespectively the total tests For ship board test 5
testing is to reflect actual consecutive test have be
he had to perform.
ballast operations and consist performed in period not
of at least three consecutive less than 6 months.
valid tests, which show D-2 For shipboard testing the
compliance spanning a vendor had to achieve
three consecutive The number of required
period of not less than six ship board tests for USCG
months. successful tests at period
not less than 6 months. is double than revised G8.
Q. USCG ballast water discharge standards?

"USCG regulation asks that any organisms dumped into their waters be already dead,
whereas IMO refers to "viable" organisms."
In spite of this however, USCG regulation asks that any organisms dumped into their
waters be already dead, whereas IMO refers to "viable" organisms, meaning those
who cannot survive the transition or are unable to reproduce in the new environment.
Q. ISO 8217:2017
1.New approach to FAME
The sixth edition introduces DF (Distillate FAME) grades DFA, DFZ and DFB which
allow up to 7% fatty acid methyl ester(s) (FAME) content by volume. Other than the
7% FAME allowance, these grades are identical to the traditional DMA, DMZ and
DMB grades for all other parameters.
2.Sulphur limits
Sulphur limits have been reduced for several distillate grades. The sulphur limit for
DMA and DMZ has dropped from 1.50% to 1.00% by mass. The same limits apply to
the bio-blend equivalent DFA and DFC. DMX is unchanged at 1.00% maximum
sulphur.
The sulphur limit has been reduced from 2.00% to 1.50% by mass for DMB, and the
bio-blend equivalent, DFB, has also been given a 1.5% sulphur limiT
3.Controlling cold flow the sixth edition has introduced a requirement to report
cloud point (CP) and cold filter plugging point (CFPP) in DMA/DFA and DMZ/DFZ
winter grades. There is no limit specified; only a requirement to report to let the
operator know in advance if the fuel will need heating.
(ISO 8217:2017 has not been able to address some of the issues arising from the
introduction to the market of several marine fuels that do not fit into the ISO 8217
marine distillate table, designed for designed for operation in emission control areas
(ECAs) with maximum 0.10% sulphur fuels.")
Q. Parametric Rolling
- It is a phenomenon and seems especially likely to affect large container ships. Its
occurrence depends on the wave conditions in relation to the dimensions of the ship,
and leads to especially pronounced variations in stability as the ship sails through
critical head or following seas. In addition to buoyancy changes, as the wave moves
along the vessel it is alternately pushed from side to side, and quickly – in only five
cycles – large rolling angles of more than 35° can be excited. This generates
extremely high loads in the lashings and containers. In the case of parametric rolling,
even the breaking load of lashings and containers could be exceeded. As a result the
cargo and vessel could be damaged and/or containers could be lost. For this
phenomenon special conditions for critical vessel types have to be considered.
Critical vessels Parametric rolling occurs in large vessels characterised by the

following:
• large flare in the fore and aftship,
• flat aftership,
• slim fore and aft body,
• righting arm varies significant with draft
In general parametric rolling occurs only under the following critical conditions:
• head/stern sea conditions
• when the natural period of roll is nearly twice the wave encounter period, resulting
in two pitch cycles per roll cycle
• wavelength in relation to ship’s length
• wave height exceeds critical values

• the roll damping is low
Q. Charter party for tanker
time charter, charter party form - BALTIME, SHELLTIME 3, INTERTANKTIME
Voyage charter, charter party form - TANKERVOY 87 , BEEPEEVOY 283,

EXXONVOY 84, SHELLVOY 5 and TEXACOVOY
Q. MLC min requirements to work.
Regulation 2.3 - Hours of work and hours of rest
Purpose: To ensure that seafarers have regulated hours of work or hours of rest
1. Each Member shall ensure that the hours of work or hours of rest for seafarers are
regulated.
2. Each Member shall establish maximum hours of work or minimum hours of rest
over given periods that are consistent with the provisions in the Code.
Standard
Standard A2.3 - Hours of work and hours of rest
1. For the purpose of this Standard, the term:
(a) hours of work means time during which seafarers are required to do work on
account of the ship;
(b) hours of rest means time outside hours of work; this term does not include short
breaks.
5. The limits on hours of work or rest shall be as follows:
(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period;
or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.

6. Hours of rest may be divided into no more than two periods, one of which shall be
at least six hours in length, and the interval between consecutive periods of rest shall
not exceed 14 hours.
7. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments, shall be conducted in a manner that
minimizes the disturbance of rest periods and does not induce fatigue.
8. When a seafarer is on call, such as when a machinery space is unattended, the

seafarer shall have an adequate compensatory rest period if the normal period of rest
is disturbed by call-outs to work.
10. Each Member shall require the posting, in an easily accessible place, of a table
with the shipboard working arrangements
11. The table referred to in paragraph 10 of this Standard shall be established in a

standardized format in the working language or languages of the ship and in English.
12. Each Member shall require that records of seafarers' daily hours of work or of
their daily hours of rest be maintained to allow monitoring of compliance with
paragraphs 5 to 11 inclusive of this Standard.\.
14. Nothing in this Standard shall be deemed to impair the right of the master of a
ship to require a seafarer to perform any hours of work necessary for the immediate
safety of the ship, persons on board or cargo, or for the purpose of giving assistance
to other ships or persons in distress at sea. Accordingly, the master may suspend the
schedule of hours of work or hours of rest and require a seafarer to perform any hours
of work necessary until the normal situation has been restored. As soon as practicable
after the normal situation has been restored, the master shall ensure that any seafarers
who have performed work in a scheduled rest period are provided with an adequate
period of rest.
Guideline
Guideline B2.3 - Hours of work and hours of rest
Guideline B2.3.1 - Young seafarers
1. At sea and in port the following provisions should apply to all young seafarers
under the age of 18:
(a) working hours should not exceed eight hours per day and 40 hours per week and
overtime should be worked only where unavoidable for safety reasons;
(b) sufficient time should be allowed for all meals, and a break of at least one hour
for the main meal of the day should be assured; and
(c) a 15-minute rest period as soon as possible following each two hours of
continuous work should be allowed.
2. Exceptionally, the provisions of paragraph 1 of this Guideline need not be applied

if:
(a) they are impracticable for young seafarers in the deck, engine room and catering
departments assigned to watchkeeping duties or working on a rostered shift-work
system; or
(b) the effective training of young seafarers in accordance with established

programmes and schedules would be impaired.
3. Such exceptional situations should be recorded, with reasons, and signed by the
master.
4. Paragraph 1 of this Guideline does not exempt young seafarers from the general
obligation on all seafarers to work during any emergency as provided for in Standard
A2.3, paragraph 14
Q. Continuous Synopsis Record (CSR)
Continuous synopsis record is a special measure under Safety of life at sea (SOLAS)
for enhancing the maritime security at the sea. According to SOLAS chapter i, all
passenger and cargo ships of 500 gross-tonnage and above must have a continuous
synopsis record on board.
The continuous synopsis record provides an onboard record of the history of the ship
with respect to the information recorded therein.
Continuous synopsis record (CSR) is issued by the administration of the ship, which
would fly its flag.
Following details should be present in the continuous synopsis record (CSR)
-Name of the ship

-The port at which the ship is registered
-Ship’s identification number
-Date on which ship was registered with the state
-Name of the state whose flag the ship is flying
-Name of registered owner and the registered address
-Name of registered bareboat charterers and their registered addresses
-Name of the classification society with which the ship is classed
-Name of the company, its registered address and the address from where safety
management activities are carried out
-Name of the administration or the contracting government or the recognized
organization which has issued the document of compliance, specified in the ISM
code, to the company operating the ship.
-Name of the body which has carried out the audit to issue the document of
compliance
organization which has issued the safety management certificate (SMC) to the ship
and the name of the body which has issued the document

organization which has issued the international ship security certificate, specified in
the ISPS code, to the ship and the name of the body which has carried out the
verification on the basis of which the certificate was issued
-The date of expiry of the ship’s registration with the state
Any changes made related to the above mentioned points should be mentioned in the
continuous synopsis record. Officially, the record should be in English, Spanish, or
French language; however, a translation in the language of the administration may be
provided.
The continuous synopsis record shall always be kept on board ship and shall be
available for inspection all the time.
The Continuous Synopsis Record (CSR) is mentioned in SOLAS –Chapter XI-1.
Q. Why form 3 required in CSR?
It actually acts as a index for form 2 and whenever form 2 is ammended. It is

requirement to send it to flag state for verification and approval and should be back
on ship within 3 months from the date of modification in form 2, till that time form 3
also acts as an evidence of form2.Also it can be seen from form 3 how many times
CSR has been changed and actually which element.
Q. CAS
Condition Assessment Scheme. Increased survey/reporting scope, where the

classification society will send a hull condition report to the flag state for their
acceptance to let the ship continue trading. Applies to single skin tankers >15 years
on their first intermediate or renewal survey after 5th of April 2005.
Q. ESP
Enhanced Survey Program. Requirements for planning, execution and reporting for
hull surveys of oil/chemical tankers, obo and bulk carriers.
Close-up Survey
A Close-up Survey is a survey where the details of structural components are within
the close visual inspection range of the surveyor, i.e. normally within reach of hand.
Q. Certificate of registry. What all it contains.
Certificate of registry contains following info

1) Name of a ship
2) Port of registry
3) IMO number
4) Call sign
5) Type of vessel
6) Owner name and address
7) Registration number
8) Ship particular like gross and net tonnage, length, breadth, builder name, hull
material, type of engine and its builder, power
9) Date of issue
10) Any mortage on ship in record page.
Q. General average and particular average who will pay?
Difference between General Average Loss and Particular Average Loss
1. General average is incurred for the benefit of all interests but the particular average
is in connection with any of the interests.
2. General average is always voluntary and intentional but the particular average is an
accidental or fortuitous.
3. General average is shared by all those who are benefited by the general average
act. Particular average is paid by the insurer.
4. General average may include expenditure and sacrifice along with loss, whereas
the particular average results from a loss or damage.
Particular average loss. This is a partial loss or damage caused to any particular
cargo or property where the damage is suffered by a particular interest. The damage
or loss should be of a particular subject matter in which case the damage suffered
cannot be partially shifted to others and the loss would be borne by the persons
directly affected by the damage to the said cargo. Remember that it is a partial loss
hence not the entire cargo or property would be damaged but a part of it. The damage
could either be to the cargo or the ship.
A particular average loss with regards a cargo may either be depreciation in value of
the cargo or a total loss of a part of it. For instance when part of a cargo is destroyed
by say sea water or about 4 out of 10 of a number of cargoes are destroyed.
With regards the ship (hull or machinery), the damage must be caused to just a part
of the ship and not a loss of the entire ship. For instance, damage to the propellers of
a ship would be considered a particular average loss and the insured would be
indemnified to tune of the damage caused. Indemnity may however depend on certain
clauses in the insurance contract example “New for Old” in which case a new
equipment would be acquired to replace the old one.
General average loss on the other hand refers to a loss that directly affects two or
more interest in a common marine adventure unlike particular average loss which
affects a particular interest only. This loss involves an extraordinary sacrifice
reasonably made during a peril for the sole purpose of preserving other properties in a
common marine adventure. This sacrifice could include throwing of some cargo over
board (jettison), using cargo as fuel, cutting away of spare or sails etc. The act must
however be extraordinary, beyond the normal routine work of the ship crew and
master and the peril or danger that warrants such a sacrifice must also be more than
the ordinary perils of the sea. The sacrifice in itself should be aimed at preserving the
whole marine adventure and should be made for the common safety of all other
interests.
The sacrifice could also be in the form of an extraordinary expenditure (general

average expenditure) which includes money expended for the general safety of ship,
cargo and crew with certain expenditures like charges for repairs, expenses incurred
in lightening and reloading a vessel etc. A general average loss would require
contributions from all the other interest (cargo owners) involved in the marine
adventure to make good the sacrifices or expenses. This is known as general average
contribution.
Actual total loss.
(1)Where the subject-matter insured is destroyed, or so damaged as to cease to be a

thing of the kind insured, or where the assured is irretrievably deprived thereof, there
is an actual total loss.
(2)In the case of an actual total loss no notice of abandonment need be given.
Constructive total loss defined.
(1)Subject to any express provision in the policy, there is a constructive total loss
where the subject-matter insured is reasonably abandoned on account of its actual
total loss appearing to be unavoidable, or because it could not be preserved from
actual total loss without an expenditure which would exceed its value when the
expenditure had been incurred.
Both-To-Blame Collision Clause'
Part of the Ocean Marine Insurance policy that states that if a ship (vessel) collides
with another ship due to the negligence of both, owners and shippers of both vessels
must share in the losses in accordance with the monetary values of their cargo and
interests before the collision. The owners of the cargo and company responsible for
shipment are both required to pay for losses.
Q. Hull & Machinery Insurance (H&M)
Hull & Machinery insurance is fundamental protection of a vessel against damage.

The vessel, including her machinery and equipment, is insured to her full value and,
depending on the chosen cover, the following risks may be indemnified:
 Total loss (actual or constructive) or expenses that might be incurred in

repairing / replacing damaged parts of hull, machinery and other equipment
 Expenses paid for prevention, minimizing of damages or calculation of loss, in
case such expenses are caused by an insured peril
 Vessel gone missing
 General Average contribution
 Salvage expenses
Apart from the risks above Hull & Machinery policy may also include additinal
cover, such as:
 Increased Value Insurance

 Loss of Hire
 War Risks
 Fuel and Stores onboard
 Cash onboard
 Running Down Clause
 Fixed and Floating Objects
Q. VIT and SUPER VIT
The VIT(variable injection timing) systems are installed on large slow speed two
stroke diesel engines to overcome the shortcoming of a conventional jerk type pump,
which has a constant beginning of injection, which is timed such that the maximum
peak pressure is obtained at 100% MCR . This setting causes the engine to lose out
on higher peak pressures at part loads due to the delayed ignition , this is further
compounded on larger engines using fuels having longer ignition delays.
VIT helps overcome this problem by advancing the injection when the engine
operates between 40% and 85 to 90% MCR (break point). after the break point it
retards the injection such that the original setting of injection timing is attained at
100%mcr , the peak pressure is maintained constant between break point and
100%mcr. since the maximum peak pressure is attained even at part loads ( break
point) the specific fuel consumption of engine decreases .
Before the Super VIT was introduced variable injection timing was obtained by
means of a special profile on the fuel pump plunger. Upper helix to control the start
of injection and lower helix to control end of injection. For one particular fuel index
start and end of injection was fixed. With change in fuel Index, start and end of
injection will change which depends on helix profile. Hence there was a fixed
relationship between the injection timing and the fuel index. Thus it was not possible
to adjust the fuel index of the individual pumps without also altering the injection
timing. For this reason the Super VIT was introduced, where it is possible to adjust
the fuel index and the injection timing independently.
VIT
SUPER VIT
Q. BIMCO
BIMCO today
BIMCO is now the world’s largest international shipping association, with more than
2,200 members globally. We provide a wide range of services to our global
membership – which includes shipowners, operators, managers, brokers and agents.
BIMCO is also recognised worldwide for the clarity, consistency and certainty of its
standard maritime contracts.
Our aim is to produce flexible commercial agreements that are fair to both parties.
We work with industry experts to produce modern contracts tailored to specific trades
and activities. Our world recognised contracts are widely used and this familiarity
provides greater certainty of the likely commercial outcome - helping members
manage contractual risk.
Baltic and International Maritime Council
BIMCO headquarters is in Copenhagen, Denmark
BIMCO is the largest of the international shipping associations representing

shipowners; its membership controls around 65 percent of the world’s tonnage and it
has members in more than 120 countries, including managers, brokers and agents.
The association’s main objective is to protect its global membership through the
provision of information and advice, and while promoting fair business practices,
facilitate harmonisation and standardization of commercial shipping practices and
contracts.
In support of its commitment to promote the development and application of global

regulatory instruments, BIMCO is accredited as a Non-Governmental Organisation
(NGO) with all relevant United Nations organs. In an effort to promote its agenda and
objectives, the association maintains a close dialogue with governments and
diplomatic representations around the world, including maritime administrations,
regulatory institutions, and other stakeholders within the areas of EU, the United
States, and Asia.
Q. Acceptance of delivery and acceptance criteria
Rules regarding acceptance of delivery by the buyer. The duty of a buyer in the
performance of the contract of sale is to accept the goods and pay the price. The term
'acceptance of goods' may be defined as the final assent of the buyer that he has
accepted the goods delivered.
The Acceptance clause details all aspects of the how the buyer will accept the goods,
completeing the seller's obligations to sell and deliver. This can include the
specifications the parties agree the Deliverables must meet, the buyer's opportunity to
inspect and/or test the deliverables to make sure they meet the specifications, and
how rejection is handled if the Deliverables do not the specifications.
Q. Is eeoi calculated in ballast voyage?
Indicator definition
In its most simple form the Energy Efficiency Operational Indicator is defined as the
ratio of mass of CO2(M) emitted per unit of transport work:
Indicator = MCO2 /(transport work)
Ballast voyages, as well as voyages which are not used for transport of cargo, such as
voyage for docking service, should also be included. Voyages for the purpose of
securing the safety of a ship or saving life at sea should be excluded.
Q. What are the measures for improving ship efficiency?
1) Maintaining the Engine and equipment in order as Per PMS.

2) Fuel injector, T/C, EGB routine maintenance, proper Injection timing , VIT
adjustment.
3) Regular Propeller and Hull cleaning .
4) ICCP proper use of right amp and current to avoid the fouling.
5) Avoid unnecessary running of DG unless safety requirement.
6) Achieve optimum trim (not by head down)
7) Efficient operation of deck cranes
8) Closing boiler steam for undesirable bunker tanks
Q. List of alternative fules?
LNG, LPG, Methanol & Ethanol, Synthetic fuels, Biodiesel, Biogas, Cold Ironing,
Hydrogen, Nuclear fuel.
Q. Load line survey items in engine room? what are the imp points.
1) Ship side valves and distance pieces

2)Sounding pipes and its closing arrangement
3)Stern tube sealing
4) Rudder sealing
5)Duct keel manhole water tightness.
Q. IGO And NGO of IMO
Non-Governmental Organizations (NGOs)

Non-governmental international organizations that have the capability to make a
substantial contribution to the work of IMO may be granted consultative status by the
Council with the approval of the Assembly.
Any organization seeking consultative status with IMO has to demonstrate

considerable expertise as well as the capacity to contribute, within its field of
competence, to the work of IMO. It must also show that it has no means of access to
the work of IMO through other organizations already in consultative status and that it
is "truly international" in its membership, namely that it has a range of members
covering a broad geographical scope and, usually, more than one region.
The application procedure is initiated by sending, by post or e-mail, a formal letter

addressed by the Executive Head of the NGO (or the person in charge) to the
Secretary-General of IMO, informing him of the wish of the NGO to obtain
consultative status with IMO. Applications, together with
Intergovernmental organizations (IGOs)
IMO may enter into agreements of cooperation with other intergovernmental

organizations on matters of common interest with a view to ensuring maximum co
ordination in respect of such matters.
IGOs with Observer Status

NGOs in Consultative Status
INTERPOL IOPC FUND are IGO
BIMCO, IACS are NGO
Q. The difference between London convention and Marpol which came just
after one year? And when London convention is in place why there is need of
Marpol.
The International Maritime Organization's (IMO) annual meetings for both the 1972
London Convention on the Prevention of Marine Pollution by Dumping of Wastes
and Other Matter (the "London Convention") and the 1996 Protocol to the London
Convention (the "London Protocol") established a global regime for the protection of
the marine environment from pollution caused by ocean dumping and incineration at
sea.
Unlike the London Convention, which lists substances that may not be dumped in the
ocean, the Protocol prohibits ocean dumping of any waste or other matter except for
those specifically allowed to be considered for dumping (a "reverse list").
"Draft Guidance on Best Management Practices for Removal of Anti-Fouling
Coatings from Ships, including TBT Hull Paints," and the "Draft Guidance on
Managing Spoilt Cargoes,"
The London Convention consists of 22 Articles and three Annexes. It follows a
"black list/grey list" approach to regulating ocean dumping; Annex I materials (black
list) generally may not be ocean dumped (though for certain Annex I materials
dumping may be permissible if present only as "trace contaminants" or "rapidly
rendered harmless" and Annex II materials (grey list) require "special care". Annex
III lays out general technical factors to be considered in establishing criteria for
issuance of ocean dumping permits.
Is one of the first global conventions to protect the marine environment from human
activities and has been in force since 1975. Its objective is to promote the effective
control of all sources of marine pollution and to take all practicable steps to prevent
pollution of the sea by dumping of wastes and other matter. Currently, 87 States are
Parties to this Convention.
Recent topic in london convention are
1) Ocean Fertilization
Ocean fertilization is a potential greenhouse gas mitigation technique that works, in

theory, by adding iron or other substances to high nutrient regions of the ocean in
order to stimulate phytoplankton blooms that sequester carbon dioxide.
2007 annual London Convention and Protocol meetings agreed to a statement that
"urged States to use the utmost caution when considering proposals for large-scale
ocean fertilization operations" and "took the view that, given the present state of
knowledge regarding ocean fertilization, such large-scale operations were currently
not justified.
2) Carbon sequestration
Carbon sequestration is the process involved in carbon capture and the long-term
storage of atmospheric carbon dioxide.[1] Carbon sequestration involves long-term
storage of carbon dioxide or other forms of carbon to mitigate or defer global
warming. It has been proposed as a way to slow the atmospheric and marine
accumulation of greenhouse gases, which are released by burning fossil fuels.
london convention Scientific Groups were asked to develop an appropriate uniform

format for the reporting of data on sub-seabed carbon sequestration activities
3) Guidance for the Placement of Artificial Reefs
4)Handling of Spoilt Cargoes and Anti-Fouling Paint
" One boundary issue between the London Convention/Protocol and MARPOL is the
handling of spoilt cargoes
The disposal of spoilt cargo at sea is subject to regulation under MARPOL only if it
constitutes "garbage" as defined in MARPOL Annex V, Regulation 1.Otherwise, it is
subject to regulation as "dumping" under the London Convention/Protocol.
The disposal of a particular spoilt cargo is subject to the London Convention/Protocol

or MARPOL Annex V must be determined on a case-by-case basis, but in most cases
does not fall under Annex V
5) Radioactive Wastes
DUMPING IS:
–Deliberate disposal at sea of wastes generated on land and using vessels, aircraft
or offshore installations as the ‘platform’ for dumping.
–Deliberate disposal of obsolete vessels, aircraft and offshore installations
–Storage of wastes in the seabed and the subsoil thereof
–Abandonment or toppling at site of platforms
DUMPING IS NOT:
–Pipeline discharges from land
–Operational discharges from vessels (MARPOL is about operational discharge of
oil) or offshore installations
Followings things can be dumped
- DREDGED MATERIAL (Is only exception under HC Art.11)

– sewage sludge
– fish wastes, or material resulting from industrial fish processing operations
– vessels and platforms or other man-made structures at sea
– inert, inorganic geological material (e.g., mining wastes)
– organic material of natural origin
– bulky items primarily comprising iron, steel and concrete for which the concern is
physical impact (conditions apply)
– CO2 capture and storage in sub-seabed geological formations
London convention only covers deliberate discharge from land or vessel and marpol
covers operational discharge from the vessel.
Q. How to renew AFS certificate?
A request for survey should be supplemented by a declaration and supporting

information from the anti-fouling system manufacturer, confirming that the anti-
fouling system applied, or intended to be applied to the ship is in compliance with the
requirements of the Convention (with an identification of the version of the
Convention referred to). Such declaration should provide the following information
contained in the Record of Anti-fouling System, as can be found in appendix 1 to
annex 4 to the Convention:
1. Type of anti-fouling system
2. Name of anti-fouling system manufacturer
3. Name and colour of anti-fouling system
4. Active ingredient(s) and their Chemical Abstract Service Registry Number (CAS
number(s)).
Information required by the surveyor regarding compliance of product with the

Convention should be found in a declaration from the anti-fouling system
manufacturer which may be provided on the anti-fouling system container and/or on
supportive documentation (such as Material Safety Data Sheets (MSDSs), or similar).
A link between the supportive documentation and the relevant container should exist.
Q. Assignment of class, retention of class and What are documents needs by

class from ship owner to take class?
Assignment of class
Class will be assigned to a vessel when applicable requirements have been met. The
assignment of class is documented by the issuance of a class certificate or an interim
class certificate and the entry of the vessel’s main particulars and details of class in
the Society’s “Register of Vessels”.
The class will be retained on the condition that the requirements applicable for
retention of class are complied with. Retention of class is confirmed by annual
endorsements and renewal of the class certificate at5-year intervals
The interim certificate will be replaced by a full term class certificate when the
Society has confirmed that applicable requirements have been met. validity for an
interim class certificate: to a date not exceeding 15 months from assignment of class.
Change of owner or manager
A vessel shall retain class when transferred to another owner or manager. The
previous customer shall give the Society immediate notice, in writing, of such
transfers. Obligations according to the rules shall remain with the previous customer
until the Society is in receipt of such notice, in writing.
Conditions for retention of class
1) The vessel shall be adequately manned, and the hull, machinery, systems and
equipment shall be competently handled at all times.
2) Operation of the vessel shall comply with the assumptions and conditions stated in
the “Appendix to the Class Certificate”
3) The vessel, its hull structure, machinery, systems and equipment shall be
maintained at a standard complying with the requirements of the rules
4) Installed systems and equipment carried onboard in excess of the minimum
required for main class shall either be maintained to applicable standards, or be
removed or disconnected in such a way as to ensure that the installed system or
equipment cannot be used.
5) The statutory certificates required by applicable international conventions and/or
national legislation shall be valid at all times and shall be issued by the Society, the
flag administration itself, or by a third party approved by the flag administration,
The customer’s obligations
In order to retain a vessel's class with the Society, the customer shall:
1) at all times, ensure that the vessel is maintained to the rule standard
2)submit complete and correct information related to the vessel and its use, which is
of significance to the Society for its assessment of the condition of the vessel in
relation to the rules
3) subject the vessel to surveys as required by the rules, and provide the necessary
facilities for safe executioncof surveys
4) Submit complete and correct information on the ownership and management of the
vessel, addresses and corresponding administrative information pertinent
to the register of vessels
5) submit correct information on the registration of the vessel
5) pay all fees and expenses due to the Society.
6) notify the Society when the vessel is laid up or otherwise taken out of service for a
period of more than 3months.
Plans to be submitted by the Owner to the Society
A) Main Plans
- General Arrangement
- Capacity Plan
- Hydrostatic Curves
- Loading Manual, where required
- Damage stability calculation, where required
B) Steel plans
- Midship Section
- Scantling Plan
- Decks
- Shell Expansion
- Transverse Bulkheads
- Rudder and Rudder Stock
- Hatch Covers
- Stern frame
C) Machinery plans (as applicable)

- Machinery Arrangement
- Shafting arrangement, i.e. Intermediate, Thrust and Screw Shafts
- Propeller
- Main Engines, Propulsion Gears and Clutch Systems
- For Steam Turbine Vessels, Main Boilers, Superheaters and Economisers (or
Manufacturer make, model and rating information) and Steam Piping
- Bilge and Ballast Piping Diagram
- Wiring Diagram
- Steering Gear Systems Piping and Arrangements and Steering Gear
Manufacturer make and model information
D) Torsional vibration calculations

E) Additional plans required for oil tankers
- Pumping arrangement at the forward and after ends and drainage of cofferdams and
pump rooms are to be submitted.
Additional plans required for unattended machinery space notation

The following additional plans are to be submitted:
- Instrument and Alarm List
- Fire Alarm System
- List of Automatic Safety Functions (e.g. slowdowns, shutdowns, etc.)
- Function Testing Plan.
Q. Loadicator functions?
Q. Formula for propeller immersion
Tip touching water surface the immersion is 100 %.

Propeller immersion less that 100% will result in Loss of vessel Performance, Over
speeding of the Main engine, damage tostern tube bearing and Possible Stress or
Damage to Machinery.
Q. If a state (A),is not a party to a convention, can an admin(B) , party to the
convention issue a certificate on request of the state (A). Also if admin B can
issue cert, can it further delegate its duty to RO for conducting survey related to
that convention.
If a country not ratified a convention, flag state will ask All RO's registered with it to
issue "STATEMENT OF COMPLIANCE" after carrying out all inspections and
surveys that ship is complying with the convention. It can be issued by IRS, NK,
LLyods etc to Indian vessels. Flag cant Issue Statutory Certificate since convention
not yet passed in Parliament.
They have to maintain all the survey as per normal conventions
Q. Debunker which code in orb

De bunkering code I example#22 in mepc circular.
Q. ISPS implementation on new take over
The Ship Security Assessment (SSA) is to be carried out before developing the Ship
Security Plan(SSP), and is a major element in the process of developing or updating
the SSP.It is the responsibility of the Company Security Officer (CSO) to ensure that
the SSA is carried out by persons with appropriate skills, for each ship in the
company fleet. Bureau Veritas or any other class acting as a Recognized Security
Organization (RSO) may carry out the SSA. In that case, Bureau Veritas will not be
the RSO undertaking the review and approval of the SSP. SSA and SSP will be send
to
The SSA shall include the following steps, which should than be adapted to each type
of ship
I) Identification of key shipboard operations
As an example:
The critical operations may include the cargo handling, the ship stores handling, and
the navigation
II) Identification of existing security measures and procedures
As an example, security procedures may include (but are not limited to):
- Procedures for response to emergency conditions (fire, flooding...)
- Procedures for security patrols
- Procedures for handling surveillance equipment, if any
- Procedures for handling security communication systems
- Procedure for handling security doors, barriers and lighting
III) Identification of potential threats (refers to threat scenarios)

These threat scenarios should consequently encompass the specific features of the
ship in terms of type of ship,crew, cargo, trade, area and ports. To this end, it will be
useful to consider what are the possible situations, which could motivate security
threats:
- Political
- Image
- Economical
- Fear driven
IV) Performance of an on-scene security survey

for example Ensuring the performance of all security duties
- Monitoring restricted areas to ensure that only authorized persons have access
- Controlling access to the ship, including any identification systems
- Monitoring of deck areas and areas surrounding the ship
V) Identification of weakness in both the infrastructure and in the procedure

The objective is here to identify in details which remedial actions are needed (as an
example, new security measures to be implemented)
Shipping companies must submit for each of their ships the relevant SSP
accompanied by the documented SSA for approval. class will review the SSP and,

if the SSP is in compliance with the relevant provisions of SOLAS and the ISPS
Code, class will approve the SSP on behalf of the flag State administration.
If the review process identifies that the SSP is lacking compliance with the
requirements, class will inform the shipping company on the detected deficiencies. It
is then to the shipping company to correct the deficiencies and to provide class with
evidence of the corrective action undertaken, prior the review and approval process
can be finalized.
When the shipping company considers the approved SSP to be well implemented on
board the ship, a request for ISPS Code verification should be sent to class, who will
appoint a qualified auditor for an onboard verification at a convenient time and place
in co-operaton with the company. During the verification the following steps will be
carried out:
I. Verification that the approved SSP, any amendments to the plan and associated
procedures are being implemented effectively.
II. Verification that the security system and all associated security equipment
complies with applicable requirements and is in all respects satisfactory.
Furthermore, during the verification, objective evidence shall be obtained

demonstrating that security related training, drills and exercises are carried out in
appropriate intervals, internal audits and reviews are conducted periodically and that
the security equipment is maintained, calibrated and tested including the ship security
alert system. If the Maritime Security Auditor conducting the verification is satisfied
that the ship's security plan is satisfactorily implemented and any associated security
equipment fully complies with the applicable requirements, i.e. is in all aspects in
satisfactory condition and is fit for the service for which the ship is intended with no
deficiencies, a International Ship Security Certificate will be issued.
Q. Ship security alarm system (SSAS)
International Maritime Organization (IMO) legislation states that the ship’s security
alert system shall:
 Be initiated by pressing a dedicated SSAS button and transmitting a ship-to-

shore security alert to a competent authority designated by the administration,
which may include the company, identifying the ship, its location and
indicating that the security of the ships is under threat or has been
compromised
 Not send the ship security alert to any other ships
 Not raise any alarm on board the ship, and
 Continue the ship security alert until deactivated and/or reset.
SSAS is not part of the GMDSS communication requirements but its equipment can
be used to support the system.
Ship security alerts can be sent using Inmarsat C and Mini C,
SSAS regulations is that security alerts are required to be routed only to the Company
Security Officer and the Flag.
SSAS resetting after take over with change vessel particulars email address and flag
contact address
Q. Is dead man alarm system mandatory for UMS class ship ?

It's not mandatory
Solas CH II-1 reg 51 and reg 38 for engineers call

An alarm system shall be provided indicating any fault requiring attention and shall:
1) be capable of sounding an audible alarm in the main machinery control room or
at the propulsion machinery control position, and indicate visually each separate
alarm function at a suitable position.
2) have a connection to the engineers’ public rooms and to each of the engineers’
cabins through a selector switch, to ensure connection to at least one of those cabins.
Administrations may permit equivalent arrangements.
3) activate an audible and visual alarm on the navigation bridge for any situation
which requires action by or attention of the officer on watch
4) as far as is practicable be designed on the fail-to-safety principle; and activate the
engineers’ alarm required by regulation 38 if an alarm function has not received
attention locally within a limited time.
Q.As CE on deck machines what all check and tests?
1) Leaks in hydraulic and air lines.

2) Air lock i.e. purging routines on the hydraulic lines
3) Condition of hydraulic oil and gear oil
4) Test for lifting gear
5) Winch checks
Rocking test for cranes
What is the Rocking Test?
It is a test which is carried out to find, wear down of the sleeve bearing of the deck
crane on ships.
This measures the play (or relative movement) between the inner and outer bearing
race, to give an indication of the wear taking place.
(Wear down of the sleeve bearing can be found by analyzing the grease sample.
The metal content of the sample may give indication of wear down.)
The Rocking Test need to be carried out according to manufacturer

recommendation
Measurements are typically taken in four positions on the slew bearing, with the jib
pointing:
• forward to the ship

• starboard
• aft
• port side.
Neither a load nor any cargo handling equipment should be attached to the hook.
It is important for the same positions to be marked as a datum reference...
Crane manufacturers generally recommend that ‘rocking tests’ are carried out every
six months in accordance with their instructions, and that the results are recorded and
monitored in order to ensure the wear tolerances remain within the limits permitted
by the designers.
Test on winches
Tests
Illustration Description
Identification tags
The first step is to check the various identification tags on

the mooring winch - Winch type, Serial number,
Manufacturing number, Hydraulic motor type, Motor
number.
Gear backlash measurement
The gap (backlash) between the two gear tooth in contact

(gear wheel and pinion) is measured in this test. For this
purpose a solder wire is placed on a tooth on the pinion
wheel (connected to the hydraulic motor) and the motor is
turned. After one round, when the tooth of the pinion
contacts that of the gear wheel the solder is flattened to a
thickness corresponding to the gap between the two tooth.
This thickness is measured using a vernier caliper. It is
compared to the design specification.
In this example the design backlash is 0.173 ~ 0.401 mm and

the measured thickness is in the range of 0.19 ~ 0.22 mm.
Load checking
The winch is rated for a particular load according to design.

This load is simulated using a weights attached to a wire
rope and lifted vertically.
Speed checking
The winch is rated for a particular speed of heaving as per

design.
Winch rpm checking
The winch is rated for a particular rpm according to design.

The speed is checked for loaded condition and no loaded
condition. Certain ships have winches with two speeds. In
such cases the following speed tests are conducted: heaving
(lower speed, with load), heaving (lower speed, no load), pay
out (lower speed, no load), heaving (high speed, no load),
and pay out (high speed, no load).
The speed is checked up using an rpm gauge.
Brake holding test
The brake is the heart of the mooring system as it secures the

drum and thereby the mooring line at the shipboard end. It
also act as a safety device in case the load in the line
becomes excessive, by rendering and allowing the line to
shed its load before it breaks (at MBL or Maximum
Breaking Load). For normal operation the recommended
(OCIMF) setting on the brake is 60 % of the MBL of the
rope. For new ships this is tested for 80 % of the line's MBL
since brakes may deteriorate in service.
Every ship is supplied with a brake testing kit (in this case
bracket type brake test kit) to test the brake at least once in a
year. The break testing kit simulates the load on the line by
means of hydraulic pressure producing a torque on the winch
drum as shown in the figure below. For a particular load, the
pressure can be calculated as shown in an example below.
In this example:
 Winch capacity : 16 T x 15 m/min

 Mooring line MBL : 51 T
 Brake holding force : Po = 40.8 T at first layer (80 %
of MBL)
 Drum diameter : Dd = 48 cm
 Rope diameter : Dr = 2.8 cm
 Effective area of hydraulic jack : A = 33.2 cm²
 Test force moment arm : L = 132.5 cm
 Rope PCD : Rpcd = Dd + Dr = 50.8 cm

 Brake torque : Tb = Po x Rpcd / 2 = 1036.3 T-cm
 Force on hydraulic jack : F = Tb / L = 7.8 T = 7800
Kg
 Therefore required pressure : P = F / A = 234.9 kg/cm²

(at 80 % MBL) = 230.5 bar
Now the setting is made as per the drawing with the bracket
connected on the drum flanges (setup above). The turn
handle is used to tighten the brake as the brake band screw
tighten with respect to the brake nut. The pressure is
increased in the hydraulic jack using a manual pump. After
the pressure reaches the calculated value (here 230.5 bar), a
marking is made on the brake band. It is held for a minute
and the marking is checked to see if there is any slip.
Clutch operation
The clutch is used to engage the drums with the main shaft.
There is slot in the drum where the clutch slides and locks in.
Once engaged, the drum turns with the main shaft. The main
shaft is connected to the two drums (in this case) and one
end connected to the warping drum and other to the gear
wheel. This gear wheel is driven by another gear that is
connected to the hydraulic motor.
During this test it is checked whether the clutch operates

smoothly and that the locking pins to secure the clutch in
position is also proper.
Turn handle (brake handle) operation
The brake handle operation is checked for its smooth

operation.
Dry running
The mooring winch is subjected to dry running (without

load) for five minutes. During this time it is checked for
abnormal noise coming from the gear case. Also the bearings
are checked for any temperature rise (overheating).
The hydraulic pressure on the test supply lines and the

voltage across the electric motor (driving the shore hydraulic
pump) is checked.
Conclusion
The outcome of the test has to be noted down and any

suggestion has to be mentioned in the inspection report.
Q. Multiple load lines. why are they required by an owner of the vessel?
Multiple loadlines are used for 2 purpose

1. Deadweight restriction in some ports
2. Sometimes to reduce the port dues as per charterers instruction
Also some ports put deadweight restrictions.so to enter port master can use a lower
load line certificate and can come out with another load line to save some port dues.
Q. Max no of load lines
I have seen max 5
Q. In slow steaming how nox is getting reduced ?

High temp is one of the leading cause for nox production, by slow streaming you r
reducing exhaust temp. Hence nox production reduces
Also slow steaming has started for reducing carbon foot print and due to rising fuel
prices.
Q. Ways For Ships To Meet MARPOL NOx Tier III Regulation
from ships is on the rise and global emission standards are getting stringent every
year. MARPOL Annex VI limits the main air pollutants contained in ships exhaust
gas, including sulphur oxides (SOx) and nitrous oxides (NOx), and prohibits
deliberate emissions of ozone depleting substances.
The main changes to MARPOL Annex VI are a progressive reduction globally in

emissions of SOx, NOx and particulate matter and the introduction of emission
control areas (ECAs) to reduce emissions of those air pollutants further in designated
sea areas. NOx Emission Tier III standard will be enforced from 1st Jan 2016 in
Emission Control Areas (ECA) as per the latest MEPC 66 meeting.
What is NOx Tier III ?
Progressive reductions in NOx emissions from marine diesel engines installed on

ships is included in MARPOL Annex VI, with a “Tier II” emission limit for engines
installed on or after 1 January 2011. NOx “Tier III” is more stringent emission limit
for engines installed on or after 1 January 2016 operating in ECAs. Marine diesel
engines installed on or after 1 January 1990 but prior to 1 January 2000 are required
to comply with “Tier I” emission limits, if an approved method for that engine has
been certified by an Administration.
NOx Tier III emission standards are 80% less than NOx Tier I emission standards.
The emission value for a diesel engine is to be determined in accordance with the
NOx Technical Code 2008 in the case of Tier II and Tier III limits.
As per Marpol Annex –VI Tier III limits are :
For Engine Speed less than 130 rpm – 3.4 gNOx/kwh
For Engine speed 130 and above but less 2000 rpm – 9*n-0.2 gNOx/kwh
For Engine speed above 2000 rpm – 2 gNOx/kwh.

NOx Tier III emission standards are applicable only in NECA (NOx Emission control
areas ). Outside NECA , Tier II standards are applicable. Current NECA areas are the
North American area and the U.S. Caribbean area.
Tier III standards will also be applicable to ships built on or after 1 Jan 2016.
Are the ships ready for the emission standards?
To comply with this Tier III requirements ships shall have to be installed or
retrofitted with equipment/systems which can reduce NOx below Tier III standards.
Mentioned below are seven technologies available to meet this criteria.
1. Selective Catalytic Reduction (SCR)
In this system, urea or ammonia is injected in the exhaust gas before passing it
through a unit, which consists of special catalyst layer, at a temperature between 300
and 400 Deg C. Chemical reaction between Urea/ammonia and NOx in exhaust gases
reduces NOx (NO and NO2) to N2. SCR unit is installed between the exhaust
manifold/receiver and the turbocharger.
High efficiency turbocharger is required for this system as there is pressure drop
across SCR Reactor. Engine load should be 40% and above, as NOx is reduced to N2
within specific temperature window ( 300-400 Deg C).
If temperature is above 400 Deg C, ammonia will burn rather than reacting with NOx
which will lead the system to be ineffective. If the temperature is below 270 Deg C,
the reaction rate will be low and the ammonium sulphates formed will destroy the
catalyst.
More than 90% reduction is achieved by using SCR technology to comply with Tier
III emission standards.
2. Exhaust Gas Recirculation (EGR) :
In this technology, part of the exhaust gas after turbocharger is recirculated to

scavange receiver after passing it through the scrubber ( exhaust gas washing ) unit.
Around 50-60% NOx reduction from tier I is claimed by making use of EGR.
However discharge of cleaning water requires treatment like purification and
separating exhaust gas cleaning sludge. As some countries are against discharge of
this water, re-using this water poses corrosion problem.
NOx reduction takes place due to reduction in excess air (oxygen content) used for
combustion, addition of CO2 and water vapour reduces peak temperatures as both
have higher specific heat than air.
EGR system along with combination of one of the technologies such as altered
(delayed) injection method, new design fuel valve, common rail injection principle,
electronic engines , Scavange Air Moisturizing, can be used to comply with Tier III
standards.
3. Scavange Air Moisturizing :
Air from the turbocharger, after passing through the compressor, has high
temperature. Seawater is injected to this high temperature air for cooling and making
it saturated. Distillation process makes it possible to use sea water instead of fresh
water. Humidification of air is controlled by maintaining scavenge air temperature
between 60-70 Deg C. Water in saturated air reduces the peak temperature as water
has higher heat carrying capacity than air.
Around 60% NOx reduction is achieved by this method. By using combination of

other technologies such as EGR with Scavange Air Moisturizing, NOx Tier III
standards can be achieved.
4. Miller Cycle :
By making use of Miller cycle in 4-Stroke engines along with high efficiency
turbocharger, that is, early closing of inlet valves before BDC, causes expansion and
cooling of intake air which reduces NOx production. This NOx reduction method will
require two turbochargers ( 2-Stage turbocharging).
This method along with Direct Water injection (DWI) Principle and other methods
such as fuel water emulsion can bring NOx well below Tier III standards.
5. Use of Low Pressure Gas Engines :
New marine engines using low pressure LNG as marine fuel will have greater
importance in meeting Tier III standards. Wartsila has developed 2-stroke DF
technology engine which makes use of low pressure LNG as fuel. It is based on lean-
burn principle (relatively high air/fuel ratio), in which, the pre-mixed air/fuel charge
is ignited by pilot fuel. One of the most important aspects of this engine is that the
emission are below NOx Tier limit, and this is achieved without use of exhaust gas
treatment system.
6. CSNOx : Ecospec have developed a system known as CSNOx which uses fresh
water or seawater to pass through Ultra Low Frequency Electrolysis system. This
treated water is further mixed with to react with the exhaust gas to reduce NOx
content. The system reduces CO2, SOx and NOx in one compact equipment. This
technology along with other NOx reducing methods mentioned above can be used for
compliance with Tier III standards. CSNOx has an advantage of achieving high
efficiency with low maintenance and power consumption.
7. Combination: Combination of Technologies having one or more combinations

such as electronic engines with variable fuel timings, LNG as fuel or Direct water
injection or Fuel in water emulsions etc with other NOx reducing methods can be
used to comply with Tier III emission standards. These mentioned combination may
or may not require exhaust gas scrubber to comply with Tier III norms.
Q. In charter party regarding cargo handling ,what is the meaning of terms

trimming expenses. Free in/ Out trimmed.
Trimming expenses are cargo handling costs
One is free in/out trimming (FIOT) where charter pays all the TRIMMING expenses
another is free in/out spout trimmed (FIOST) where charter pays all the expenses
except special machine or hand trimming is requires
Q. Who decide minimum wages for seafarer and Seafarers Employment

Agreement?
Collective Bargaining Agreement (CBA) is the document which details all the terms
and conditions of the crew employed on the ship. CBA contains discrimination,
Hiring Partners, expenses related to employement and travelling, medical certificates,
length of contract, termination, hours of work and rest, wages and overtime,
insurance coverage, medical treatment, sick wages, public holidays, maternity,
accommodation, food, work in war zones, health and safety, dispute resolution and
annual leave.
CBA is ITF agreement. ITF Agreements are signed by a maritime union and shipping
company, either the beneficial owner or the operator or the manager of the ship. The
union must be affiliated to the ITF.
Article of agreement is issued under MS act and is for indian flag vessels.
Article of agreement is the legal document agreed and signed between owner and or
master or its agent and the seaman who is being employed by the owner.
The agreement with the crew shall contain the following particulars:-
1) The name, of the ship on board which the seaman undertakes to serve.
2) Either the nature and, as far as practicable, the duration of the intended voyage,
and the places or parts of the world, if any, to which the voyage or engagement is not
to extend.
3) The number and description of the crew of different categories in each department.
4) The time at which each seaman is to be on board or begin work.
5) The capacity in which each seaman is to serve.
6) The amount of wages which each seaman is to receive.
7) A scale of provision which are to be furnished to each seaman.
8) A scale of warm clothing and a scale of extra provision to each seaman in
specified cold regions.
9) Any regulation as to conduct on board and as to fines or other lawful punishments
for misconduct which is sanctioned by central government and agreed by parties.
10) Payment of compensation for personal injury or death caused by accident arising
out of and in course of employment.
11) Stipulations relating to such other matters as may be prescribed.
Article of agreement is necessary due to following reasons:-

1) Article of agreement is the legal document which states the employment of a
seaman legally.
2) Payment of wages will be as per article of agreement and it cannot be less than the
amount fixed by central government.
3) In case of any dispute between seaman and owner the article of agreement
becomes the legal document and the disputes are settled as per article of agreement. It
also states that the disputes will be solved as per which area or place jurisdiction.
Even in indian article of agreement reference is given to CBA for wages and
Q. Why flue gas of DG cannot be used as IG ?
Flue gas of DG normally consists 13% oxygen which does not fulfil the requirement
of IG O2 %. For good combustion air is 200% more of stoichiometric ratio in DG.
Q. Difference between air compressor and refeer compressor?
1.Air comp is open cycle, Ref comp is closed cycle.

2.Ref comp has crankcase heater while air comp doesn't.
3 Both comp have different grade of crankcase oil
4.Air comp does not have LP cutout ,. Have only HP cutout.
5.Ref. Comp have lub oil differential cut out, air comp have llow lub oil press trip.
6.Air comp have flywheel while ref comp doesn't
7. Ref comp have unloader where one or more unit can be put out of operation, while
air comp have unloader to drain while starting.
8. Ref comp are belt driven, Air compressor are directly coupled
Q. Who issues this certificate of financial security ?

Flag state issues it after confirming that insurance or other financial security is in
place for liabilities.
Q. What is letter of protest and extended letter of protest, sea protest?

When master is issuing clean bill of lading instead of issuing b/l for damaged goods,
he normally signs letter of protest with consignee consent to protect himself that the
damage is since before loading.
In maritime law, a sea protest is a notarized statement obtained after a ship enters
port after a rough voyage. Its purpose is to protect the ship's charterer or owner from
liability for damage to the cargo, the ship or to other ships in a collision, where this
was caused by the perils of the sea
(Master wording written by notary public against unsure damage of cargo at sea due
to rough weather or during loading also is letter of protest.Same can be extended till
next port by master in case of rough weather which is I guess isextended letter of
protest.)
For eg like a container is damaged and master declares 5% cargo is damaged and he
declares a lop. And for that for after opening the container it is found 15% cargo is
damaged....then obviously 10% claim will come on owner.then master can extended
lop for the same.....that is what I understood
Q. Is HNS convention ratifed and entered into force ?
Not in force.
HNS CONVENTION
The Convention
The 2010 HNS Convention establishes a comprehensive regime covering pollution

damage from hazardous and noxious substances carried by ships, as well as the risks
of fire and explosion, including loss of life, personal injury, and loss of or damage to
property.
As of today, Canada, Denmark, France, Germany, Greece, the Netherlands, Norway

and Turkey signed the 2010 HNS Protocol, subject to ratification.
What substances are covered

There are essentially four areas covered under the definition of “hazardous and
noxious substances”, although it is estimated that there could be as many as 6,000
separate categories of cargo. The four are:
– oil not covered by the CLC
– liquefied petroleum gas (LPG)
– liquefied natural gas (LNG)
– other substances such as chemicals and dry bulk cargoes.
Damage caused by radioactive material is excluded.

Thus the International Convention on Liability and Compensation for Damages in
Connection with the Carriage of Hazardous and Noxious Substances by Sea was
adopted by the IMO in May 1996. It is based on the CLC and Fund Conventions and
might be broadly described as the “son of CLC”. As with the CLC, there is a first
layer of compensation, payable by the shipowner and his P&I insurer, on a strict
liability basis. The secondary layer of compensation is payable by the receivers of
such cargoes in contracting states. Again, as with the oil pollution conventions, there
is an HNS Fund which has been set up to pay such secondary compensation. This
Fund is administered by the International Oil Pollution Compensation Fund.
Similarly to the CLC, the shipowner’s liability, although strict, is limited on a
tonnage basis. There is a minimum figure of Special Drawing Rights (SDR) 10
million (roughly USD 14.7 million) for ships up to 2,000 GT, increasing on a per
tonne basis to SDR 82 million (roughly USD 120.6 million) for ships of 50,000 GT
up to a maximum of SDR 100 million (roughly USD 147 million) for ships over
100,000 GT.
Shipowners are obliged to buy insurance cover of up to SDR 100 million, depending
on the size of their vessel(s).
Q. What is Persistence of Oil ?
Persistent oil (left) versus non-persistent oil (right)
When considering the fate of spilled oil at sea, a distinction is frequently made
between persistent oils and non-persistent oils.
As a rule, persistent oils break up and dissipate more slowly in the marine
environment and usually require a clean-up operation. Persistent oils typically include
crude oils, fuel oils, lubricating oils and heavier grades of marine diesel oil. These
oils pose a potential threat to natural resources when released, in terms of impacts to
wildlife, smothering of habitats and oiling of amenity beaches.
Persistent oil will dissipate rapidly through evaporation. As a result, spills of these
oils rarely require an active response. Non-persistent oils include gasoline, light
diesel oil and kerosene.
Impacts from non-persistent oils may include effects on paint coatings in marinas and
harbours and, at high concentrations, acute toxicity to marine organisms.
Persistence oil is defined by non-persistent oils. Oil which are not non persistent are
persistence oil.Oil is considered non-persistent if at the time of shipment at least 50%
of the hydrocarbon fractions, by volume, distil at a temperature of 340°C (645°F) and
at least 95% of the hydrocarbon fractions, by volume, distil at a temperature of 370°C
(700°F)
Q. Anti-fouling paints
Copper silyl acrylate polymer based paints are the latest
What Are Antifouling Coatings?
Antifouling coatings are specialized paints applied to the ship’s hull to slow the
marine growth on the underwater area which can affect the vessels performance and
durability. In addition to preventing marine growth, the hull coating can also act as a
barrier against hull corrosion that will degrade and weaken the metal. It also
improves the flow of water passing the hull of a fishing vessel or high-performance
racing yacht.
Prevention of Marine Growth (Biofouling)
Antifouling paint, applied to the underwater hull of ships, discourages or prevents the
growth of organisms that attach to the hull. Its self-polishing resin and biocide, such
as cuprous oxide along with a booster biocide, help to prevent biofouling organisms.
A self-polishing copolymer (SPC) antifouling paint will release biocide at a nearly

constant rate throughout its life. The diffusion of the biocide on the hull surface is
primarily due to a chemical reaction between the paint and seawater. The self-
polishing mechanism of an antifouling paint film ensures a consistent renewal of
paint film and release of biocide on the surface to prevent settlement and attachment
of biofoulants.
The self-polishing activity is very dependent on the speed and activities of the
vessels. Based on various studies, the polishing rate of anti-fouling paint reduces
almost by half when it is stationary as compared to when the vessel travels at 14
knots. Hence, the duration of the vessel staying stationary will enable the colonizing
of micro- and macrofouling as explained below.
Mechanism of Marine Growth (Biofouling)
Marine biofouling can be defined as the unwanted deposition or accumulation of

microorganisms, plants and animals on the ship hull immersed in sea water. Fouling
of the ship’s hull will result in speed reduction, increased fuel consumption, loss in
time and money and a higher frequency of dry-dockings.
Ballast Tanks
Coating systems for ballast tanks should be resistant to (polluted) seawater, corrosion
inhibiting, free from pores, and resistant to the side effects of cathodic protection.
According to the classification societies, the life-determining factor for a ship is the
condition of its ballast tanks. Serious corrosion damage in them is a main reason
for taking a ship out of service, and a ship’s second-hand price is large-ly determined
by the condition of its ballast tanks. The inner water ballast tank area of a ship is
extremely large .Modern systems for ballast tanks usually consist of at least two coats
of high-solids coal tar epoxy, straight epoxy, or modified epoxy. Because of the
decreasing popularity of coal tar, modified epoxy often is used, preferably in light
colours to enhance the ease of inspection
with a total DFT ( dry film thickness) of at least 250 μm.
Cargo Tanks
Crude oil tanks of VLCCs often are left uncoated (apart from shop priming), or only
the bottom area (on which acidic water settles) and the deckhead area (on which
water condenses) are coated. A cathodic protection system also is often installed.
However, crude oil tanks of smaller tankers are usually completely coated with a
system consisting of two coats of polyamine- or polyamide-cured coal tar/epoxy with
a total DFT of at least 250 μm.
For clean petroleum products (e.g., white oils, aliphatic hydrocarbons, etc.), systems
for crude oil tanks are used except for products containing coal tar.
For more aggressive products (e.g., chemicals, vegetable and animal oils, and
aromatic hydrocarbons), the system often consists of two coats of (high-build)
polyamine (adduct)-cureepoxy with a DFT of at least 250 μm. Polyurethane and
isocyanate-curing epoxy systems are available but not commonly used now because
of the trend toward isocyanate-free coatings. Shop primer usually is removed from
these tanks by blasting to at least Sa 21/2 for good adhesion and to avoid undesired
inter-action of the cargo with the shop primer.
HULL and BOOTTOP

Systems for the underwater hull/boot top areas consist of an anticorrosive paint and
an antifouling paint on top of it. Sometimes a sealer or tie coat is applied between
these two paints, especially when tar-containing anti corrosives are used. The sealer
prevents the tar from bleeding into the antifouling, thereby improving its
effectiveness and adhesion.
In modern high-performance coating systems, the anticorrosive system usually
consists of at least two layers of chemically curing two-component epoxy or coal tar
epoxy. Total DFT of underwater hull and boottop systems ranges from 250-400 μm
TOPSIDE AND SUPERSTRUCTURE

For the topside and superstructure, an aesthetic topcoat of aliphatic polyurethane or
aliphatic polyurethane/acrylic may be used. Isocyanate-free alternatives include
epoxy/acrylic or other modified epoxy coatings, although they generally have
reduced gloss and colour retention compared to polyurethanes.
DECKS
Paint systems for decks should be every resistant to corrosion and theinfluences of
weather. They should be non-slip (even when the decks are wet) and resistant to
impact, scratching, and abrasion, as well as resistant to (sea) water, fuel
oils,lubricating greases, cleaning agents, and cargo spills.
New Technology Growth
Marine environment is a harsh environment in terms of corrosion and biofouling.

Biofouling generates huge operational losses for the shipping Industry. A high degree
of fouling on the ship’s hull significantly increases drag, reducing the overall
hydrodynamic performance of the vessel and increasing the fuel consumption. Due to
these reasons, it is in the best interest of the ship owners to use high-performance
coatings that prevent corrosion and antifouling growth on the ship’s hull.
Reduced fuel consumption and increasingly stringent environmental regulations have

prompted the development of new antifouling technologies. Marine coatings
manufacturers are generally cautious in adopting new technologies. However,
increasingly stringent environmental legislation, paralleled by customer preference
for more eco-friendly products, is pushing innovation in the market.
The need to lower fuel consumption and to reduce CO2 emission has become a
strong driving force for paint companies to develop new technologically-advanced
antifouling coatings for ship’s hulls which reduces the fuel consumption.
Foul-release technology, which also results in substantial fuel savings, is particularly
useful for large cargo ships, which consume a lot of fuel. Many companies are
investing time and money in developing eco-friendly products such as low friction
coatings, metal-free antifouling coatings, etc. Most recent participants now offer
silicone- or fluororesin-based foul-release products.
Regulations Force New Developments
The present working principle for most of the marine paint systems is based on a
slow release of toxins (self-polishing coatings). Although the antifouling performance
of such systems is excellent, the amount of toxin released per ship may be quite
substantial. The impact of such toxins on nature can be detrimental. Because of this
impact, the use of organotins, such as tributyltin (TBT), on ship hulls was completely
banned in 2001. In addition, the use of other toxins in antifouling coatings is
restricted by law.
Although the use of copper-based paints is not yet prohibited it may be banned in the
near future. Recently, the use of copper-based coatings for recreational boats has
been banned in the ports of San Diego and Washington. This drives both science and
industry to evaluate new types of antifouling mechanisms.
Alternatives to Self-Polishing Coatings
The following systems are commonly suggested and are also applied as alternatives
to self-polishing coatings. Hydrophilic antifouling coatings prevent or slow down
adherence of marine organisms to ship hulls. (The latest solutions that are provided
by a marine coating manufacturer formulates anti-fouling paint based on hydrogel
technology which is comprised of a network of advanced polymer chains that absorb
high amounts of water to create a water-like boundary layer. This water-like layer
misguides the fouling organisms into believing that the hull is a liquid and solid
surface and this minimizes protein and bacterial adhesion to the hull.)
• Low energy, hydrophobic foul-release coatings facilitate an easy release of marine

organisms.
Traditional fouling release coatings consist of a silicone elastomer (PDMS) which

relies on low surface tension (hydrophobic) and low modulus of elasticity, usually
with a good initial foul-free performance. Over time, the coatings ability to self-clean
is lowered, which results in a higher hull skin friction. The technology behind the
third generation fouling release coatings is a unique blend of silicone polymers which
maintains a more hydrophobic surface, with fouling release performance that lasts.
The foul-free period is longer, and required speed for self-cleaning is lower. This
results in a lower hull skin friction over time with potentially lower fuel consumption.
• Enzyme-based coating systems.
Current antifouling technologies for ship hulls are based on metals such as cuprous
oxide and co-biocides like zinc pyrithione. Due to the adverse effect of these biocides
on the environment, enzyme-based antifouling paints are proposed as a bio-based,
non-accumulating alternative. Scientists tested a hydrogen peroxide-producing
system composed of hexose oxidase, glucoamylase and starch for the chemical and
physical functionalities necessary for successful incorporation into a marine coating.
The activity and stability of the enzymes in seawater was evaluated at different
temperatures, and paint compatibility was assessed by measuring the distribution and
activity of the enzymes incorporated into prototype coating formulations. The
scientists used a biomimetic encapsulation procedure for HOX through
polyethylenimine-templated silica co-precipitation. Silica co-precipitation
significantly improved the stability and performance of the antifouling system in
marine-like conditions.
• New biocide free, two-component, fouling release coating.
Non-stick fouling release coatings are based on a technology which prevents the
adhesion of fouling organisms by providing a low-friction, ultra-smooth surface on
which organisms have great difficulty in adhering. The coatings do not inhibit the
fouling settlement, but provide self-cleaning when sailing at a certain speed at a
certain activity, typically minimally 15 knots at minimum 75 percent of the time.
Fouling release coatings have their origin in the desire for a biocide-free system and
have been in existence for 30 years. On these types of coatings fouling is not
prevented from settling, as in the case of traditional antifouling, but in practice the
bond between the fouling organisms and the coating surface is so weak that it breaks
by the weight of the organism itself or by the water pressure and current to which it is
exposed.
• Copper-Free Antifouling coating
CuO is a still a very effective biocide but it requires a high concentration to give fully
effective protection against most types of marine fouling. Paints that contain less
copper metal, or use less powerful ingredients such as copper thiocyanate, often
contain extra biocides such as zinc pyrithione or organic algaecides to cope with
slime and weed growth. It is these organic boosters that are currently causing a stir, as
some people think they could cause similar problems to TBT.
One of the latest biocides to be authorized is Selektope (generic name

medetomidine), made by the pharmaceutical giant AstraZeneca. Instead of killing off
marine growth, it is said to temporarily stimulate the octopamine receptor in the
larvae of molluscs, causing them to be harmlessly repelled from the hull. Various
research has apparently proved that it works at extremely low concentration levels (3
g/L) in any paint, and needs no other biocide for a barnacle-free hull. Sadly it’s not as
effective on weeds, so paint formulations will also have to contain approved
algaecides to be effective.
• Self-adhesive /fouling-release coatings.
The ‘eSHaRk’ (eco-friendly Ship Hull film system with fouling Release and fuel-
saving properties) project aims to bring to the market a fouling-protection technology
which not only maintains the current state-of-the-art fouling-protection standards, but
is superior to existing paint-based solutions in terms of eco-friendliness, ease of
application, robustness and drag-reduction effects, all of which will lead to fuel
savings and the reduction of GHG (greenhouse gas) emissions.
The system incorporates a fine-tuned fouling-release system based on PPG’s 100%

silicone binder technology and a self-adhesive film designed by MACtac for
underwater use. As part of the ‘eSHaRk’ project, new, robotized application
technology is being developed by VertiDrive that will be used to automate
application of the film on large commercial vessels. Furthermore, the surface
morphology of the film will be optimized to enhance drag-reduction, fuel-savings and
emission-reduction benefits to previously unattainable levels.
• Nano antifouling coating
A number of manufacturers have come up with some sensible and effective

alternative coatings, but none of them has solved the problem completely. But some
interesting new products are on trial at the moment, which could well come to
fruition within the next decade.
Among these are Teflon- and silicone-based nanotech coatings, using technology
already found in marine gel coat polish. Cornwall-based Nanotech Marine is working
on a self-cleaning nanotech antifoul and the first three-year test results look
promising. It’s only intended for motorboats at the moment, but the company is
looking into ways of applying the same principles for sailing boats.
Painting Area finding

Surface Preparation
Proper surface preparation is essential for the success of any marine coating scheme.
The importance of removing oil, grease, old coatings and surface contaminants (such
as millscale and rust on steel, and zinc salts on zinc containing primers or galvanised
surfaces) cannot be over emphasised.
The performance of any paint coating is directly dependent upon the correct and
thorough preparation of the surface prior to coating. The most expensive and
technologically advanced coating system will fail if the surface preparation is
incorrect or incomplete.
Oil and Grease

The presence of even a very thin layer of oil or grease can destroy or seriously impair
adhesion of paint. Solvents (e.g. paraffin or white spirit) can be used to dissolve the
grease
Drying with cloths is required to completely remove the oil.
Sea salts are fairly easily dissolved by fresh water.
BLAST CLEANING
By far the most effective method for removal of millscale, rust and old coatings,
WET ABRASIVE
BLASTING/SLURRY BLASTING
Wet abrasive blasting uses a slurry of water and abrasive rather than dry
abrasive alone. This has the advantage that the hazards of dust and
associated health problems are largely overcome. abrasives such as garnet, grit or
shot under high pressure
HYDROBLASTING
Hydroblasting is a technique for cleaning surfaces, which relies entirely on
the energy of water striking a surface to achieve its cleaning effect.
Abrasives are NOT used in hydroblasting systems
Q. How many types of asbestos. Do all of them are carcinogenic What

precautions you as CE will give to your juniors when work involves asbestos (in
old ships). where do you find information regarding precautions to be taken
while working on asbestos on ships.
The document called "Green Passport" for ships is envisaged to accompany the
ship throughout its working life and contain an inventory of all materials
potentially hazardous to human health or the environment, used in the
construction of a ship. Produced by the shipyard at the construction stage and
passed to the purchaser of the vessel, the document would be in a format that
would enable any subsequent changes in materials or equipment to be recorded.
Successive owners of the ship would maintain the accuracy of the Green
Passport and incorporate into it all relevant design and equipment changes, with
the final owner delivering it, with the vessel, to the recycling yard.
TYPES OF ASBESTOS
There are six types of fibrous minerals called asbestos. Exposure to asbestos fibers is
the leading cause of mesothelioma lung cancer.
Asbestos is a group of six fibrous minerals that occur naturally in metamorphic

deposits located around the world. Of the hydrous magnesium silicate variety, the six
types include tremolite asbestos, actinolite asbestos, anthophyllite asbestos, chrysotile
asbestos, amosite asbestos and crocidolite asbestos. Asbestos is a chemically inert
mineral that is fire resistanct and does not conduct heat or electricity (making it a
commonly used insulator), is insoluble and is without odor. Asbestos' combination of
properties made it a valuable resource, regularly used in buildings, automobiles,
shipyards and a variety of household products.
Chrysotile Asbestos
Also called white asbestos, chrysotile asbestos is unique in that it has a serpentine
fiber-formation (curled fibers) compared to the amphibole fiber-formation (straight,
needle-like fibers) of the other five asbestos types. Chrysotile asbestos is less friable
(less-likely to be inhaled) than other types of asbestos. Chrysotile asbestos is less
likely to be inhaled and therefore viewed by many to be the safest of the asbestos
types.
Crocidolite Asbestos
Also called blue asbestos, crocidolite asbestos is an amphibole mineral that can be
found in Africa and Australia. On the opposite end of the spectrum than chrysotile
asbestos, crocidolite is viewed to be the most dangerous type of asbestos.
DON’T
 don’t use high-pressure water jets to wet surfaces as this may increase the
spread of loose fibres or dust
 don’t slide one sheet over the surface of another as this may abrade the surface
of the materials, and increase the likelihood of releasing fibres and dust
 don’t use power tools, abrasive cutting or sanding discs, or compressed air on
asbestos cement, as these will contribute to airborne dust and debris
 don’t dry-sand, wire-brush or scrape surfaces to be painted
 Do Not use power tools
 Do Not use abrasive cutting or sanding discs
 Do Not use compressed air
 Do Not use high-pressure hoses
DO
- Always work with asbestos in well-ventilated areas
- Ensure the material is thoroughly wet down and kept wet during work to minimise
the release of fibres and dust
- wear the appropriate personal protective clothing and equipment.
- pull out any nails first to help remove sheeting with minimal breakage
-carefully lower (not drop) the sheets to the ground and stack on two layers of
polythene sheeting at least 0.2 mm thick (e.g. heavy-duty builders’ plastic)
-minimise cutting or breaking of the asbestos
Q. Piracy is covered under GA?
Ransom to secure the release of seized ships, crew and cargo – who pays?
We would normally expect the cost of ransoms for ships to be reimbursable under
either the ship’s hull and machinery (H&M) marine risks or war risks insurance
policy. A marine kidnap and ransom (K&R) insurance
policy also covers ransom.
Issues relating to the payment of ransoms.

Ransom payments are prohibited in some jurisdictions.
The protection and indemnity (P&I) position.

The P&I clubs have made it clear that they do not cover ransom payments. However,
if a ship owner incurs a legal liability following an act of piracy, the clubs are likely
to become involved. The clubs are also very useful
sources for advice both when a ship owner considers how to deal with the threat of
piracy and after a ship has been seized.
The insurance industry debate as to whether loss of or damage to a ship as a result of

an act of piracy should be covered under the ship’s H&M marine risks or war risks
policy has been largely resolved. Today the great majority of ships are insured
against piracy under their war risks insurance. In the comparatively rare cases where
the risk of piracy is stillcovered under a ship’s H&M marine risk insurance policy
there will
normally be no additional premium charged if the ship operates in waters with a high
risk of piracy, because there is no mechanism to set an additional premium. However,
a significant piracy claim on the H&M marine risks insurance policy is likely to
result in higher premium. The impact of a claim on H&M war risks insurance
premium would be much less.
Both H&M marine risks insurers and war risks insurers have reimbursed ransom
payments on policies that include the risk of piracy. Reimbursement has been
forthcoming because underwriters accept that payment of ransom to secure the
release of a ship seized by pirates is justified as a general average (GA) expense,
although in practice, in most if not all cases,
claims have been settled without GA having been formally declared.
General average can usually only be declared where parties other than the owner of
the ship, such as cargo owner or charterer, have a financial interest in the safe
conclusion of the voyage. Therefore it might not be possible to declare GA if the ship
was seized while unchartered and on a ballast voyage. In these circumstances we
would expect ransom payments to be reimbursed as a “sue and labour” expense.
Under policy forms in use today covering both H&M marine risks and war risks, a
ship owner that has been deprived of use of the insured ship can ultimately claim a
constructive total loss. Payment of a ransom to avoid the prospect of a constructive
total loss would certainly appear to be justified as sue and labour, but this is less
tested in practice.
On occasion, as was seen with the boarding of the m/v Leopard in January 2011,
pirates have abducted the crew but abandoned the ship. In these circumstances,
because they have no financial interest in the wellbeing of the crew, we believe it
unlikely that the ship’s H&M marine risks or war risks insurers will readily
participate in the reimbursement of a ransom to free crew alone. It is possible that the
underwriters covering a ship owner’s liabilities to crew might be asked to contribute
to a ransom to secure the release of crew members. This could be the ship owner’s
P&I insurer or alternatively an underwriter that covers crew P&I war risks.
Typically this will be the ship’s war risks insurers who customarily also cover P&I
war risks on the ship. However, a requirement to reimburse ransom payments follows
legal liability and it is unlikely that the ship owner will have a legal liability to pay a
ransom. Indeed, the P&I clubs have made it clear that they do not cover ransom
payments – a stance considered in greater detail later in this report.
To conclude this section, we expect ransoms paid to free a ship to be reimbursed by

the ship’s H&M marine risks or war risks underwriter. A marine K&R policy is
appropriate cover for ransom to free the crew alone and can Care must be taken to
avoid acting illegally
Q. Why PSC is it required when you have flag state. Why MOU?
Flag state can be biased as they get revenue from the ship registered under their flag
so for stricter control psc is required.
Flag of convenience (FOC) is a business practice whereby a merchant ship is

registered in a country other than that of the ship's owners, and the ship flies that
country's civil ensign. Owners of a ship may register the ship under a flag of
convenience to reduce operating costs or avoid the regulations of the owner's country.
The closely related term open registry, which describes a ship register that will
register foreign-owned ships, also exists.
The reasons for choosing an open register are varied and include tax avoidance, the
ability to avoid national labor and environmental regulations, and the ability to hire
crews from lower-wage countries. National or closed registries typically require a
ship be owned and constructed by national interests, and at least partially crewed by
its citizens. Conversely, open registries frequently offer on-line registration with few
questions asked. The use of flags of convenience lowers registration and maintenance
costs, which in turn reduces overall transportation costs.
The environmental disaster caused by the 1978 sinking of the MV Amoco Cadiz,
which flew the Liberian flag, spurred the creation of a new type of maritime
enforcement. Resulting from strong political and public outcry over the Amoco Cadiz
sinking, fourteen European nations signed the 1982 Paris Memorandum of
Understanding on Port State Control or Paris MOU. Under port state control, ships in
international trade became subject to inspection by the states they visit. In addition to
shipboard living and working conditions, these inspections cover items concerning
the safety of life at sea and the prevention of pollution by ships.
Many nations with open registries are criticized for having substandard regulations.
Some ships with flags of convenience have been found engaging in criminal activity,
offering substandard working conditions, and spewing pollution into the environment
or illegally fishing. As a result, ships flying under these flags are now targeted by
other nations for special enforcement when they make call in one of the host nation's
ports
To avoid duplicity of efforts and target only those ships which are not inspected
PSC is to eliminate substandard ships and safe operation onboard.
Q. Which certificate is valid for Life time of ship ?

Tonnage certificate
Safe Manning certificate
Enhanced survey report
International Energy efficiency certificate
CSR
SEEMP
certificate of registry
All are permanent until and unless any major conversions are done
Q. What all information certificate of registry gives ?
There must be a "genuine link" between a vessel and its flag state. Article 5(1) of the
Geneva Convention on the High Seas of 1958, which came into effect in 1962,
requires that "the state must effectively exercise its jurisdiction and control in
administrative, technical and social matters over ships flying its flag.". The principle
was repeated in Article 91 of the United Nations Convention on the Law of the Sea of
19 82 (UNCLOS), which came into effect in 1994.
In 1986, the United Nations Conference on Trade and Development attempted to

solidify the genuine link concept in the United Nations Convention on Conditions for
Registration of Ships. The Convention on Conditions for Registration of Ships would
require that a flag state be linked to its ships either by having an economic stake in
the ownership of its ships or by providing mariners to crew the ships. To come into
force, the 1986 treaty requires 40 signatories whose combined tonnage exceeds 25%
of the world total. To date, only 14 countries have signed the treaty.
Certificate of registry contains following details:
1) IMO number, call letter, official number, type of ship
2) vessel name and home port
3) name of owner , its residential address, citizenship and proportion of ownership.
4) place of build, name of builder, year built, classification society name
5) any previous name
6) gross and net tonnage
7) name of engine and specification, power, builder
8)no. of mast , no of deck , material of ship like steel,
9) length , breath, depth and height of ship.
Q. Indian ports where ship can be registered ?
At present Mumbai, Calcutta, Madras, Cochin and Mormugao have been notified as
ports of registry and principal officers of Mumbai, Calcutta & Madras and Surveyor
in charge of Cochin and Mormugao have been notified as Registrar of Indian ships.
Procedure to be followed:-
Company should be registered with MMD and DGS by applying on a letter head to
PO, MMD and DGS respectively for ID and Password.
Step 1 for Name Approval

A copy of previous Certificate of Registry for second hand vessel and a copy of ships
details from the builder for a new built vessel.
• A copy of Memorandum and Articles of Association of the company.
• Vessel of 25 years and above need technical clearance.
• Three names in Hindi and English to be suggested
Step 2 for issuance of Carving and Marking Note

• Application for Carving & Marking Note on letter head of company.
• Approved Tonnage Computation or Tonnage Certificateissued by Flag / Class.
Step 3 for signing of Declaration of ownership

• Declaration of Ownership Form 4 or 5 as applicable.
Step 4 for Survey of Carving and Marking and Ship

• Application for Survey of Carving & Marking onboard Ship
• Sighting of Carving and Marking and Survey of vessel will be done by MMD or
Class Surveyor.
Step 5 for Permanent / Provisional Registry

• Application for Registry as per Checklist No. 1
• Alternatively a Provisional Certificate of Registry can be issued to the vessel for Six
months, if the vessel is abroad or if the documents are not complete as per the
requirements.
• When the vessel is abroad and a Provisional Certificate of Registry (PCOR) is to be

issued for taking delivery, the owner has to apply for a blank Provisional Certificate
Q. Gross tonnage and compensated gross tonnage?

Q. Shell and Deck Plate Repairs
1. Recommendations for renewals should be decided on a reasonable and practical

basis; that is only what is necessary to place the vessel in serviceable condition fit to
proceed. Appearance “as original” is not essential.
2. To avoid combining the shrinkage stresses of several welds in close proximity in

restrained surrounding structures, it is best to avoid too-small insert plates, these are
prone to fracture. if possible, renew full width, but in any case not less than 450 mm
width, and at least three frame spaces in length (the transversely-framed vessels), or
for a length at least as great as the strake width.
3. Always note in the survey report accurately on whether existing butts are utilized
or new butts established. This becomes very important in assessing future gauging.
4. Avoid use of a replacement insert plate more than about two millimeters or 10%
“t” under or over original thickness in order to minimize stress concentration effect
of abrupt change of section.
5. Whenever plates are cut out for renewal, always check the four edges of
surrounding plating to make sure there is sufficient remaining thickness for proper
attachment.
6. Small damage areas, say under 450 mm diameter. may satisfactorily be repaired by
use of a circular insert plate, but since a small closed circle of weld is prone to
cracking, the weld should be made alternating from one side lo the other (back-step)
and closely checked for cracks.
7. Adhere to the general rules of plate renewals such as to release seams beyond new
butts before welding the butts, weld internals to renewal plate before welding plate
joints, weld plate butt before the seams, weld seams toward free end, and not welding
seams across an unwelded butt, etc.
8. Small, single or relatively straight cracks in plating may frequently be satisfactorily

welded, but first carefully locate end of crack and vee-out as required. Do not attempt
to weld up multiple branching or “star-shaped” fractures indicative of fatigue. Renew
the detective area
9. On steel repair Jobs it is particularly important to check fit-up and back chipping.
UT or Radiograph finished welding if practicable.
10. Where extensive plating renewals are made, extreme care must be taken with the
welding sequence to prevent compressive buckling of the existing plating on the
opposite side of the hull girder, and to minimize hull distortion (and consequent
effect on machinery alignment).
11. Where extensive renewals are made to bottom shell plating in way of machinery,
steps must be taken to insure the maintenance of machinery and shafting alignment.
Afloat alignment checks and gear tooth contact records should be made before and
after repairs
12. Doublers or strength straps should normally not be thicker than the plating on
which they are fitted. Local doublers on side shell, deck or bottom shell are allowed
as a temporary repair only, except as original compensation for openings. Any such
doublers over damage or wastage must be removed before crediting the Special
Survey.
13. Make certain that replacement plating material and welding electrodes used are
the correct grade or type. If the proper Class Society steel is not available, clear
identification against the mill sheet and possibly confirmatory tests may be required
for equivalent substitutes certified by another society. Change of steel grade or
substitution of welded joints for riveting must have prior to your Office approval.
There are three main stages in determining the remediation of a fracture: inspection
of the fracture, evaluation of the fracture and consideration of repair options.
If the fracture is found during the inspection of the hull, the nature of the fracture and
its location should be noted for evaluation purposes. These details may indicate the
potential cause of the fracture and determine the criticality of the fracture.
At the evaluation phase, based on the information obtained during the inspection, the
following are to be given proper consideration in order to determine the appropriate
fracture repairs to be carried out:
•Potential consequences of a found fracture (or criticality of fracture)
•Causes and nature of fracture
Afterward, the team doing the examination would recommend the action to be taken;
temporary repair or permanent repair. In cases where temporary repair is considered,
the team should take into account the vessel’s intended route and service and identify
any potential risk.
Criticality of Fractures
The method of assigning a criticality class to structural failures within certain
structural members allows one to identify the importance of the member. This
permits the more critical elements to be targeted ensuring that these elements have a
lower probability of failure than less critical elements. The criticality is
normally based on the effect to people, environment and serviceability, each of which
can be affected differently by the different structural failure mechanisms.
The criticality classes “High”, “Medium”, “Low” take into account the intended
purpose of a structural member and its impact to the safety of the vessel, life and
environment.
Fracture Repair Option

The type of repair technique to be performed as a fracture solution depends solely on
the cause of the fracture and the necessity of immediate corrective action to restore
the normal operation, or even the strength of the vessel. The ultimate goal of a
fracture repair is to eliminate the cause of the fracture. However, there might be
restrictions in fracture repair options depending on the circumstances of when and
where the fracture was found.
"Crop and renewal” and “gouge and reweld” appear to be the most commonly used
types of fracture repair. Fracture repairs that are currently being practiced in the
industry.
Q. What is the difference between Basel convention and London convention ?
Basel conv. Came after industrial revolution, eg. USA use to dump nuclear waste
near antartica or africa, Africa being a poor country din know what hazards nuclear
waste had, so basel conv talks abt areas where u cant dump em. And countries buying
such waste should have technology to process them. London conv. Follows a reverse
list( came on 24th march 2006), to control all source for marine pollution. If ur waste
in under this list, you need special permit from national authority. Items not
mentioned under reverse list are prohibited for incineration or dumping @ sea
Basel convention it is ensure that hazardous waste generation should be

min...whereas london convention is about dumping of waste from human activities...
Basel convention control or prohibition of transboundary movement of hazardous
waste or in other states.
London convention specially 1996 protocol is prohibition of all the waste into Sea not
transboundary except the permitted substances as per annex
Q. Can Psc detain a ship with Major NC
With Major NC the vessel is detained by PSC.
Under ISM with Major NC no vessel can sail legally
Either Major NC to cleared or at least downgraded to NC
code 19 and will require immediate rectification before sailing
Q. Three principle of UNCLOS
1. Proper jurisdiction of ships on administrative technical and social matters. On

ships flying its flag.
2. Investigation on marine casuality
3. Measures taken by state to minimize the marine pollution to the full extent in the
territorial, coastal, EEZ, contizuous zone.
Q. Difference between audit and survey
Audit only for paper work. Survey includes condition checking along with related
papers verification
AUDIT:-
1) Audit always forecasts on past activities and then detect the fault and propose the
corrective action.
2) Audit always focuses on system operation, system procedure and documentation.
3) Audit always looks only on the system.
4) Audit is focused on software items.
5) Audit of entire system is not possible as it is done on sampling basis like

surveillance audit
6) For example an auditor will check satisfactory repair of pump and will enquire,
find and analyze as to when pump was last inspected, why deficiency not found
before survey etc.
SURVEY:-
1) Survey focuses on future activities so that equipment continues to function for next
survey.
2) Survey focuses on physical status of machinery or equipment.
3) Survey looks on product.
4) Survey is focused on hardware
5) Survey of entire system is possible like safety equipment survey, main engine
performance survey etc
6) For example in a survey of fire pump surveyor will check satisfactory repair of
pump and noted deficiency removed.
66) What is difference between IMSBC Code and BLU code looks same
Q.What's the difference between imsbc and bc code
International Maritime Solid Bulk Cargoes (IMBSC) Code and Supplement,

2009 Edition replaces BC code
The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC) Code,
which replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to
facilitate the safe stowage and shipment of solid bulk cargoes by providing
information on the dangers associated with the shipment of certain types of solid bulk
cargoes and instructions on the procedures to be adopted when the shipment of solid
bulk cargoes is contemplated.
It provides guidance to Administrations, shipowners, shippers and masters on the

standards to be applied in the safe stowage and shipment of solid bulk cargoes
excluding grain (which is dealt with under separate rules). The code includes general
advice on the procedures to be followed whenever bulk cargoes are to be shipped, a
description of the hazards associated with certain materials, lists of typical materials
currently shipped in bulk and details of recommended test procedures to determine
various characteristics of solid bulk cargo materials.
The IMSBC Code were applied from 1 January 2009 on a voluntary basis,
anticipating its envisaged official entry into force on 1 January 2011, from which date
it will be mandatory under the provision of the SOLAS Convention.
To keep pace with the expansion and progress of industry, in recent years, the Code
has undergone many changes, including:
 Fully updated individual schedules for solid bulk cargoes
 New individual schedules for such cargoes as spent cathodes and granulated
tyre rubber
 New provisions about sulphur
 References to the most recent SOLAS amendments
 Updated information from the 2008 edition of the IMDG Code
This publication presents additional information that supplements the IMSBC Code,
such as the Code of Practice for the Safe Loading and Unloading of Bulk Carriers
(BLU Code) and Recommendations on the safe use of pesticides in ships applicable
to the fumigation of cargo holds.
70) What is the main difference between the EU MRV and the IMO DCS (Data
Collection System for fuel oil consumption of ships)?
1.The EU MRV regulation requires reporting of actual cargo carried, whereas the
IMO DCS only requires reporting of DWT (as cargo proxy). The EU MRV
regulation entered into force on 1 July 2015, while the EU DCS will enter into force
on 1 March 2018.
2. The EU MRV regime requires verification by an accredited body (class societies

plus other accredited bodies), whereas the IMO DCS will be a statutory requirement
and require verification by a Recognized Organization (mainly class societies).
3. The EU MRV only applies to voyages to, within and from an EU port, while the
IMO DCS will be for all voyages.
4. The EU MRV requires a distinct Monitoring Plan in a special format, while the
IMO DCS requires a Part II of the SEEMP, named Ship Fuel Oil Consumption Data
Collection Plan with its own given format.
EU MRV is more stringent as compared to IMO DCS and increasing burden on ship
owner to comply with two reporting mechanisms for same purpose. In mepc70 there
were discussions to go with only one mechanism at a time but EU mrv said that they
will phase out their mechanism if IMO develops and implement a mechanism of
same or above eumrv standards.
Q. ODME working
A step by step guide of how to operate ODME and principle of its operation
How does ODME do it ?
ODME controls the operation of two valves
1) Valve to slip tank.
2) Valve to overboard tank.
These two valve will never be open or close together. If one is open, the other will be
in close position.
What all components make ODME
The formula for Instantaneous rate of discharge is
Now if ODME need to measure IRD, it surely need values for oil content in PPM
and Flow rate. Speed connection is usually given either from log or GPS.
All these values are fed to the computing unit of the ODME. Computing unit does all
the mathematical calculations to get the required values. Most of the times you will
find the computing unit in Cargo control room. Now lets see how and from where the
computing unit gets these values
Flow rate
ODME computing unit gets the flow rate from flow meter. A small sample line goes
from the main line, pass through the flow meter and goes back to the main line. Flow
meter calculates the flow in m3/Hr and gives this value to the computing unit through
a signal cable.
Measuring PPM
Measuring cell is the component that measures the amount of oil (in ppm) in the
water. Measuring cell is located in a cabinet called “Analysing unit”. Most of the
times you will find “Analysing unit” in the pump room.
The measuring principle relies upon the fact that different liquids have different light
scattering characterstics. Based on the light scattering pattern of oil, measuring cell
determines the oil content.
The sample water is passed through a quartz glass tube. And the oil content is
determined by passing this sample water in different detectors in series.
But to measure PPM in a water sample, a sample from the discharge water need to
pass through the measuring cell. This job is done by a sample pump.
Sample pump draws the sample from the discharge line before the discharge valves.
This sample is sent to the measuring cell (in analysing unit) for measuring the oil
content and then sent back into the same discharge line.
To clean the measuring cell, ODME runs cleaning cycle in pre-defined interval
during its operation. The cleaning cycle involves flushing the cell with fresh water.
 If the ODME has provision for detergent injection, the required amount of
detergent will be injected during the cleaning cycle
We need to make sure that the detergent tanks is not empty and we use maker
recommended detergent only.
Now that we are clear on what ODME is made up of and about the components of
ODME, lets see how senior deck officer should operate ODME.
2. Allow minimum 36 hours settling time
We will wash the tanks and collect the slops in slop tank. But before we can start
pumping out oily water through ODME, we need to allow a minimum of 36 hours
settling time. This settling time ensures that the oil has separated completely from the
water.
We may argue that if our discharge is limited to 30L/NM, then what difference does
it make with settling time ? But the fact is that even when we can use the ODME to
discharge oily water, we must ensure that the oil is minimum in the water.
Q. UNCLOS what is it? and relation of UNCLOS with SOLAS?
UNCLOS
•Designate IMO as “the competent international organization” with regard to

shipping matters in UNCLOS
•Key role in giving content to the protection of international navigation rights in
UNCLOS.
IMO Convention
•General comprehensive mandate exclusively dedicated to navigation and shipping,

without being restricted to a particular issue
.
•Functions for the development of international maritime public law and regulation
for safe, secure and environmentally responsible shipping, and related private law
matters.
Relationship between UNCLOS and IMO instruments UNCLOS is acknowledged to

be a "framework convention". Many of its provisions, being of a general kind, can be
implemented only through specific operative regulations in other international
agreements. This is reflected in several provisions of UNCLOS which require States
to "take account of", "conform to", "give effect to" or "implement" the relevant
international rules and standards developed by or through the "competent
international organization"(foe example IMO). The latter are variously referred to as
"applicable international rules and standards"
These provisions clearly establish an obligation on Parties to UNCLOS to apply
IMO rules and standards. The specific form of such application relies to a great extent
on the interpretation given by Parties to UNCLOS to the expressions "take account
of", "conform to","give effect to"or "implement"in relation to IMO provisions.
Overlapping or potential conflict between the work of

IMO and UNCLOS was avoided by the inclusion in several IMO conventions of
provisions which state specifically that their text did not prejudice the codification
and development of the law of the sea in UNCLOS or any present or future claims
and legal views of any State concerning the law of the sea and the nature and extent
of coastal and flag State jurisdiction.
The IMO is Specialized agency of the UN
Competent intergovernmental organizations for shipping and the IMO
•IAEA: use of atomic energy

•IHO: nautical charts and documents
•ILO: maritime labourstandards
•IMO: navigation, shipping, security, trade facilitation, environment
•IOC (UNESCO): ocean science
•UNCITRAL: trade law, carriage of goods law
•UNCTAD: maritime trade and shipping matters
•UNEP: coordination of environmental programs within the UN system
•WMO: world weather, climate, hydrology and water resources, environment
Q. Sea trial what all checks are done? At what load overload test is done?
An overload test to be made at 110% of the max cont.rating for 1/2 Hrs. It is done
during shop trial test.
Steering gear result

Machinery parts following things are checked during sea trials
In stern tube running in test ship is run at slow half and than full rpm and at each
RPM rudder movement is also given and FWD AFT stern tube bearing temperature
are measured.
Endurance testing involves testing a system with a significant load extended over a
significant period of time, to discover how the system behaves under sustained use.
endurance
test
Q. who checks whether ship complies with Annex V of marpol?
Port State control

port State control officers can inspect a foreign-flagged vessel at a port or an offshore
terminal of its State "where there are clear grounds for believing that the master or
crew are not familiar with essential shipboard procedures relating to the prevention of
pollution by garbage".
Q. III code why and what? comes under what?
IMO HAS NO ENFORCEMENT AND COMPLIANCE MONITORING POWERS

• The IMO Convention does not contain any provision that gives the Organization
enforcement and monitoring role
• With the drive for greater transparency and accountability, it has often been said
that IMO needs teeth to ensure compliance
• How to achieve that is emerging gradually
III code
The objective of the audit is to determine to what extent Member States are
implementing and enforcing the applicable mandatory IMO instruments. The
mandatory audit of all Member States commenced from 1 January 2016, with the aim
of determining the extent to which they give full and complete effect to their
obligations and responsibilities contained in a number of IMO treaty instruments
An audit will not proceed until a memorandum has been signed and exchanged.
The scope of the audit, consistent with the applicable IMO instruments and the audit
standard, is to be concluded between the Member State and the Secretary-General
and included in a Memorandum of Cooperation. The Memorandum of Cooperation
should outline the responsibilities of IMO and the Member State in all phases of the
audit.
1. An audit will not proceed until a Memorandum of Cooperation has been signed
and exchanged between the Member State and the Secretary-General.
2. The Memorandum of Cooperation will confirm, inter alia, that the audit is to be
conducted in accordance with the procedures contained therein.
3. The audit of a Member State should be planned in accordance with an agreed
timetable.
4. The audit team leader will discuss and agree with the Member State the detailed
audit timetable, within the context of the Framework.
Root cause analysis (RCA) is a method of problem solving used for identifying the
root causes of faults or problems.
Q. Recycling plant of a ship?
The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009 (the Hong Kong Convention), was adopted at a diplomatic
conference held in Hong Kong, China, from 11 to 15 May 2009, which was attended
by delegates from 63 countries.
The Convention is aimed at ensuring that ships, when being recycled after reaching
the end of their operational lives, do not pose any unnecessary risks to human health,
safety and to the environment.
FRAMEWORK OF SRP
The responsibility for developing a comprehensive SRP rests with the Ship Recycling
Facility, although development of the SRP is a cooperative effort between the Ship
Recycling Facility and the ship owner. The Ship Recycling Facility should have safe
and environmentally sound management of all Hazardous Materials and wastes
generated during recycling, of the skills and capabilities of its workforce and the
availability of local support services, and of the relevant national laws and regulations
that apply to the facility and its activities, including the activities which it is approved
to perform under its DASR(or Document of Authorization to conduct Ship Recycling
(DASR)
The SRP should describe how the Ship Recycling Facility will recycle the specific
ship in a safe and environmentally sound manner, covering the recycling process
steps and their sequence over the entire process. Any processes or procedures that
deviate from the SRFP
and are specific to the ship should be described in detail in the SRP.
Where more than one Ship Recycling Facility is used, SRPs should be prepared
separately, in principle, by each of the Facilities involved, according to their
respective duties and indicate the order in which the activities will occur.
Ship Recycling Facility Plan (SRFP) and/or Document of Authorization to conduct

Ship Recycling (DASR)
Pre-arrival elements
The SRP should include a description of any specific preparatory work that should be
carried out. The SRP should clarify whether and to what extent any preparatory work
– such as pre-treatment, identification of potential hazards and removal of stores –
will take place at a location other than the Ship Recycling
In the case of a tanker, the ship should arrive at the Ship Recycling Facility with
cargo tanks and pump room(s) in a condition that is ready for certification as Safe-
for-entry, or Safe-for-hot work, or both.
Arrival of ship
The SRP should describe the procedures that the Ship Recycling Facility will follow
to conduct a walk-through (on-board check) of the vessel in an effort to identify any
potential environmental or safety issues. The Ship Recycling Facility should verify
whether safe access and egress have been provided for and that the SRP is in place
throughout the ship recycling process.
Management of Hazardous Materials

The SRP should include information on how the type and amount of Hazardous
Materials will be managed, as required by regulation 9.3 of the Convention and
specify the facility's approach for managing each Hazardous Material
Safe-for-entry and Safe-for-hot-work procedures

Regulation 9 of the Convention requires the SRP to include information
on how the Ship Recycling Facility will achieve safe atmospheric conditions during
the ship recycling process, the SRP should describe in detail how Safe-for-entry and
Safe-for-hot-work procedures will be implemented on the specific ship, taking
account of such features as its structure, configuration, and previous cargo.
Dismantling sequence
An important component of the dismantling sequence is the removal of Hazardous
Materials to the maximum extent practicable prior to and during cutting activities.
Depending on a number of factors, including the age of the ship and the quantity of
Hazardous Materials present, it may be impossible to remove all Hazardous Materials
prior to the start of cutting
activities. The SRP should include a dismantling sequence that is ship-specific and
takes into account the cutting operations and locations of Hazardous Materials
Attaching a copy of DASR

The Ship Recycling Facility should attach a copy of the DASR to the SRP.
Hazardous Material are Elements of the ECP
fuel, lubricants, and coolants; chemicals in drums, buckets, pressurized bottles,

stored solvents, and other chemicals stocks, etc.; cargo residue; floatable materials
possibly containing PCBs, such as wiring insulation waste water/sludges (generated
aboard the vessel
sewage or graywater; residues of ballast water; paint coatings, gaskets, etc.)
Scrapping and recycling: Basel or Hong Kong? Which applies, why is it

important, and what issues do you need to be aware of?
Basel Convention
The Basel Convention on the Control of Transboundary Movements of Hazardous

Wastes and their Disposal (the “Basel Convention”) is a UN international treaty
which came into force in 1992. It has been ratified by 181 countries including all
member states of the European Union and the OECD, except for the United States,
which, along with Haiti, has at present only signed the Basel Convention but not
ratified it. The principal aims of the Basel Convention are:
 the reduction of hazardous waste generation and the promotion of

environmentally sound management of hazardous wastes, wherever the place
of disposal;
 the restriction of transboundary movements of hazardous wastes except where
it is perceived to be in accordance with the principles of environmentally sound
management; and
 a regulatory system applying to cases where transboundary movements are
permissible.
The regulatory regime under the Basel Convention requires that the state of export or
the generator or exporter of the waste must provide advance written notification to
the relevant authorities in the state of export and import, and obtain the necessary
consent(s) before the movement can commence.
As ships destined for dismantling will rarely fly the flag of the state in which they are
to be recycled, this activity can represent a transboundary movement of hazardous
waste.
The exact regulatory requirements, however, are dependent upon the national law of
each contracting state party which enacts the principles of the Basel Convention. The
Basel Convention also permits party states to impose additional requirements to those
laid down by the Basel Convention in order to better protect human health and the
environment. As such, it is essential when considering the scrapping or recycling of a
unit/vessel that comprehensive legal advice is obtained in all relevant jurisdictions. It
is also important to bear in mind that the consent process in some jurisdictions can be
long and protracted.
Hong Kong Convention

The Hong Kong Convention for the Safe and Environmentally Sound Recycling of
Ships (the “Hong Kong Convention”) was adopted on 15 May 2009, but at present
is not yet in force. It will enter into force 24 months after ratification by 15 states
representing 40% of the world’s merchant shipping by gross tonnage, provided that
those states’ combined maximum annual ship recycling volume is not less than 3% of
their combined tonnage.
Unlike the Basel Convention, which can place onerous consent requirements on the
exporter/seller of a drilling unit or vessel, the Hong Kong Convention focuses
primarily on environmentally sound recycling. The main requirements under the
Hong Kong Convention are:
Despite the Hong Kong Convention not being in force, the IMO has issued several
guidelines to assist states with the early implementation of the Hong Kong
Convention’s technical standards.
 The Basel Convention is likely to be engaged as soon as an intention to dispose

of the unit/vessel has been formed.
Q. Loading of different cargo density?What is load density of a cargo tank ?

What is the significance of Load density ?
Load density of a cargo tank defines how much cargo we can load in a tank. This depends
upon how strong the tank top is. The load density of a tank is provided by the class during
yard delivery of the ship.
For dry cargo ships the load density of the tank top is given in t/Sq Meter. That is how many
tonnes can be loaded in one square meter of tank top area.
Let us take a simple example. Say load density of tank top of a bul carrier is 12 tonnes/sq
meter. The length of the cargo hold is 30 meters and breadth of the cargo hold is 20 meters.
So how much total cargo we can load in this tank.
Total cargo that can be loaded in this tank = Length x Breath x Load density
So Maximum cargo = 30 x 20 x 12 = 7200 Tonnes.
Now if the stowage factor of the cargo to be loaded is 0.9 m3/Tonne.
So the volume of the cargo that can be loaded in tank will be 7200 x 0.9 m3. That mean we
can load 6480 m3.
We know the length and breadth of the tank, so we can calculate the maximum height to
which this cargo can be loaded.
Maximum Height = 6480 / 600 = 10.8 Meters

So load density helps the ship staff to know to what height a cargo can be loaded.
On tankers, load density is given as to the maximum density of the cargo that can be loaded.
For example, if load density of a tanker ship is given as 1.2 t/m3, it means that we can load
the tank to full if the load density is lesser than or equal to 1.2 t/m3.
Let us say that volume of the tank is 3000 m3. This means that in this tank we can load
maximum 3600 tonnes (3000 x 1.2 tonnes). Now it does not matter which cargo we load,
we can never load more than 3600 tonnes of cargo in this tank.
Now if we have to load a cargo of density 1.4 t/m3, we can load only 2571 m3 (3600/1.4
m3) of this cargo. From the ullage table (or sounding table) we can calculate to what level
we have to load this cargo.
Cargo system operator on board of a tanker should take into account the properties of
pumped liquid cargoes when planning the unloading operation in fuel terminal.
• Density of the pumped liquid cargo has a significant influence on the higher loading
of the cargo pump drive and hydraulic motor characteristics.
• In the case of liquid cargo temperature changes, the cargo system operators on the
boards of tankers should include the corrected value of the density depending on
liquids temperature in the calculation procedure.
Q.Why we have IMO? Is psc under IMO? PSC reporting to whom?
In case an intervention by Port State is necessary and vessel is detained due to serious
deficiencies the Administration is required inform the Embassy/Consulate of the Flag
State and Classification Society with which the vessel is classed. In due course this
information along with list of deficiencies is also to be conveyed to the International
Maritime Organization for further action. IMO in turn scrutinizes the Information and
forward the same to the concerned Flag State for removing deficiencies in future. The
report received from the Maritime authorities around the world regarding Indian
vessels are checked by the Maritime Administration of the country and suitable steps
are taken up to improve the overall deficiency of the ship in consultation with the
respective shipping companies
Flag state comes under IMO. Flag state acts as a port state for foreign flag vessel. So
PSC do comes under IMO.
IMO – the International Maritime Organization – is the United Nations

specialized agency with responsibility for the safety and security of shipping and the
prevention of marine pollution by ships. ... International shipping transports more
than 80 per cent of global trade to peoples and communities all over the world. the
IMO was created by a convention adopted at the UN Maritime Conference in 1948.
Q. What all sea areas? why we have 4 different sea areas? why they are
required? What is GMDSS?
The Global Maritime Distress and Safety System (GMDSS) is an international

system which uses improved terrestrial and satellite technology and ship-board radio
systems. It ensures rapid alerting of shore-based rescue and communications
authorities in the event of an emergency. In addition, the system alerts vessels in the
immediate vicinity and provides improved means of locating survivors.
GMDSS was developed through the International Maritime Organization (IMO) and
represents a significant change in the way maritime safety communications are
conducted. While it is mandatory for all ships subject to the International Convention
for the Safety Of Life At Sea (SOLAS) (cargo ships 300 gross tons or greater and all
passenger vessels, on international voyages), GMDSS will impact on all radio-
equipped vessels, regardless of size. The global implementation of GMDSS services
became effective on February 1, 1999.
Why GMDSS?
GMDSS was developed to SAVE LIVES by modernizing and enhancing the current
radiocommunications system. By utilizing satellite and digital selective calling
technology, GMDSS provides a more effective distress alerting system. It improves
the current system by:
 increasing the probability that an alert will be sent when a vessel is in distress;
 increasing the likelihood that the alert will be received;
 increasing the ability to locate survivors;
 improving rescue communications and coordination; and
 providing mariners with vital maritime safety information.
GMDSS Equipment
Digital Selective Calling (DSC)
The traditional marine radio (VHF/MF/HF) has been enhanced with the addition of a
feature known as DSC. This feature enables vessels to automatically maintain the
required watch on distress and calling channels instead of the current aural listening
watch. A DSC receiver will only respond to the vessel's unique Maritime Mobile
Service Identity number (MMSI#), similar to a telephone number, or to an "All
Ships" DSC call within range. Once contact has been made by DSC, follow-up
communications take place by voice on another frequency.
When a ship uses GMDSS, it basically sends a distress signal via a satellite or radio
communication equipment. It’s also used as a medium for sending or receiving
maritime safety information and general communication channel.
GMDSS sea areas
GMDSS sea areas serve two purposes: to describe areas where GMDSS services are
available, and to define what radio equipment GMDSS ships must carry (carriage
requirements). Prior to the GMDSS, the number and type of radio safety equipment
ships had to carry depended upon its tonnage. With GMDSS, the number and type of
radio safety equipment ships have to carry depends upon the GMDSS areas in which
they travel.GMDSS sea areas are classified ito four areas :area1,area2,area3 and area
4.
In the GMDSS framework, there are different Sea Areas to allot the working equipment in the
respective area. They are as follows:
AREA RANGE EQUIPMENT

A1 20 to 50 M VHF DSC
A2 50 to 400 M VHF + MF
VHF + MF + One
A3 70° N to 70° S
INMARSAT
A4 Above 70° N or S HF + MF + VHF
To understand the above table further, following are the ranges with regard to the
frequencies in a specific band:
1. Medium Frequencies: 300 KHz to 3 MHz

2. High Frequencies: 3 MHz to 30 MHz
3. Very High Frequencies: 30 MHz to 300 MHz
The different elements of GMDSS are as follows:

1. INMARSAT: It is a Satellite operated system that includes ship earth station
terminals – Inmarsat B, C and F77. It provides telex, telephone and data
transfer services between ship-to-ship, ship to shore, and shore to ship along
with a priority telex and telephone service connected to shore rescue centres.
2. NAVTEX: NAVTEX is an internationally adopted automated system which is
used to distribute MSI-maritime safety information, and includes weather
forecasts and warnings, navigational warnings, search and rescue notices and
other similar safety information.
3. Emergency Position Indicating Radio Beacon (EPIRB): EPIRB is an
equipment to help determine the position of survivors during a SAR operation.
It is a secondary means of distress alerting. Read about EPIRB here.
4. Search and Rescue Locating Equipment: Primarily the Search and Rescue
Radar Transponder. This is used to home Search and Rescue units to the
position of distress which transmits upon interrogation. Read about Search and
Rescue equipment here.
Q. Dry dock stability
Stability during Docking:
When the ship enters a dry dock, it must have a positive metacentric height; and is
usually trimmed by stern. The floor of the dry dock is lined with keel blocks, which
are so arranged such that they can bear the weight of the ship. When the ship enters
the dry dock, her centerline is first brought in line with the centerline of the keel
blocks by using a combination of plum lines and Leica theodolite.
The dock gates are then closed and the water is pumped out of the dock in stages.
Since the ship has a trim by stern, the stern of the ship will first sit on the keel blocks.
The rate of pumping out water is reduced as the stern is almost about to touch the
keel blocks. The reason is, it is from this stage of the docking procedure when the
stability of the ship starts getting critical. The interval of time from when the stern
takes the blocks to the moment when the entire ship’s weight is borne by the blocks is
called Critical Period. We will understand the details a little later.
When the stern of the ship takes the blocks, it is fixed to the shores (sides of the
dock). This is carried out from aft to forward so that by the time the entire ship takes
the blocks, it is fixed to the shores. When the ship is completely borne by the blocks,
water is pumped out quickly from the dock.
When the ship’s stern just touches the keel blocks, part of the ship’s weight is being
borne by the keel blocks. The contact between the stern and the keel block creates a
normal reaction or upthrust. The magnitude of this upward normal reaction increases
as the water level in the dry dock reduces. It is this upthrust that creates a virtual
reduction in the metacentric height of the ship. Hence it is very crucial to maintain
sufficient positive metacentric height before docking, lacking which, the ship may
heel over to either side, or even slip off the keel blocks and capsize.
What we have now, are three vertical parallel forces acting on the ship:
 Weight (W) acting downward.

 Keel block upthrust (P) acting upward.
 Buoyancy (W-P) acting upward.
The upthrust force (P) can be considered to have an effect similar to that of removal
of a weight from the ship. This has the virtual effect of rising the center of gravity of
the ship from the point ‘G’ to ‘G1’. The metacentric height therefore reduces from
GM to G1M, as shown in the diagram below:
Virtual rise in CG during dry docking.
The virtual reduction in metacentric height at any stage of the docking process can be
calculated by the following expression:
This calculation must be carried out for the condition when the ship has just touched
the keel blocks throughout its length. It is at this point that the keel block upthrust is
maximum, and the risk of tipping over or slipping from keel blocks is most likely if
the metacentric height is too low or negative.
Q. Letter of Credit
A letter of credit is a letter from a bank guaranteeing that a buyer's payment to a seller
will be received on time and for the correct amount. In the event that the buyer is
unable to make payment on the purchase, the bank will be required to cover the full
or remaining amount of the purchase. Due to the nature of international dealings,
including factors such as distance, differing laws in each country, and difficulty in
knowing each party personally, the use of letters of credit has become a very
important aspect of international trade.
Q. Correction corrective action and preventive action.
 Correction – Action to eliminate a detected nonconformity

 Corrective action – Action to eliminate the cause of a detected nonconformity
 Preventive action – Action to eliminate the cause of a potential nonconformity
Corrective Action Process
 Locate and document the root cause of the nonconformity.

 Scan the entire system to ensure no other similar nonconformity could occur.
 Analyze the effect such a nonconformity may have had on a product or service
produced before the nonconformity was discovered, and take action
appropriate to the severity of the situation by either recalling the product,
notifying the customer, downgrading or scrapping product.
 Establish thorough follow-up to ensure the correction is effective and
recurrence has been prevented.
Preventive Action Process
 Take proactive steps to ensure a potential nonconformity does not occur.

 Employ process and system analysis to determine how to build in safeguards
and process changes to prevent nonconformance. For example, use a failure
mode and effects analysis to identify risks and potential deficiencies and to set
priorities for improvement.
A corrective action deals with a nonconformity that has occurred, and a

preventive action addresses the potential for a nonconformity to occur.
Q. How reference line is calculated for EEDI ?
IHS Fairplay (IHSF) (Information Handling Services) database is selected as the

standard database delivering the primary input data for the reference line calculation.
Calculation of reference lines
To calculate the reference line, an estimated index value for each ship contained in
the set of ships per ship type is calculated using the following assumptions:
1. the carbon emission factor is constant for all engines, i.e. CF,ME = CF,AE = CF=
3.1144 g CO2/g fuel;
2. the specific fuel consumption for all ship types is constant for all main engines, i.e.
SFCME = 190 g/kWh;
3. PME(i) is 75% of the total installed main power (MCRME(i));
4. the specific fuel consumption for all ship types is constant for all auxiliary
engines, i.e. SFCAE = 215 g/kWh;
5. innovative mechanical energy efficiency technology, shaft motors and other
innovative energy efficient technologies are all excluded from the reference
line calculation, i.e. PAEeff = 0, PPTI = 0, Peff = 0.
6.For containerships, 70 per cent of the deadweight (70% DWT) is used as capacity
for calculating the estimated index value for each containership as follows
For all ship types to which these guidelines apply, parameters "a" and "c" are
determined from a regression analysis undertaken by plotting the
calculated estimated index values against 100 per cent deadweight (100% DWT).
• “If the design of a ship allows it to fall into more than one of the above ship type
definitions, the required EEDI for the ship shall be the most stringent (the lowest)
required EEDI”.
• “For each ship to which this regulation applies, the installed propulsion power shall
not be less than the propulsion power needed to maintain the maneuverability of the
ship under adverse conditions as defined in the guidelines to be developed by the
Organization”.
• “At the beginning of Phase 1 and at the midpoint of Phase 2, the IMO shall review
the status of technological developments and, if proven necessary, amend the time
periods, the EEDI reference line parameters for relevant ship types and reduction
rates set out in this regulation”
Ship plans
The following plans and drawings are required to be submitted to the shipyard for
their use to enable the ship to be dry docked safely. To be submitted before ship
enters dry dock
(1) G.A. plan
(2) Docking plan
(3) Capacity plan with Dwt and displacement /draft scale. After ship has docked.
(4) Shell Expansion
(5) Mid-ship Section For structural repairs as ordered.
(6) Detailed location plans of areas where repairs and renewals are required. For
propeller shaft withdrawal and survey if ordered.
(7) Assembly drawing of propeller shaft ,propeller and stern tube.
1) General arrangement plans
- the ship general layout how it looks.
- all the deck in superstructure and engine room is shown with division of
compartment and its names.
- all the tank arrangement in ER like where is MGO tank, FW tank, ME lo sump tank,
bilge tank etc.
-shows location steering gear, emergency fire pump space, 1st deck of er, bottom
platform etc
- in accommodation its shows where is refeer room, various cabin location on

different deck, location of life boat and its all there what you can see when you see
ship from jetty.
- on deck different crane, manhole of cargo tank, location of cargo tank and ballast.
- frame space of cargo tank, actually frame space of entire ship tank.
- ship particulars
2) Capacity plan with dead weight
- it has a the table showing ship deadweight, displacement, tpc, at various ship draft.
- it shows loadline mark of ship with mutiple loadline if alloted to ship. At each
loadline marking what is ship draft, deadweight and displacement.
- draft, displacement, deadweight at summer, fresh water, tropical and winter

loadline.
- capacity of all cargo tank, ballast tank, fresh water tank, fuel oil tank, lube oil tank
and other miscellaneous with frame space number.
- location of cargo tank and ballast tank. layout of engine room with tank location.
with frame number
- it shows the mid ship section of ship
- ship particulars
3) Fire control plan
- ventilation flaps location on various deck.
- accommodation space various fan flap location. same for engine room and cargo
space.
- the fire men outfit boxlocation and what all its content with quantity.
- spare charge for portable extinguisher with quantity.
- location of fire fighting appliance with quantity like foam system, portable
extinguisher, international shore coupling, foam monitor, fire blanket, fire control
plan, fire hose, foam applicator, fire men box, air compressor for breathing
compressor,co2 release control station, eebd etc.
- location of fire detector with type, local call point, control panel.
- location of quick closing valve control, location of ventilation remote stop,

emergency stop for oil pumps
- ship particulars
- life saving equipment location like muster station, muster list , sart, epirb, vhf, Line
throwing appliance, rocket, hand flares, training manual, medical locker, life jacket,
life buoy, immersion suit, life raft, life boat,
- location of emergency and main fire pump.
4) Damage control plan
- the location of vent on deck with coaming height, vent height, frame no. amd type
of vent.
- steel door location deck weather or water tight, with frame number.
- hatch location and coaming height.
- ballast line valves which are remotely controlled.
- bilge and ballast pump capacity and location
- ballast line diagram
- bilge line diagram of engine room with emergency bilge suction.
- ship particular
- mid sip section
5) Damage stability booklet
- all details which is there in damage control plan.
- fuel oil and lube oil transfer line diagram
- shows some example of damage scenario at various location
- action to be taken in case damage to ship like reduce speed, check sounding
- ship particulars
6) Damage stability calculation
- Damage stability assumption & criteria of marpol 73/78

- Margin Line Description 7. Summary Table of Tank Capacity --- DESCRIPTION
OF DETAIL DAMAGE CASE
1. Damage Case & Compartment Plan
2. Side Damage Case
3. Bottom Damage Case
4. Racking Damage Case
- Opening position on deck
- damage stability calculation
Damage Criteria
1) Criteria Type 1 (FLOODING)
2) Criteria Type 2 (MAX HEEL)- 30 deg
3) Criteria Type 3 (MAXGZ)
7) Ballast water management plan
- ship particulars
- explain of ballast water management plan like purpose, usage, crew training, port
state requirements
- ballast water tank, its line, pump capacity
- safety consideration like hazards in sequential method, condition under which
ballast water exchange shouldn't be carried out.
- duties of ballast water management officer.
- control and disposal of sediment
- ballast water reporting form.
- crew training
- ballast water exchange procedure
- ballast water record book, BWTS
8) Manoeuvring characteristic or manoeuvring booklet

- ship particulars.
- draft of ship in fwd and aft in loaded and ballast condition
- steering gear particulars ( type and time it takes to move from 30 deg port to 30
stbd)
- anchor chain (no. of shackles and speed of heaving anchor)
- propulsion characteristic like min rev, speed at various telegraph with ship speed
and engine revolution, time from full ahead to full astern, max starting air kicks,
astern power % of ahead power (normally 70 % of ahead power)
- squat effect and draught increase
- turning circle charaterisitc (its max distance ship takes to turn)
- man overboard maneouvring and emergency maneouvring
9) Docking plan
- list of bottom plugs with location and type
- docking weight
- min no. of blocks
-no. of block at side and keel
- painting scheme of hull
- ship particulars
- low and high sea chest location
- bilge keel details
- ship hull stiffener specification at side, inner hull and inner bottom
- hexagon bottom plug is for oil tank and square is for ballast and void tank.
10) Shell expansion plan

- It is a two dimensional drawing of a three dimensional surface of the ship’s hull
form.
This plan is very useful for the following information:
(a) It is used for marking the location of a hull Damage on this plan by identifying the
strake number , letter and frame number so that the exact location of the damage and
also suggested repairs are marked in a localised copy.
(b)The shell expansion can be used for finding areas of painting surfaces such as
topside, boot topping and bottom areas by applying Simpsons rules directly. In the
shell expansion the vertical scale used is different from the horizontal scale and a
suitable adjustment has to be made when calculating areas.This becomes useful in
solving disputes concerning areas of preparation and painting.
(c) It gives information on the thickness of the original strake which is indicated by
the number in the circle shown in the strake. The quality of steel used is also shown
by letters A,B,D E and AH, BH,DH, EH.
Q. Engine derating
Derating is the setting of engine performance to maximum cylinder pressures at

lower than normal shaft speeds, at a point lower down the propeller curve. For an
existing ship and without changing the propeller, this will resulting a lower ship
speed, but in practice when it is applied to new buildings, the derated engine
horsepower is that which will drive the ship at a given speed with the propeller
optimized to absorb this horsepower at a lower than normal shaft speed.
Savings in specific fuel consumption by a derated engine can be significant.

However, should it be required at some later date to operate the engine at its full
output potential (normally about 15–20 per cent above the derated value), the ship
would need a new propeller to suit both higher revolutions per minute and greater
absorbed horsepower. The injection timing would also haveto be reset
Q. Why do we de-rate new engines?
vsl engine and propeller are optimised for operational and max speed but if
operational speed is less than optimised speed than for beneficial derating is
considered. it is techno commercial concept done at a time when shipping industry
was in bad shape
Engine de-rating
The main engines of almost all existing vessels are both designed and optimized for
one specific vessel speed and engine load. The introduction of slow steaming in many
ship segments has drastically lowered the actual transit speed from design levels, thus
leaving the vessel and its engines operating at none-optimized load levels. De-rating
the engine offers the possibility to lower the vessel’s maximum speed, specified
maximum continuous rating (MCR), and thereby optimize actual load point with
design load point. This results in higher efficiency with reduced specific fuel oil
consumption (SFOC) at the new optimum design point.
Applicability and assumptions
This measure is suitable for all ship types and ages where a top speed reduction of
10% to 15% can be expected, and the principle of de-rating an engine for vessels is
equally important for when in operation as for choosing the engine type and propeller
design for new ships.
De-rating of the main engine, be it permanent or temporary, can be done by different

methods varying in cost, flexibility and effort needed. The measure is especially
relevant in today’s slow-steaming markets. However, many ship owners are hesitant
to reduce the vessels’ top speed. Flexible and reversible de-ratings already exist and
can be very attractive, keeping the option easy, and with low cost, speed up again if
the market changes. Measures to achieve this include, but are not limited to:
 installing shims between the crosshead and piston rod to reduce stroke length
 cutting out one or several turbochargers, either with permanent or flexible
flanges
 cutting out/deactivating cylinders
 various tuning methods/settings of the engine, incl. slow steaming kits (also for
retrofit)
The main principle behind the fuel saving benefits from de-rating an engine is
derived from maximizing the engine’s maximum cylinder pressure (Pmax) ratio to
their cylinders’ mean effective pressure (MEP). A de-rated engine can also be further
tuned to optimize the efficiency at the lower operating points. This may be
complemented by reduction in cooling capacity of auxiliary systems, or by installing
variable frequency drives on pumps, etc.
De-rating an engine will have an impact on the turbochargers and the engine’s NOx-
emissions, and requires an evaluation by engine makers and regulatory bodies. New
torsional vibration assessments are also typically needed for engine de-rating studies.
Some de-rating measures, especially for mechanically controlled engines, may
require additional NOx reduction measures that increase the SFOC.
De-rating the engine also opens up for a beneficial propeller exchange, as optimizing
the propeller characteristics for better performance at lower engine speeds can
shorten the payback time of the de-rating. This however typically also increases the
project’s capital investment substantially.
It is possible to achieve a reduced RPM with the same power output for certain load
ranges when de-rating, enabling a larger and slower propeller, which typically
increases the propulsion efficiency.
De-rating is usually performed during docking and is expected to take approx. 7 to 10
days in dock, dependent on de-rating option. Main challenges are machining of liner
and delivery of necessary equipment in time for docking.
Before de-rating it is normal that either makers or other consultancy firms perform
engine specific studies to evaluate the potential for de-rating, and the most optimal
point, including new turbocharger matching, torsional vibration calculation, and a
new propeller design performance evaluation.
Cost of implementation
The cost of implementation is $60,000 to $3,000,000 (USD), dependent on starting

point and method and extent of de-rating.
For reference, turbocharger cut out with permanent blinds represents the lower end of
the cost implementation scale, while de-rating via more complex and universal
measures is estimated at around $1,000,000 (USD) for 5 to 7 cylinder engines. For
the largest engines around $2,000,000 (USD) is estimated, and taking into account
fitting of a new propeller the high end of the cost scale is reached, i.e. $3,000,000
(USD).
Reduction potential
The reduction potential is estimated at 2% to 10% of main engine total fuel

consumption.
Whichever de-rating method is most cost-beneficial typically depends on the vessel’s

current operational speed compared to optimum design speed and the engine
type/size.
Vessels designed around 2008 were designed for high service speeds. Many of these
vessels are now becoming increasingly uneconomical in today’s slow-
steaming market. Derating offers the possibility of changing the specified maximum
continuous rating
(SMCR) to match the requirements of vessels expected to remain slow steaming.
Benefits
Reduced SFOC at all loads
New refurbished turbocharger
Reduced power consumption (propeller exchanged).
Principle
Derating is the procedure of changing the rating (power and speed) of an engine.
Choosing the optimum engine rating (or layout) is today, as standard, performed on
newbuildings in order to ensure that the required vessel speed is reached by an
optimum
combination of propeller and engine layout. In retro-fit applications, derating is
offered to ensure that the engine rating (layout) is changed to meet the current ship
speeds in today’s slow steaming market. Changing the SMCR of an already built
engine (derating) permanently changes the performance of the engine by limiting
the power output and thereby the vessel’s
maximum speed.
Engine modifications
Derating will involve changing/modifying the below main engine components:
Fuel and exhaust cam positions (timing) & size
Fuel atomisers
Fuel valves (slide fuel valves must be installed)
Shim’s height between x-head and piston rod
Wave cut of cylinder liner (removal of wear edge)
Re-matching turbocharger(s)
New technical file
NOX measurements on
Q. Derating of boiler?
1. Safety valve to change bcoz of specific volume will increase at lower pressure.
2. Outlet pipe from safety valve to be changed to handle more volume steam.
3. Change steam pressure settings. Cut in Cut off rates.
4. may require changing of burner like nozzle capacity.

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Q) Who issue Bunker supplier registration Certificate?

Ans: MPA in Singapore( Maritime and Port Authority of Singapore)

Short International Voyage: Chapter III, Part-A

Torque rich condition?

In order to facilitate the auditing and certification process, Companies

Refer to MSC/Circ.762 -MEPC/Circ.312, Guidance to Companies Operating

HnM survey in india..who? How calculate premium for new ship?? ?

Steel renewal of ship....how to know which grade of steel has been

There are 2 ways to change timing of inlet valve...either by shifting the

Xq. After change of ownership will Lien get transferred? NO

Implementation of unclos in India whose responsibility.

Which grade of fuel to be ordered and why?

RMG have 180/380/500/700

RMK have 380/500/700

But have density difference is 991/ 1010 respectively.

TWO STROKE ENGINES( on Miller Cycle)

Lien is of two types

Possesory lien and maritime lien

Possessory lien only goods

And maritime on all property goods and freight

Intern.cert.for inventory of hazardous material.*

Who decides baseline in India?

In high seas Intervention is responsible

OWS probes worked on principle of capacitative resistance and oil

MEO class-1 Syllabus in STCW-2010 is A III/2

HSSC(harmonised system of survey and certification) for statutory surveys

Ships are subject to a through-life survey regime if they are to be retained

FTP code purpose

FSS Code purpose

The main purpose of FSS code is to provide specific standards of engineering

Content of Shell expansion Plan

 Positions of frames with their numbers starting from Aft to Forward.

Drawings required for Dry docking?

 Dry docking Plan- For positioning of Keel block

III Code (IMO Instruments Implementation code)

(i) a passenger ship safety certificate,

1[(ia) a special trade passenger ship safety certificate,

(ib) a special trade passenger ship space certificate,]

(ii) a qualified passenger ship safety certificate,

(iii) a cargo ship safety construction certificate,

(iv) a qualified cargo ship safety construction certificate,

(v) a cargo ship safety equipment certificate,

(vi) a qualified cargo ship safety equipment certificate,

(vii) a cargo ship safety radio telegraphy certificate,

(viii) a cargo ship safety radio telephony certificate,

(ix) an exemption certificate,

(x) a nuclear passenger ship safety certificate,

(xi) a nuclear cargo ship safety certificate, issued under

Part IX or, as the case may be, Part IX A;]

Ballast water Management Technologies

Wreck removal convention

To respond to any pollution incident

To co-ordinate with flag and port state 4r any casualty investigation

To evaluate performance periodically

To establish PSC programme

PSC officer should not have any commercial interest

PSC officer should be authorised and duly qualified

Port state to have a list of bunker suppliers and reception facilities

PSC suspension and action as c/e?