Q1--What are the UNCLOS provisions concerning ships flag and nationality?

In
observation of UNCLOS what the duties are of flag States and how is it enforced?
Ans. The United Nations conference convention on the laws of the sea (UNCLOS) was an
outcome of the third UN conference in 1982 and entered into force on 16th November 1994.
The UNCLOS provides a universal legal frame work for the rational management of
marine resources and their conservation. The treaty document consists of 446 articles grouped
under 17 part headings and 9 Annexes.
SHIPS FLAG AND NATIONALITY

Part VIII : High seas consists of Provisions concerning ships flag state and nationality

Article 90: Every state coastal or land locked has a right to have its ship fly its flag.

Article 91: State should lay down conditions / requirements for granting its nationality,
registration and the right to fly its flag. Ships have the nationality of the state whose flag
they fly. There must be a genuine link between the state and the ship. The state must issue
documents to ships flying its flag.

Article 92: Ships to fly flag of only one state and are subject to its jurisdiction on high
seas. A ship cannot change its flag during a voyage or while in a part of call. Change is
allowed in case of transfer of ownership or change of registry.

Duties of flag state:

Article 94 initials duties and responsibilities of the flag state salient parts are:1.

State shall effectively exercise its jurisdiction and control in Administrative technical and
soul matters over ships flying its flag.

2.

State should maintain a register of ships flying its flag i.e. names and particulars of ships.
State should assure jurisdiction under its laws over ships flying its flag its master officers
and crew in respect of Administrative technical and social matters concerning the ship.

3.

4.

State to take such measures for ships as necessary to insure safety at sea with regards to

Construction equipment and seaworthiness of ships.

Manning of ship labour conditions and training of crew with regards to applicable
international instruments.

Use of signals maintenance of communications and prevention of collision.

Such measures shall include these necessary to ensure:
That each ship before registration and thereafter is surveyed by a qualified surveyor and
has onboard charts publications and equipment as are appropriate for safe navigation of
ship.
Each ship is in charge of master / officers / crew having appropriate qualification and
numbers with regards to the type due, machinery and equipment of the ship.

5.

Each state should conform to generally accepted international regulations procedures and
practices and should take steps which may be necessary to secure their observance.

6.

A state which has clear grounds to believe that proper jurisdiction and control w.r.t. a ship
have not been exercised may report the facts to the flag state. Upon such request flag state
must investigate the matter and take appropriate action to remedy the situation.

7)

Every state must cause an enquiry to be held in case of a marine casualty involving a ship
flying its flag and causing loss of damage to environment to those at any national and state.
Every flag state must co-operate with other flag states in conduct of enquiring.

ENFORCEMENT BY FLAG STATE

Article 217 makes the following provision.
i)

Every state must adopt laws / regulations to ensure compliance of international laws by
ships flying its flag.

ii)

Every state should prohibit ships frame sailing for man compliance with international laws
including requirements relating to design construction equipment and manning.

iii)

Status should ensure that all certificates as read by international laws are carried on board.
States to periodically inspect the vessels to ensure conformity of these certificates with
actual conditions on board.

iv)

Flag state should provide for immediate investigation in case vessel commits relation of
international rules and standards.

v)

Flag states should cooperate with other flag states if assistance is requested.

vi)

Flag state must investigate any relation committed by vessel flying its flag on a request
from any state.

vii) Flag state should be prompt in addressing any requests for information by any other state.
It should inform competent international organizations about action taken and the outcome.
Such information should be made freely available to all flag states.
Flag states must impose adequate penalty for any vessel relating the law to discourage further
violation
Que: Give a brief history and the necessity towards formation of UNCLOS. What are
its important highlights? Under this context explain (i) Territorial sea (ii) contiguous
zone (iii) EEZ (iv) Continental shelf (v) high seas
Oceans always have been a prime source of nourishment for life. Climate and weather
changes depend on the interplay between oceans and the atmosphere. They also serve as a
convenient medium for trade, commerce, exploration, adventure and discovery.
As the mysteries of the oceans gave way to their mastering, a lot of customs,
traditions and laws arose defining the rights of the ship and the mariners who plied the waters
of the ocean.
Attempts were made to regulate the use of ocean by conventions acceptable to all
nations. The UN has made considerable progress in developing and codifying the laws of the
sea. There UNCLOS (United Nations Convention on the Law of the Seas) have been
convened.

UNCLOS I at Geneva in 1958

UNCLOS II at Geneva in 1960
International conferences approved conventions which covered the continental
shift, Fishing, High seas, Territorial waters and contiguous zones. During the 1970, it
came to be accepted that the sea bed is a common heritage of mankind and should
be administered by an international authority.
UNCLOS III was at GENEVA in 1974 which discussed issues on navigation,
pollution and the breadth of territorial waters. It entered into force on 16 th Nov 1994.
UNCLOS provides a universal frame work for the management of marine resource
and their conservation, govern all aspects of the oceans, such as environmental
control, marine scientific research, economic and commercial activities, transfer of
technology and settlement of disputes relating o ocean matters. UNCLOS is a treaty
of 446 articles grouped under17 part heading and 9 annexes.
1)

TERRITORIAL SEAS: Extends to 12 Nautical miles from the baseline.

Foreign flag vessels have a Right of Innocent Passage through it. The
passage is considered innocent as long as it is not prejudicial to peace, good
order or security of the coastal state.

Right of innocent passage can be suspended if it is essential for the protection

of the coastal state its security or for weapons exercise.
The internal waters the coastal state can exercise jurisdiction over all vessels. In
territorial seas, it should not exercise criminal jurisdiction except.
a) If the consequences of crime extend to the coastal state
b) If crime disturbs the peace of the country or good order of the sea
c) It master of a vessel or an agent of the Flag State requests the coastal state to
exercise jurisdiction
d) If jurisdiction is necessary to suppress traffic of narcotic drugs.
2) CONTIGUOUS ZONE: Extends 12 nautical miles beyond the territorial sea limit
Coastal states must exercise control necessary to prevent infringement of its
customs, fiscal, immigration or sanitary laws and regulations within its territories.
Vessel carrying noxious or dangerous substances or wastes may be turned away on
public health or environmental grounds.
3) EXLUSIVE ECONOMIC ZONE (EEZ)
It extends to a maximum of 200 nautical miles from the base line, covering
and managing the natural resources whether living or non living of the
waters adjacent and of the sea bed and its subsoil.
State has jurisdiction, with regard to installation marine scientific research
and protection and preservation of the marine environment.
All other states enjoy the freedom of navigation, laying of submarine
cables and pipelines
IV. CONTINENTAL SHELF:

The outer limit of the continental shelf shall not exceed 350 nautical miles from the base
line or shall not exceed 100 nautical miles from 2500 meters isobaths. Coastal states have
exclusive rights for exploring and exploiting its natural resources. The state also has the
exclusive right o authorize and regulate drilling on the shelf or all purposes.
V. HIGH SEAS:
Part of the sea that is not included in the exclusive economic zone in the territorial sea or
in the internal waters of a state or in the archipelagic waters of an archipelagic state.
High seas are open to all states for freedom of navigation, freedom of over flight,
freedom to lay submarine cables and pipelines, freedom to construct artificial islands and
installations, freedom of fishing freedom of scientific research.
High seas shall be reserved for peaceful purposes. Other high seas precautions are
prevention of slave trade, piracy, seizure of ships, illicit narcotics, trafficking and
unauthorized broad casting
For enforcement purposes, there are provisions for relevant rights of visit, seizure, arrests
and hot pursuits.
Differentiate between Rules, Regulations, Protocol, Act, Tacit Acceptance and Convention
as adapted in IMO. Describe the process by which an IMO Convention gets converted into
a Statutory Rule administered by a maritime member country.
Rule: is a governing authority.
Regulation: is a generally accepted condition or course of action.
Protocol: If a majority of changes are required is a convention which has been
adopted but not in force, then those are incorporated in the convention and it is called
PROTOCOL.
e.g.: the Marpol Convention 1973 has also been amended by means of protocols. The
1978 marpol protocol made major changes to Marpol.
It also absorbed the parent convention and ensured that the combined
Convention / Protocol instrument (called Marpol 73/78) would enter into force at an earlier date
then the present convention would have done alone (Marpol 73/78 come into force on 2nd Oct
1983).
Act: It is an action by which amendments are made to the convention. E.g. Act of STCW 95
conference, amending the STCW 78
Tacit acceptance Procedure: Technology and Techniques in the shipping industry change very
rapidly. As a result, not only are new conventions required but existing ones to be
kept up to date.
IMO had no authority to adopt let alone amend conventions. Its mandate allowed it
only to "Provide for the drafting of conventions, agreements or other instruments and
to recommend those to governments and to Inter governmental organizations and to
convince such conferences as may be necessary." IMO convention specifically stated
that IMO's functions were to be "consultative and advisory." the organization could
arrange a conference but it was up to the conference to decide whether the convention

under discussion should or should not be adopted and to decide how it should be
amended. Most of IMO conventions could only be updated by means of "classical"
(passive) amendment procedure. The number member states of IMO were rising all
the time as new countries emerged and began to develop their shipping activities. As
the number of parties rose, so did the total required to amend the convention. The
problem was made worse by the fact that governments took for longer to accept
amendments than they did to ratify the parent convention. The amendments adopted
to the 1960 SOLAS convention in 1966, 1967, 1968 and 1969 had failed to enter into
force till 1971. It was felt that unless the International maritime community was
sufficiently responsive to these charged circumstances states will once again revert to
the practice of unilaterally deciding what standards to apply to their owners shipping
and to foreign flag shipping visiting their ports. Studies were made on alternative
amendment procedures.
The main reason why amendments took so long to enter into force was the time taken
to gain acceptance by 2/3 of contracting Governments. One way of reducing this
period would be by "specifying a date of entry into force after adoption by the
Assembly, unless the date of amendment is explicitly rejected by certain number or
contracting Govts." The body which adopts the amendments at the same time fixes a
time period within which contracting parties will have the opportunity to notify either
their acceptance or their rejection of the amendment, or to remain silent on the
subject. In case of silence the amendment is considered to have been accepted by the
party. This is known as the "tacit" or "passive" acceptance procedure.
Convention: is a set of rules which are adopted by all countries and comes into
force on agreed date. Any changes in above conventions after date of enforcement are done
through various amendments.
. Procedure for adopting a convention:
This is the part of the process with which IMO as an organization is most closely
involved. IMO has six main bodies concerned with the adoption or implementation of
conventions. The Assembly and council are main organs, and the committees
involved are the maritime safety committee, Marine environment protection
committee legal committee and the facilitation committee. Developments in shipping
and other related industries are discussed by member states in these bodies and the
need for a new convention or amendments to existing conventions can be raised in
any of them. Normally the suggestion is first made in one of the committees, since
these meet more frequently than the main organs. If agreement is reached in the
committee, the proposal goes to the council and, as necessary, to the Assembly. If the
Assembly or the council as the case may be gives the authorization to proceed with
the work, the committee concerned considers the mater in greater detail and
ultimately draws up a draft instrument. The draft convention, which is agreed upon is,
reported to the council and assembly with a recommendation that a conference be
convened to consider the draft for formal adoption. Invitations to attend such a
conference are sent to all member state of IMO. Before the conference opens, the
draft convention is circulated to the invited Govts. and organizations for their
comments. The draft convention, together with the comments thereon from Govts and
interested organizations is the closely examined by the conference and necessary

changes are made in order to produce a draft acceptable to all or the majority of the
Govt. present. The convention thus agreed upon is then adopted by the conference
and deposited with the secretary-General who rends copies to Govts. The convention
is opened for signature by states, usually for a period of 12 months. Signatories may
ratify or accept the convention while non-signatories may accede. The drafting and
adoption of a convention in IMO can take several years to complete although in some
cases, where a quick response is required to deal with an emergency situation, Govts.
have been willing to accelerate this process considerably.
Before the convention comes into force that is, before it becomes binding upon govt.,
which have ratified it, it has to be accepted formally by individual Governments.
Accepting a convention does not merely involve the deposit of a formal instrument. A
Govts. acceptance of a convention necessarily place on it the obligation to take the
measures required by the convention. Often national law has to be enacted or changed
to enforce the provisions of the convention. Adequate notice must be given to ship
owners, ship builders and other interested parties so they make, take account of the
provisions of the Convention in their future acts and plans. At present IMO
conventions enter into force within an average of five years after adoption.
Que: Give a brief background of ILO, its inception and its field of mandate for maritime
labour development? Name the three conventions/protocols of ILO concerning maritime
labour, which has came in force in 1996
Ans: Background of ILO
World War I transformed the worlds social and economic map. The International Labour
Organization (ILO) emerged together with the League of Nations from the treaty of Versailles
in 1919. It gave expression to the concern for social reform that grew with the industrial
revolution and the conviction that realistic reform had to be conducted on an international
plane. The members of the ILO were to be countries of the world member states.
Created to develop international labour standards and to ensure their application, the ILO
devoted the bulk of its energies to this major task during its firs forty years. During the twenty
year period from 1919 to 1939. 67 conventions and 66 recommendations were adopted.
Originally, standards focused on working conditions. The first convention in 1919 dealt with
hours of work, the famous eight-hour day and forty eight hour week.
In 1926, an important innovation was introduced when the International Labour Conference
set up a supervisory system on the application of standards which still exists today. It created a
committee of independent jurists responsible for examining government reports on the
application of conventions ratified by them and presenting its own report each year of the
conference. Its mandate has since been broadened to cover reports on ungratified conventions
and recommendations.
The International Labour office in Geneva is the permanent secretariat of the International
Labour Organization, its operational headquarters research centre and publishing house.
Administration and management are decentralized in regional area and branch office in more
than 40 countries.

Under the leadership of a Director general who is elected for a five year renewable term. The
office employs some 2500 officials and experts at Geneva headquarters and in more than 40 field
offices around the world.
Regional meetings of the ILO member states are periodically held to examine the matters of
special interest to the regions concerned.
The work of the governing body and of the International Labour office is aided by tripartite
committees covering major industries and by committees of experts on such matters as
vocational training, management development, occupational safety and health industrial relations
workers education and special problems of certain categories of workers (young workers,
women, the disabled etc). The International Labour office maintain a very comprehensive
website at http://www.ilo.org/
Mandate of the ILO
The ILO formulates International labour standards in the form of conventions and
recommendations setting minimum standards for basic labour rights:

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

It provides technical assistance primarily in the fields of:

Vocational training and vocational rehabilitation

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

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

Seafarers hours of work and the Manning of ships convention

Seafarers wages, hours of work and the manning of ship recommendation 1996
Labour inspection (seafarers) convention and recommendation 1996
Recruitment and placement of seafarers convention (revised) and recommendations 1996
1996 protocol to the Merchant Shipping (Minimum Standards) Conventions 1976
Seafarers hours of work and the manning of ships convention
The conference revised the wages, hours of work and manning (sea) convention and
recommendation 1958 (No. 109). It adopted the new seafarers hours of work and the manning of
ships convention 1996 which establishes specific daily and weekly limitations on hours of work
or conversely daily or weekly minimum rest periods for seafarers with the aim of preventing
fatigue associated with excessive work.
It calls upon member states which ratify it to acknowledge that normal work hours shall be based
on an eight hour day with one day of rest per work and then provides that maximum limits shall
not exceed 14 hours per day and 72 hours in a week. Alternatively, member sates may define
working time through a minimum of ten hours of rest per day or 77 hours in a week. These
limitations are to be posted in an easily accessible place on board the ship.
Records of daily working hours or periods of rest are to be maintained and the competent
authority is to examine and endorse these records at appropriate intervals in order to monitor
compliance and if the records indicate infringements of the provisions governing hours of work
or rest requires measures to be taken to avoid infringements.
The new convention has also been included in the protocol to the Merchant Shipping (minimum
Standards) conventions 1976 (No.147). This means that, following sufficient ratifications, this
instrument may also be subject to port state control.
19. An Indian flag vessel collided with another vessel off the coast of India, as a result few
lives were also lost and vessel damaged. In accordance with the provisions under the
Merchant Shipping Act, what steps should be initiated and who should initiate such
steps for the safety of the ships and the marine environment
Ans. Whenever a shipping accident takes place and comes under the purview of M.S.Act as a
shipping casualty, the master, the pilot or persons in charge of ship at the time of casualty is
required to give notice of this casualty to officer appointed by the government under the
section 358(2) of the M.S.Act. The proper officers appointed by the government are notified
in the official gazette.
Preliminary enquiry:- When an officer appointed under the Act received information
about the shipping casualty, he is required to conduct a preliminary inquiry about the
accident. The purpose of the preliminary enquiry is to establish the following:
(a) A shipping casualty has occurred within the meaning of Act.
(b) The details of the voyage leading to the casualty.
(c) Events that led to the casualty
(d) Extent to which loss of life or loss of property has occurred due to shipping
casualty
(e) The causes that led to the casualty including act of incompetency, negligence or
misconduct of person or persons is concerned

The preliminary enquiry, which is held under section 359 of M.S.Act is departmental
enquiry and the proceedings of such enquiries are not released to public. In conducting
the preliminary enquiry, the officer has the following responsibilities:
(1) To inform the central government and the state government concerned where
necessary of the detail of the shipping casualties occurring within their jurisdiction
(2) To go on board the ship and inspect the same including machinery and equipment,
but not unnecessarily detaining or delaying her from proceeding on any voyage
(3) To enter and inspect any premises to facilitate the completion of the preliminary
enquiry
(4) To summon persons he thinks to take statement to complete the preliminary enquiry
(5) To demand the production of all log books, documents or papers he considers
necessary for the enquiry
(6) To submit the report to central government
If any person refuses to attend and answer or to produce necessary evidence or to
impede the enquiry, officer should call his attentions to the power given to him. In case
he still refuses, he can take action under chapter X of the Indian Penal Code.
Persons who may be present at the examination; where the owner or agent of a ship,
a casualty to which is being investigated signifies his desire to be present but only while
witness belonging to the ships at which he is directly interested are being examined, and
he must be requested to remain silent. He may take note of evidence, if he desires but
should not interfere examination of witnesses. Barring this, no person is to be present in
room during the examination of the witness excepting the deponent. The officer
conducting the enquiry and his clerk and if necessary an interpreter. Professional lawyers
are not admitted in to the proceedings of preliminary enquiry or formal investigation.
Whenever it appears that the event leading to ship casualty, demand a formal
investigation by court, the D.G.Shipping, by virtue of power delegated to him under
section 360 of M.S.Act may direct the same to be held. On receipt of the order of director
general the proper officer shall make an application to the court of empowered under
361. the objective of court empowered under 361 is not to punish anyone who may have
been at fault, but to throw light on the cause of casualty and to consider steps to prevent
such casualties in future. Only first class magistrates are empowered to conduct these
formal investigations.
The courts are assisted by assessors having the requisite technical knowledge and are
independent of all the interest concerned. The assessor are appointed by the court out of
the list which is maintained by the directorate.
Where formal investigation involves or appears likely to involve any question
regarding cancellation or suspension of certificate of competency of master, mate or
engineer, the court shall be assisted by not less than two assessors having the requisite
experience in merchant marine service.
Apart from the officer on whose application this investigation is undertaken, any
person upon whom a notice of investigation has been served, any other interested parties
may be permitted to appear at investigation and become a party to the proceedings.
On the appointment time and place for holding investigation, the court can proceed
with investigating witness the parties upon whom notice of investigation have been
served are present or not.

Report of court, unless the cancellation or suspension of any officers certificate is

not involved, the court need not tell its decision in open court. It may send or deliver to
the parties a copy of the report as required by 369 of M.S.Act to be transmitted to the
central government. The court should submit its report to the central government in
duplicate. Where cancellation or suspension of officers certificate of competency is
involved, the court may deliver its decision in open court and also send or deliver to the
parties a copy of the report to be transmitted to the central government. Where the
certificate is suspended and the court has recommended a certificate of lower grade
should be issued, the same shall be issued by D.G.Shipping through the principal officer
concerned.
The power to cancel certificate of competency The certificate of competency
may also be cancelled by central government under provision of 373 of M.S.Act
A ship is required to be registered at a specific port in India. List the documents that will be
required for such registration, detailing related flow process thereof. What statutory
surveys will be required to be carried out before the ship makes her first voyage?
. Normally an Indian ship is registered in any of the following ports in India i.e.
Mumbai, Calcutta and Chennai. At each port, the principal officer (P.O.) of the MMD
is the registrar for that ship. The registrar has a book called The Register book which
carries entries made regarding the registration of ship.
Following Documents are required for registration of the ship.

a)

Surveyors Certificate

b)

The Builders Certificate

c)

Any instrument of sale, by which the ship was previously sold.

d)

All declarations of ownership.

1) Surveyors Certificate:
The owner of the ship which is to be registered in India makes the arrangements for the
vessel to be surveyed by a surveyor, who then ascertains the tonnage of the ship. The
surveyor grants a certificate, specifying the ships tonnage and other particulars. This
certificate is delivered to the Register for purpose of registry.
2) The Builders Certificate:
In case the ship is built in India, a Builders Certificate i.e. true account of proper
denomination and the tonnage of the ship as estimated and the name of the person, if
any, on whose account the ship was built to be submitted to the Registrar. If the ship is
built outside India, the same evidence should be produced as in case of a ship built in
India. If the place and time of her building are not known or if the builders certificate
cannot be produced, then the instrument of sale under which ship was sold earlier is
required.
3) If the ownership of the ship has been changed in the past. Those instrument of sale
is required at the time of registry.
4) Declaration of Ownership:

Owner (i.e. a person/company) should sign a declaration of ownership in the prescribed

format containing following.

A) Statement containing citizenship of India.

B) A statement of the time and place where the ship was built. If the ship was built
outside India. and time and place are not known, a statement to that effect
must be given. In addition, in case of a ship previously registered outside
India, a statement of the previously registered name and other particulars.
c) Name of her master
d) The number of shares (of the ship) held by the individual / company ( as the
case may be) and
e) A declaration that the particulars stated are true to the best of his / her
knowledge and belief.
5)

The give a minimum of 14 days notice to the Registrar of the name proposed
for the ship. The Registrar before registering the vessel in the name of the
applicant shall obtain prior approval of the name from D. G. shipping who
will also allot an official number of the ship.

On being satisfied that the ship, on the strength of evidence placed before him is
entitled to be Indian ship, Registrar arranges for a surveyor for the determination of
her tonnage in accordance with the merchant shipping (Tonnage measurement)
Rules 1987, as amended from time to time, for the purpose of issue of a certificate of
survey.
After the formalities enumerated above have been gone thro, Registrar issues a
carving and marking note. This note is to be returned to the registrar after carving
and marking have been duly carried out on the ship in the prescribed manner &
certified by surveyor. It involves carving of name of the ship conspicuously on each
side of her bows as well as insertion permanently on her stern the name of the
intended port of Registry.
After entering the required particulars of the ship in the register, the registrar
issues a certificate of Registry to the owner.
Explain the following maritime term:
(a) Charter Party (b) Freight (c) Bare Boat Charter (d) Bill of Lading (e) Lay Time, Demurrage
and Off-Hire.

Charter party: In trumping the market conditions strongly influence the freight that has to be
paid. The contract between two parties is called the charter party.
Charter parties are contracts of affreightment under which the shipowner, in return for a sum of
money called the freight or charter hire aggress to carry goods in bulk by sea or provide services
of a vessel for the purposes of such carriage.

There are no international conventions governing charter parties. Most countries have also not
made laws for regulating chartering practices. The terms and conditions of charter parties have
been evolved over a period of years in preparing with the growth of maritime commerce and the
shipping industry.
Organization like the UK chamber of shipping and the BALTIC INTERNATIONAL
MARITIME CONFERENCE (BIMCO) in Copenhagen have played a significant role in
evolving international accepted CHARTER PARTIES. Besides such standard forms, there are
also a number of private charter partys forms evolved by individual commodity producers and
merchants. Thus, charter parties could vary from place to place and also from one commodity o
another.
The chartered will normally employ brokers to hire a ship for the carriage of their cargoes. They
may be carrying their own goods or goods of another party. They maybe a member of a
consortium conference on other multi party agreement or may be outsider.
There are three important elements concerning chartering
The owner he who puts his vessel or part of the vessel at the disposal of another party for
carriage of cargo.
THE CHARTERER: He who hires the vessel and pays for it
The FREIGHT: The amount of money which the charterer has to pay the owner for hiring of the
vessel.
According o the contract both charterer and the owner have their own responsibilities with
respect to the hired costs and the variable costs in the use of vessel. The charter party are
normally claused to allow charterers to sublet the vessel in whole are impart on condition that the
charterer remain responsible to the ship-owner for the performance of original charter.
There are different types of charter parties
1. Voyage Charter
2. Time Charter
3. Bare boat Charter
Freight: The fright is expressed as per ton loaded cargo. This is usually expresses in dollars per
MT or long ton. Freight is the remuneration payable by charters to the owners for the
performance of the contract and may be called charter party freight. This is normally payable in
accordance with the terms of a freight clause which stipulate the amount of freight the time for
payment and the method of payment.
This is often payable under the charter party terms partially or fully in advance e.g., on loading
on
Q.31

issue of Bill of Lading

Dead freight is not genuine freight but owners compensation for loss of freight, payable by
charterers on a quantity of cargo short shipped i.e., a quantity they agreed upon but failed to load
3) BARE BOAT OR (DEMISE CHARTER)
A bare boat charter may also be called a charter by demise or demise charter and is often
described as a type of ship financing arrangement.

 It will be generally on the BARE CON 89 charter party form

It is used by owners such as banks/finance organization who may not be
prepared to operate or manage ships themselves.
It is a contract for the lease of a vessel for an agreed period. The legal owner
ship continues to vest in the owner but her physical possession, operation
(including manning) and commercial exploitation are the responsibility of and are
the benefit of the charterer.
They often have a purchaser option at the expiry of the charter period and are
frequently linked to management control.
Any bills of lacking for cargo are issued by or on behalf of the charterer and not on
behalf of the legal owner.
The chartered usually pay the owner a fixed hire per month in advance as detailed
in agreement.
4) BILL OF LADING
The bill landing is the declaration of the master of the vessel by which the
acknowledges that he received the goods on board of his ship and assures that he
will carry the goods to the place of destination for delivery, in the same condition as
he received them against handing of the original bill of landing. The definition of a bill
of lading given in the HAMBURG RULES is the following.
BILL OF LADING means a document which evidence a contract of carriage by
sea and the taking over of loading of the goods by the carrier, and by which the
carrier undertakes to deliver the goods against surrender of the document.
A provision in the document that the goods are to be delivered to the order of a
named person, or to order or o bearer, constitutes such an undertaking.
The bill of lading serves as a
a) A receipt of the goods by the ship-owner acknowledging that the goods of the
stated species, quantity and conditions are shipped to a stated destination in a
certain ship or at least received in custody of the ship owner for the purpose of
shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees
to transport the goods to their destinations all terms of the contract which was in fact
concluded prior to signing of the bill of loading are repeated on the back of this
document
c) A document of little to the goods enabling the consigner to dispose of the goods
by endorsement and delivery of the bill of lading.
LAY TIME: The lay time is the allowed time for loading and unloading of the vessel.
The lay time is determined in the charter party. If this time excelled by the charterer
he has to pay the owner compensation called the
DEMURRAGE: On the other hand if the ship has loaded or discharged quicker
than foreseen then the owner will have o pay the charter compensation called

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

Charter party: Charter parties are contracts of affreightment under which the shipowner, in return
for a sum of money called the freight or charter hire aggress to carry goods in bulk by sea or
provide services of a vessel for the purposes of such carriage.
There are no international conventions governing charter parties. Most countries have also not
made laws for regulating chartering practices. The terms and conditions of charter parties have
been evolved over a period of years in preparing with the growth of maritime commerce and the
shipping industry.

Organization like the UK chamber of shipping and the BALTIC INTERNATIONAL

MARITIME CONFERENCE (BIMCO) in Copenhagen have played a significant role in
evolving international accepted CHARTER PARTIES. Besides such standard forms, there are
also a number of private charter parties forms evolved by individual commodity producers and
merchants. Thus, charter parties could vary from place to place and also from one commodity o
another.
The chartered will normally employ brokers to hire a ship for the carriage of their cargoes. They
may be carrying their own goods or goods of another party. They maybe a member of a
consortium conference on other multi party agreement or may be outsider.
There are three important elements concerning chartering
The owner he who puts his vessel or part of the vessel at the disposal of another party for
carriage of cargo.
THE CHARTERER : He who hires the vessel and pays for it
The FREIGHT : The amount of money which the charterer has to pay the owner for hiring of the
vessel.
According o the contract both charterer and the owner have their own responsibilities with
respect to the fired costs and the variable costs in the use of vessel. The charter party are
normally claused to allow charterers to sublet the vessel in whole are impart on condition that the
charterer remain responsible to the shipowner for the performance of original charter.
There are different types of charter parties
4. Voyage Charter
5. Time Charter
6. Bare boat Charter
LAY TIME: The lay time is the allowed time for loading and unloading of the vessel.
The lay time is determined in the charter party. If this time excelled by the charterer
he has to pay the owner compensation called the demurrage. On the other hand if
the ship has loaded or discharged quicker than foreseen then the owner will have o
pay the charter a compensation called dispatch. Lay time consists of a specific
number of days DAYS means a period of 24 consecutive hours running from 0000
to 2400 hrs.
4) BILL OF LADING
The bill landing is the declaration of the master of the vessel by which the
acknowledges that he received the goods on board of his ship and assures that he
will carry the goods to the place of destination for delivery, in the same condition as
he received them against handing of the original bill of landing. The definition of a bill
of lading given in the HAMBURG RULES is the following.
BILL OF LADING means a document which evidence a contract of carriage by
sea and the taking over of loading of the goods by the carrier, and by which the
carrier undertakes to deliver the goods against surrender of the document.
A provision in the document that the goods are to be delivered to the order of a
named person, or to order or o bearer, constitutes such an undertaking.

The bill of lading serves as a

a) A receipt of the goods by the shipowner acknowledging that the goods of the
stated species, quantity and conditions are shipped to a stated destination in a
certain ship or at least received in custody of the ship owner for the purpose of
shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees
to transport the goods to their destinations all terms of the contract which was in fact
concluded prior to signing of the bill of loading are repeated on the back of this
document
c) A document of little to the goods enabling the consigner to dispose of the goods
by endorsement and delivery of the bill of lading. OFFHIRE:It is the responsibility of
the owner to provide the vessel in a seaworthy condition for the purpose of the
contract and the time of contract making. Owners usually agree to exercise due
diligence to make the vessel seaworthy for each voyage during the charter period.
A term charter party usually contains an undertaking by owners to maintain the
vessel in a good condition throughout the charter period and owners may be
required to keep the vessel in the condition she was stated to be in when the
contract was made. The term off hire means that in certain circumstances for which
the charterer is not responsible, the hire will be temporarily suspended. So the hire
of the vessel is suspended when the charterer cannot use the vessel for which he
had hired it.
The circumstances in which off hire is allowed are given in the charter party.(egdry docking, strike of officers, crew, breakdown of machinery, to maintain efficiency
of the vessel, deficiency of owner stores etc.)
The boiler and piston cleaning is included to allows owners to carryout
maintenance of machinery. This period is normally 48 hours per year. The vessel
goes off hire if period of maintenance is exceeded.
If deviating for owners purpose eg-landing a sick man, repairs, dry dock the
vessels will be off hire from the moment of deviation until she is ready to resume
service in a position not less favourable to the charterers.
A deduction of hire is calculated on the basis of fuel used in deviation including F.O
and D.O at the port deviated to.
But if deviation is for the charterer purposes eg.: stress of weather the vessel will
remain on hire.

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

Ans.:- Contract is an agreement enforceable by law and exists between owner and
ship manager if any.
Owner, manager and any ship broker fixing the ships employment
Owner, manager and any charterer of the vessel.
Owner, manager and agent appointed at each port.
Master and his employer
Legal carrier and each shipper of goods on vessel.
Owner, manager and various parties engaged during a voyage such as ship chandlers.
Repairing parties, tug owners, pilotage authorities, port authorities, stevedores.
Individual crew members and their employers.
Ship owners and charterers.
Charterers and sub-charterers.
Ship owners and owners of cargo
Ship owners (or carriers) and passengers (contracts of passage)
Contracts of carriage by sea are normally made between a shipper or
charterer & a ship owner or carrier, by brokers acting as agents on their
behalf. (For brokers services a separate contract is made).
An agent normally has the legal capacity to bind his principal to any contract made
on the principals behalf, although he must always act within his authority.
-

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

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

Explain the difference between Hague rules and Hague visbey rules.
Ans: The duties of the ship-owner/carriers are covered under Article (iii) of Hague Visby rules.
I) The carrier is obliged to exercise due diligence before and at the beginning of the voyage in
respect of the following:
(a) to make the ship seaworthy
(b) to properly man, equip and supply her
(c) to make the holds and other places where goods are to be carried fit and safe for their
reception carriage and preservation.
II) The carriers duty to exercise due diligence in the above respects is a paramount duty and an
overriding obligation. If subsequently it is established that loss of or damage to cargo resulted
from failure of the carrier to exercise due diligence, the carrier will not be permitted to avail of
the benefit of the protection, otherwise available to him under the rules.
III) The carrier is obliged to properly and carefully load handle, stow, carry and discharge the
cargo. The carrier must have a proper system for taking care of cargo during the time he is in
custody thereof. This provision includes aspects such as security, ventilation, maintenance of
required temperature and avoidance of contamination
(IV) The carrier must demand of the shipper, a bill of lading showing (a) Leading marks
necessary for identification of goods. (b) Number of packages or the quantity or weight in
writing by the shipper (c) The apparent order and condition of goods.
(V) A bill of lading issue as above must be a shipped Bill of lading, provided that the shipper
has surrendered any Mates Receipt or Received for shipment Bill of lading (issued prior to
the issue of the bill of lading)
Such a Bill of Lading is also a prima-facia evidence of receipt of goods as described therein but
proof to the contrary is not admissible where the B/L has been endorsed/transferred to a third
party acting in good faith.

CARRIERS LIABILITIES
(I) Unless the value of goods has been declared by the shipper before shipment and has been
inserted in the Bill of lading the carriers liability for loss of or damage to goods is limited as
provided in the rules
(ii) Under the Hague Rules, the carriers liability was restricted to G.B. pounds 100 (gold
equivalent) per package-unless of course a higher limit had been mutually agreed.
(iii) By Hague Visby amendments in 1968, the above limit was raised to 10,000 francs per
package or 30 francs per kilogram (whichever is higher). A frame meant 65.5 mgs of gold of
900/1000 fineness (90% pure gold)
(iv) By amendments in 1979, the above limits were further raised to 666.67 SDRs per package
or 2SDRs per kg.
(v) The 1968 amendment provided that where a container/pallet or similar article of transport
is used to consolidate goods, the number of packages mentioned in the B/L as packed in such
article of transport shall be deemed to be the number of packages as far as these units are
concerned.

RESPONSIBILITIES OF SHIPPER
(i) The shipper is the person who has a legally binding contract with the carrier. It is the shippers
responsibility to provide accurate information about the cargo.
(ii) Following information must be included in the B/L
(a) Shippers identity (b) Vessel name
(c) Port of loading
(d) Port of discharge
(e) Quantity of cargo.
As far as possible the master should insert words viz., shipper figures or shore figures or
weight and quantity unknown to protect the carrier from claim short loading date of loading (g)
condition of goods (h) freight (i) condition of carriage
(iii) The shipper has to clearly declare, the nature of goods being shipped when goods are being
shipped without the knowledge of consent of carrier, the carrier is free to jettison land or destroy
the goods without any liability.
(iv) The shipper is responsible for all damages and expenses resulting from the shipment of
dangerous goods, even when such goods are shipped with carriers knowledge. The carrier can
deal with the goods when they become dangerous to the ship without any liability except general
average. But in such a case, the shipper is not liable for any consequential loss.

LIABILITIES OF SHIPPER
1. If the value of goods has not been declared in the B/L the shipper will get only
666.6 SDRs per package or 2 SDRs per kg
2. In case of loss or damage, written notice must be served on the carrier within are
year of delivery of goods.

DIFFERENCE BETWEEN HAGUE RULES AND HAGUE VISBY RULES

1) Under Hague rules (framed in 1920s) carriers liability was restricted to GB pounds 100 (gold
equivalent) per package.
Under Hague-Visby rules, this limit was raised to 10,000 francs (gold equivalent) per package or
30 francs per kg
2) As per Hague Visby rules, the carrier loses his right to limit liability, if the damage to cargo
resulted from an act or omission of the carrier, done with the intent to cause such damage. As per
Hague rules, no such provision were provided. Thus the carrier could limit his liability to 100
GB pounds even if the damage caused to cargo was done intentionally with the intent to cause
damage.
34. Elaborate the influences of a Charterer on operation of propulsion and
other shipboard machineries during a voyage. A ship on a time- charter if
met with several unforeseen machinery breakdowns due to which the
scheduled date cannot be met with, stale the different options and actions
a Chief Engineer on-board should undertake.
Ans. The different types of charter parties are :(1) Voyage Charter (2) Time Charter (3) Bareboat Charter.
In case of a voyage charter and time charter, it is the responsibility of owner to
take care of ships propulsion machinery and other machineries on board.

In case of any breakdown :

(a) In case of voyage charter in breakdown if laycan is not met i.e. at agreed
time if the vessel is not presented at agreed port or place, the charterers
are entitled to reject the vessel and cancel the charter.
(b) In case of time charter, loss of time governed by the so called off hire
clause. This clause provides that time charter shall not be required to pay
hire for such time as is caused by breakdown of machinery or repairs.
(c) In case of bareboat charter all responsibilities regarding navigation,
propulsion and maintenance of shipboard machinery remains with
charterer itself.
Prior taking a ship on charter following things (but not limited to ) are taken in to
consideration by the charterer:
(1) Description of the vessel name, flag, ownership, class, gross
and net tonnage, cargo capacity and horsepower etc.
(2) Speed and fuel consumption in function of determined
weather conditions (in good weather & smooth water)
Time charter has a major concern in speed of the ship and fuel consumption as
it determines the time period between ports and also the expenses to be incurred on
fuel in the voyage. Minimum speed agreed in charter party has to be achieved and
any deviation in case of speed or fuel consumption if any, then the owner has to pay
compensation to the charterer.
Voyage charter has stipulated laycan so in order to meet that a minimum
agreed speed has to be achieved/maintained during the voyage otherwise charterer
is entitled to reject the vessel and cancel the charter.
(3) Apart from propulsion machinery the charterer can also ask for
following reports:
a) Aux. eng. fuel consumption per day
b) Conditions of hatches/tanks
c) Boiler fuel consumption
d) DO cons. in IGG (gas ships)
e) Cargo machinery
f) Mooring & windlass
g) Navigation
h) General condition of vessel
i) Vetting inspection defect list
j) CAP survey reports of hull and machinery
For delivering the cargo at agreed terms and conditions in charter party, other
machinery also play vital role.
Time Charter:- This means a vessel is to be operated for a period of time under
charter without undertaking either the financial commitments of ownership or
responsibilities of navigation and management of vessel.
If too much unforeseen machinery breakdown have occurred and ship cannot
meet with the scheduled date, a chief engineer on board should undertake following
options and actions:
In case of time charter a period of 48 hrs is allowed for the shipowner per year
to carry out maintenance jobs on boiler and main engine.

So in case the breakdown is on ME or boiler, the C/E must ensure that

maintenance is carried out within the stipulated time by charter party. To expedite the
work, the option of making two teams to work on ME can be considered in that when
one group is working the other can take rest and work goes on continuously till the
job is over, to ultimately avoid the possibility of off-hire vessel.
In case of breakdown:1) Company must be informed regarding the breakdown machinery and
proposed maintenance action must be reported also
2) Any special assistance required like some spare parts/stores or
technicians must be discussed with company
3) Anticipated time for carrying out the maintenance must be reported to
company
4) Make separate teams to work on the machinery so that work is in progress
all the time till maintenance is over and machine is ready to start
5) Motivate the crew and engineers and be a part of team. This will be an
encouraging factor to all and work can be done efficiently and effectively
6) Appreciate and encourage the crew and engineers
If the breakdown is not over within time stipulated by charterparty, after
discussion with company the following action may be taken
(a) Speed of ship may be increased within safe limits. This should be done in
consultation with the company because increase in speed increases fuel
consumption which may deviate from that mentioned in charterparty.
(b) The load on diesel generator should be reduced if possible to compensate
for increase in fuel consumption.
(c) After discussion with master the course of ship may be altered keeping in
mind the safety of ship
(d) A more vigilant watch must be kept on the machinery to avoid further
breakdowns and engineroom to be manned at all times.
Company to be well informed about the condition of machinery.
Q1/60- Define the salient consideration taken during survey of ship under i) Bareboat
charter ii) Voyage charter iii) Time charter. As a C/E on board, explain with
reasons, which of the three surveys is most demanding and exhausting and why?
Charter : is the contract between the ship owner and the charterer for the use of a ship or her
services for a particular voyage or for series of voyages, or for a stipulated period of
time.
Contracts for hire of specified vessels, includes
o time charters
o Bare boat charters (also know as "demise charters).
o Voyage charter
Bareboat charter:
Is a contract for the hire of a vessel for an agreed period during which the charterers
acquire most of the rights of the owners.

(Is most usually on the BARECON 89 charter party form

Is used by owners such as banks & finance houses who are not prepared to operate or
manage ships themselves.
May be hinged to a purchase option after expiry of the charter or during the hire
period.)
In essence the vessel owners put the vessel at the complete disposal of the charters
and pay the capital costs, but no other costs. The charters have commercial and
technical responsibility for the vessel, and pay all costs except capital costs.
The "BARECON A" from under which the owners bear responsibility for insurance
premiums, was designed by BIMCO for short period chartering.
The "BARECON B" form was designed as a long-period, financial type of contracts,
mainly for new buildings although it can be modified for second -hand tonnage. The
charters are responsible for insurance premiums.
BARECON 89 is an amalgamation of the BARECON "A" and "B" forms, designed
to reflect the growing use of Bareboat charter registration.
There will be
an agreement, that there will be an on hire survey. In the case of new ship building the
survey procedures can be done in the yard itself according to the agreement. In other
cases there is a thorough examination considering the following points.
-

Bunkers on board

Stores & spares on board.

General condition of the vessel.

Certificates validity

Tanks condition

Sea worthiness.

As a Chief engineer, you are responsible for maintaining the equipment in good
condition. Bunker on board to be properly calculated and kept ready for the surveyors
to check. Cleanliness and proper P.M.S. system has to be maintained in view of
seaworthiness. It is a more stringent survey since the charter takes the responsibility
of the vessel in full respect except capital cost. All crew members to be aware of the
safety procedure and safe working practices according to the company's quality
management system. In this regard proper training and briefing to be given before
surveys.
Voyage Charter: is a contract for the carriage by a named vessel of a specified
quantity of cargo between named posts or places.
The ship owner basically agrees that he will present the named vessel for loading at
the agreed place within an agreed period of time a following loading, will carry the
cargo to the agreed place, where he will deliver the cargo.
The charter agrees to provide for loading, within the agreed period of time, the agreed
quantity of the agreed commodity, to pay the agreed amount of freight, and to take
delivery of the cargo at the destination place.

In effect the charterers hire the cargo capacity of the vessel and not the entire vessel.
The owner must provide the master and crew, act as carrier and pay all running and
voyage costs, unless the charter party specifically provides otherwise.
The survey under voyage charter is not very strict as compared to other charter party :
The charter mainly interested in sea worthiness and condition of the cargo space. The
surveyor checks for whether the vessel can carry the cargo of particular quantity and
to be able to discharge within an agreed period of time.
As a Chief Engineer one should take care of cargo hold/ tank, cargo gear condition.
It any repairs are necessary to keep the same in good condition, that has to be carriedout. He has to prove that the ship is able to carry the cargo safely and vessel able to
reach in proper time which is agreed.
Time charter : is a contract for the hire of a named vessel for a specified period of
time.
(The charters agree to hire from the ship owner a named vessel, of specific technical
characteristics, for an agreed period of time, for the chatterers purposes subject to
agreed restrictions. The hire period of time, for the charters purposes subject to agreed
restrictions. The hire period may be the duration of one voyage (a "trip charter") or
anything up to several years ("period charters"))
The ship owner is responsible for vessels running expenses i.e., manning repairs and
maintenance, stores, masters and crews wages, hull and machinery insurance, etc. He
operates the vessel technically, but not commercially. The owner bears no cargo
handling expenses and do not normally appoint stevedores.
The charters are responsible for the commercial employment of the vessel, bunker
fuel purchase and insurance, port and canal dues (including pilotage, towage,
linesmen etc.), and all loading stowing / trimming / discharging arrangements and
costs.
A directions and logs clause requires the charters to provide the master with all
instruction and sailing directions and the master and Chief Engineer to keep full and
correct logs accessible to the chatterers or their agents so that they can monitor the
vessels efficiently. Stevedoring damage notification forms and log abstracts will
usually be required to be rent to the chatterers.
On-hire survey and delivery certificate: There will be usually agreements that there
will be an on-hire survey or delivery survey to establish.
Bunkers
remaining on board (R.O.B.) in order to determine the quantity the chatterers will
have to pay the owners for.
-The general condition of the vessel.
-Tanks or holds are fit for the carriage of the contemplated cargoes.
-Holds of a dry cargo vessel must be dry and swept clean, etc. and tanks for oil or
chemicals must pass survey and be certified fit.

The on-hire survey is usually carried out by jointly approved surveyors, paid for
50/50 by the owners and the chatterer. Time spent on the survey is normally at the
owner's risk, i.e., the vessel is not on -hire until passing of the survey.
A delivery certificate should be issued by the surveyor to confine the date and time of
hand-over, bunkers R.O.B. and the condition of holds or tanks. The certificate should
be attached to the survey report and is a vital document for the assessment of hire
payments due and the commencement of various chatterer liabilities.
The on hire survey should not be confused with the condition survey that may be
required by a prospective chatterer, particularly where this is an oil company or in the
case of older tonnage.
As a Chief Engineer, one should calculate the bunker on board correctly and to keep
all machinery in good condition. He has to prove that ship is able to satisfy charter
party requirement regarding fuel consumption and speed. Any maintenance required
for cargo holds or tanks to be carried-out prior survey to keep them in good condition.
OFF HIRE SURVEY AND REDELIVERY CERTIFICATE:The chatterers must normally re-deliver the vessel in the "same good order as when
delivered to the chatterer, fair wear & tear excepted." In the event of redelivery not
being in the same good order and condition, the charters would be liable for the costs
of repairs. If the charterers are given the option of redelivering the vessel "dirty" a
sum in compensation to the owners will be provided for.
The off hire survey will normally be carried out by an independent surveyor to
ascertain the extent of damage done during the charter, bunkers R.O.B. etc. The
redelivery clause may provide that repairs necessary to make a vessel sea worthy
must be done immediately on redelivery, and any other repairs at a more convenient
time, e.g. at the next dry-docking.
The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b. are
measured so that they can be "brought back by the owners. The condition of the
vessel and her cargo spaces is examined for damage attributable to charterers
operations. A redelivery certificate should be issued to the master.
As a Chief Engineer, he should check the bunkers r.o.b. and condition of the cargo
spaces. If any repairs to be done has to be notified to the surveyor.
4. Explain the following;
(a) World scale (b) Responsibilities of a shipbroker
Ans: (a) WORLD SCALE: This is used for tankers cargoes whereby freight rates are quoted
with reference to an international scale called the new Worldwide Tanker Nominal Freight
Scale or World Scale in short. This is used as a reference by the parties in the tanker
market to easily compare and evaluate freight rate for all the different voyages and market
levels.
The basis of world scale is that the particulars of a standard tanker of 75000 tons DWT
have been chosen for making round voyage calculation for practically all known tanker
trades with the comparatively few. In these calculations specified figures have been used

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

(usually paid by shipowner unless otherwise stipulated) which customarily is 1.25% of

the gross revenue and any demurrage. When two or more brokers are involved,
duplicate (double) brokerage is normally paid. Shipbrokers include:7) Owners brokers, who find and arrange employment for their principal ship,
8) Charterers brokers, who fix ship to carry out their principal requirements.
The principal functions performed by the shipbrokers are:1) To determine the form of charter and special provisions that must closely meet
the needs of particular transactions.
2) To facilitate the negotiations of the terms and broker the charter on behalf of the
principals
3) To chart the vessels position and availability for loading and to coordinate
delivery of cargo to shipside.
4) To ensure that the required notices for readiness are given, that the election of
loading or discharging parties or brokers are declared, and appropriate insurance
coverage is obtained.
5) To supervise the preparations of dispatch, demurrage and loading statement,
payment of dues and customs at various ports and settlement in so far as possible
of disputes arising in this connection.
6) To obtain certification of freight invoices, arrange for surrender, bill of lading;
facilitate collection of freight, etc.
7) To arrange for appointment of port agents and to issue appropriate instructions.
Que: Differentiate between third party liability and contractual liability ? When
may the shipowner seek to limit his liability?
Que:What is general average act? Name the essential features of GA act?

GENERAL AVERAGE ACT:

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. A general
average act is defined in Rule A of the York Antwerp Rules 1994 and Marine Insurance Act as follows:
There is a general average act when, and only when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for the purpose of preserving from peril the
property involved in a common maritime adventure.
The five component parts of a general average loss are therefore:
a) an extraordinary sacrifice or expenditure,
b) which is intentionally
c) and reasonably made
d) against a peril,

1.
loss

With reference to marine insurance, write short notes on the following:

(a) Port of refuge (b) Particular average and General average (c) Total loss and Constructive

(a)
is

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

Weather, collision or grounding damage affecting the seaworthiness of the ship

(ii)
(iii)
(iv)
(v)
(vi)

A serious Fire
Dangerous shift of cargo
Serious machinery breakdown
Any other accident causing a serious threat to the vessel on her cargo
Shortage of bunker

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

Partial Loss
A partial loss may be either:
1. Particular average (PA) i.e., accidental partial loss
or 2.General average (GA) i.e., intentional partial loss
1.

Particular Average:
It is a partial loss, proximately caused by a peril insured against and which is not a
General average loss. Thus, structural damage proximately caused by collision, grounding, heavy
weather etc. (perils of the seas) would normally be caused as a PA loss.
2.
General Average:
General average is an ancient form of spreading the risk of sea transport and existed long
before marine insurance. General average means general loss, as opposed to a particular loss
under marine insurance.

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

The right to dispose of the ship or its goods as they think fit and to retain all the proceedings
(even if this is more than the claim actually paid)

Why does a ship require Marine Insurance cover? Explain Hull Claims and Cargo
Claims related with Marine Insurance. State the related documents and
information required from the ship in this regard highlighting their validity.
Ans. Marine Insurance is a method where by one party called assuror or
underwriter, agrees for a stated consideration known as a premium, to indemnify
another party, called the insured or assured, against loss, damage or expense in
connection with the commodities at risk if caused by perils enumerated in the
contract known as a policy of insurance. The policy pledge to compensate the
insured by does not guarantee the continued existence or the replacement of the
good itself.
Insurance provides individuals and organisations with financial protection against
the outcome of events which involve monetary loss or liabilities which could not be
predicted or anticipated and over which they have no effective control. In the case of
ship-owner or ship manager insurance is usually confined to financial consequences
of damage to its own ship, damage to the peoples property or death or injury to
people all ship-owner and shipping merchants should insure this property against
the loss or damage. They are not legally bound to insure except for liability of oil
pollution claim. However the modern methods of financing trade and shipping makes
it essential that they do so. The capital exposed to loss in modern ship is so huge
that no company can afford to bear the liability incurred. Besides most of the
tonnage is mortgaged to banks and other financial institutions and they require
insurance as collateral security.

Hull Insurance claims:

Following any cases of Hull damage e.g. collision, grounding etc. ship
owner/managers insurance dept. will normally immediately inform H & M lead
underwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter will instruct
a surveyor to ascertain the nature, cost and extent of the damage, necessary repairs
and fair and reasonable cost there of and any other matter which leading underwriter
or surveyor considers relevant. The lead underwriter will make decision in respect of
any claim within 28 days of receipt by them of the appointed average adjusters final
adjustment or, if no adjuster is appointed, a full document claim presentation
sufficient to enable the underwriter to determine their liability in relation coverage
and quantum. The underwriter all discharged from the liabilities of the claim if it is not
notified within 180 days of the assured becoming aware of accident or occurrence.
Documents and information required from the ship.
In addition to copies of the relevant insurance policies (which will be supplied by
the owner), documents and information listed below may be required to accompany
a claim lodged by owners against underwriters

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

Masters and / or chief engineers detailed report (as appropriate)

Relevant letters of protest.

Protest and extended protests.

Underwriters surveyors report

class surveyors report

Owners superintendents report.

Receipt and account for repairs.

Accounts covering and dry-docking & general expenses.

Details of E/R stores and spares consumed.

Cargo Claims:
1) When cargo loss or damage is discovered a delivery note or consignment note will be
claused with a note of the loss or damage.
2) The cargo owners will immediately inform his insured if it is outside UK, this is done
thro the local Lloyds agent in case of Lloyds policy.
3) If loss or damage is extensive underwriters will normally ask for a survey report. This is
arranged by Lloyds agent, who can appoint surveyor and pay small claims locally.
4) After the claim is quantified and documented the underwriter settles the claim thro
Lloyds agents,
5) Underwriter then decides (under the doctrine of subrogation) whether or not claim is
worth pursuing against carrier.
6) If he decides to pursue the claim be immediately makes a written claim on the carrier,
failure to claim may prejudice his right of recovery.
7) The claim (including surveyors fee) is settled by the carrier in the currency stated in the
policy or on the certificate of insurance.
8) The carrier if a PI member then claims on his club policy.

Documents usually required are:

Bill of landing / Airway bill, commercial invoice, insurance certificate, copy of
Notice of claim reported against carrier, Documentation related to outturn / receipt of
goods, local carriers way bill where applicable, copy of temperature records, where
available copy of instructions to carrier regarding carriage temperature, where
applicable invoices to confirm salvage / sale price.

Que: What are the principles of modern salvage law? What is general
average? With context to G.A. explain (i) Entitlement (ii) Artificial (iii)
Adjustment (iv) contestation
Ans: Salvage can be described as a service rendered to save maritime property in
danger. Salvage can be characterized by the following:

1. Salvage service must be voluntary

2. Salvage property must be recognized maritime property
3. Subject must be in danger
4. Salvage must be successful.
Let us look at above in detail1) Vessel crew pilot cannot claim salvage as they are bounded by contract to protect
the vessel and its cargo from danger. Tugs arranged previously for to wage cannot
claim salvage. However tugs called in an emergency can claim salvage.
2) Subject can be vessel cargo special equipment on board ship boundaries as any
other maritime property out risk of being lost if salvage is not rendered. Provisions
crews effect etc are not qualify for salvage
3) Dangers must be identified at commencement of salvage. However it might not be
immediately present or imminent e.g., a vessel which has lost its propeller is not if
any immediate danger, if it is at sea however, if may take lead to grounding.
4) Salvage claim is paid out of the value of the property saved hence salvage must be
successful (at least partly). Hence the term No cure No pay viz if salvage operation
is unsuccessful there can be no value to effect payment.
Beneficiaries of salvage are liable to pay salvage
These includes
1.
2.
3.
4.
5.

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

GENERAL AVERAGE ACT:

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. A general
average act is defined in Rule A of the York Antwerp Rules 1994 and Marine Insurance Act as follows:
There is a general average act when, and only when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for the purpose of preserving from peril the
property involved in a common maritime adventure.
The five component parts of a general average loss are therefore:
a) an extraordinary sacrifice or expenditure,
b) which is intentionally
c) and reasonably made
d) against a peril,

A common maritime adventure is a voyage in which several parties have some financial
interest. The policies to a common maritime adventure would include the ship owner.
(i) Entitlement to G.A.: A claimant is entitled to obtain contribution from other parties to
the common venture (cargo as the ship). But a carrier is not entitled to obtain
contribution in GA from cargo if the peril arises as a result of his actionable faults as
negligence in law as that of his employees
(ii) Artificial G.A: is the granting of a claim for G.A. when even when one of the fine
basic principle found in Rule A of the York Antwerp Rules is not present

 claims for G.A. were originally for .. of cargo cutting away of anchor cables etc.
carried out for the common safety in order to avoid imminent ship wreck caused
by a peril of sea
The creation of artificial G.A was part of slow evolution favouring ship owners
If peril was an essential ingredient of G.A if was reduced in importance by Safe
prosecution rule and peril did not have to be immediate provided that it was real
and not imaginary.
Some numbered rules and do not retain interpretation rule of Rule paramount.
Thus it is not dear weather the principles in act 193 have precedence over the
rules in out 194 or vice versa. Articles 203allows particles to opt out of changes
10 by agreeing to a different set of rules.
Because there was no specific peril read. In rule x (b) and x1(b) claims may be
made for there is no peril. This is G/a by agreement as artificial G.A.
(iii) General Average Adjustment
Assessment of each partys contribution is caused on average adjustment
Governed by York Antwerp Rules 1974
The rules ensure that all the average adjustments. To as international standard
The adjustment is made by an average adjuster
The average adjuster is appointed by the ship owner to collect all the facts
surroundings the incident to collect various parameters from various policies
before the cargo is discharged and to ensure payment of contribution
The adjuster have all the facts and figures at his disposal
In addition to calculating contributions due from each party he will be frequently
requested to adjust any types of claim.
The declaration of G-A is normally made by ship-owner, but in criteria countries
any one of the interest parties may initiate an adjustment
A declaration must be made before cargo is discharged and to ensure payment
of contribution
Ship owners will usually allow the discharge of cargo when owner interested
parties to the ventures provided suitable security.
(iv) Contestation to GA: GA has been in subject to dissatisfaction for the following
main 6 reasons
1. Exoneration of carriers for the faults of master and crew under the Hague rules, carrier is
exampled from liability for the negligence of its employee
2. interpretation of rules: Numbered Rules are preferred over lettered rules
3. emergency of marine insurance has made GA reluctant
4. Expenses and delay in adjustments
5. Problems in collision of G A contribution
6. Small G A

Que: Write short notes on the following.

(i) Lloyds open form (ii)General average and particular average (iii) Bill of lading
(iv)Treaty convention and protocol
Ans:

LOF 2000

Lloyds Form of Salvage Agreement or LOF, as it is more commonly known, has been revised
ten times since it was first introduced in 1892. The latest revision of the form is regarded as one
of the more radical revisions which have so far occurred.
Those familiar with the previous versions of Lloyds Form will know that it consisted of 6 pages
of double-sided text in a single document which opened out to a width of 63cm. or about 25
inches. Its length was explained by the fact that, traditionally, it contained not only the
contractual terms which related directly to the salvage services themselves and the manner of
their performance but also the procedural and administrative provisions governing the LOF
arbitration system for the assessment of salvage claims, including the
Requirements for salvage security and the arrangements for the payment of salvage awards.
LOF 2000 looks radically different. It comprises a single sheet of paper incorporating a box layout in which essential information such as the name of the ship and the identity of the salvage
contractors is to be inserted. Below the box lay-out and on to the reverse side of the document,
there are 12 lettered clauses and 2 information notices. This shortening of the form has been
achieved by removing all the provisions of a procedural or administrative nature which have
been consigned to a set of Standard clauses known as the Lloyds Standard Salvage and
Arbitration (or LSSA) Clauses which, together with the Lloyds Procedural Rules which govern
the conduct of Lloyds salvage arbitrations, have been incorporated into LOF 2000 by reference.
Therefore the LOF 2000 is a more manageable document and easier to read and understand. A
conscious effort has been made to simplify the language of the contract by substituting plain
English for phrases or
expressions which may not have been readily intelligible to those whose first language is not
English or to those not used to reading legal contracts.
But it should not be thought that the changes which have been reflected in LOF 2000 are only
cosmetic. Some years ago a Lloyds Form Working Party was established, the membership of
which included numerous organizations in the shipping, insurance and legal communities

regularly concerned with salvage claims under LOF. The new form has been drafted in
consultation with the Working Party members and the issues of substance they raised were
addressed. These include the following:
1. Property liable for the payment of salvage
Traditionally, the personal effects and baggage belonging to passengers and the Master and crew
of a vessel have not been regarded in English law as liable to pay for salvage except perhaps for
passengers baggage stowed in the hold and not required on voyage. The International Salvage
Convention 1989 may have altered English law in that regard,
albeit unintentionally, but the Lloyds Form Working Party agreed that, for LOF purposes, such
personal effects should be exempt from the payment of salvage and, furthermore, that this
exemption should include any private motor vehicle accompanying a passenger including its
contents. An appropriate provision has therefore been included in
LOF 2000.
2. Currency of Award
For many years it was possible for the parties to LOF to select the currency in which the salvage
remuneration was payable, but the preceding LOFs provided that, if no specific currency of
payment was agreed, the remuneration should be paid in pounds sterling.
However, it has become increasingly apparent in recent years that most users of LOF select
United States dollars as the currency of payment. Additionally, ship values are invariably
expressed in that currency which, more often than not, is also the currency, in which cargoes are
bought, sold and insured. In recognition of these factors, LOF 2000
Provides that, if no alternative currency of payment is agreed, salvage remuneration will be
payable in United States dollars.
3. The Duty to Co-operate
Clause 3 of LOF 1995 obliged the owners and Master of a casualty to co-operate with salvors in
certain respects. LOF 2000 extends the scope of that duty. There have been many recent
incidents involving fires on ships carrying containerized shipments of chemicals or other
hazardous cargo. In such situations, it is essential that salvage personnel are provided with full
information to ensure that the salvage operation is
Properly planned to avoid the dangers to human life, property and the environment which such
cargoes may present. LOF 2000 therefore requires the owners and the Master to provide the

salvors with all information that is relevant to the performance of the services which is capable
of being provided without undue difficulty or delay. This will of course include plans, stability
data and similar information if it is relevant.
4. Rights of Termination
Clause 4 of LOF 1995 gave shipowners a right to terminate LOF when there is no longer any
reasonable prospect of a useful result leading to a salvage award. In LOF 2000 an equivalent
right is conferred on the salvors who, previously, had no contractual right to terminate a LOF
contract.
5. Deemed Performance
On a similar topic, LOF 2000 includes a new provision which is designed to provide a practical
solution to the difficulty in determining when salvage services can be treated as completed.
Provided the salved property has been taken to the agreed place of safety, the salvors will be
entitled to treat their services as having been performed if:(a) they are not obliged to remain in attendance to satisfy the requirements of
any port or harbor authority, governmental agency or similar authority;
and
(b) The continuation of skilled salvage services is no longer

necessary

to

avoid the property becoming lost or significantly further damaged or

delayed.
6. Scopic Clause
In August 1999 an agreement made between International Salvage Union and the International
Group of P&I Clubs known as the Scopic Clause became available for use. Its purpose is to
provide an alternative regime for the determination of claims for special compensation under
Article 14 of the 1989 Salvage Convention which would otherwise be dealt with by arbitration
under LOF. Scopic is expressed to be supplemental to LOF but, since it was only introduced for a
trial period, it was not considered appropriate to include more than a brief reference to it in LOF
2000. The box layout in the new form includes a facility enabling the parties to specify whether
Scopic forms part of their agreement. LOF 2000 goes on to provide that, if the box is left blank,
Scopic will not be regarded as incorporated into the contract.
The LSSA Clauses

Most of the administrative and procedural provisions in LOF 1995 have been transferred into
these incorporated clauses without significant change although, where possible, the language has
been simplified. But the opportunity has been taken to make some improvements. For example:
(a) The Clauses emphasize the need to operate the LOF system in good faith and in a
businesslike manner with a view to ensuring that claims are resolved fairly and efficiently at
a reasonable cost.
(b) The arrangements for paying salvage awards have been streamlined to improve efficiency
and Lloyds now have a duty to enforce salvage security if payment is delayed beyond 56
days after publication of an award. A new standard form of salvage guarantee has also been
introduced with the publication of LOF 2000.
(c) Under section 49 of the (English) Arbitration Act 1996 arbitrators have power to award
compound interest on claims. The Working Party considered that, ordinarily, only simple
interest should be awarded on LOF salvage claims. This is stated in LOF 2000 but the clause
goes on to provide that an arbitrator may award compound interest if the proceedings have
been delayed for an excessive period as a result of gross misconduct on the part of the
property owners or in other exceptional circumstances.
(d) Clause 18 of LOF 1995 which dealt with the position of subcontractors has been substantially
re-drafted to ensure that the claims of all persons engaged by the LOF contractor are dealt
with under the LOF thus providing greater certainty and protection to the property interests.
Lloyds Procedural Rules
These were introduced in 1990 to provide a standard procedure for dealing with claims under
LOF. They have been altered piecemeal on several occasions in the last 10 years but, in the latest
revision, the rules have been re-structured to make them easier to understand. Also, in line with
recent changes to court procedures in England, the new rules give arbitrators greater powers to
control proceedings including, for example, the power to place limitations on expert evidence to
contain costs.
Partial Loss
A partial loss may be either:
1. Particular average (PA) i.e., accidental partial loss
Or 2.General average (GA) i.e., intentional partial loss
1.
Particular Average:

It is a partial loss, proximately caused by a peril insured against and which is not a
General average loss. Thus, structural damage proximately caused by collision, grounding, heavy
weather etc. (perils of the seas) would normally be caused as a PA loss.
2.
General Average:
General average is an ancient form of spreading the risk of sea transport and existed long
before marine insurance. General average means general loss, as opposed to a particular loss
under marine insurance.
It is a system, in which all interests involved in the adventure, viz., Hull and Machinery,
cargo and Freight at risk must contribute to the losses voluntarily incurred to save all interests on
board.
The principle is That which has been sacrificed for the benefit of all, shall be made good
by the contribution of all, that got the benefit from the General Average Act The object of GA
is to ensure, that the owner of the ship or cargo, who has incurred an expenditure or suffered a
sacrifice of his property, in order to extricate the ship (and the cargo) from a perilous position,
receives a contribution to his loss, from all those who have benefited from this action A GA loss
is a partial loss, incurred through a deliberate act performed with the intention of protecting the
interests of all involved, in a voyage from a danger, which threatens them all. GA losses are
shared equally by all parties to the common adventure each contributing in proportion to his
percentage of Net arrived values.
The five major component of a general average loss are therefore
a) an extraordinary sacrifice or expenditure
b) which action taken was intentional or voluntary and not inevitable
c) and reasonably made
d) against a peril
e) in order to benefit the common venture
e.g., Damage done when over working a ships engine while afloat to prevent grounding in
ordinary, whereas damage done to engines, when already aground, in attempting to re-float the
vessel is a GA, since this is an extraordinary Act.
4) BILL OF LADING
The bill 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 landing. The definition of a bill
of lading given in the HAMBURG RULES is the following.
BILL OF LADING means a document which evidence a contract of carriage by
sea and the taking over of loading of the goods by the carrier, and by which the
carrier undertakes to deliver the goods against surrender of the document.
A provision in the document that the goods are to be delivered to the order of a
named person, or to order or o bearer, constitutes such an undertaking.
The bill of lading serves as a
a) A receipt of the goods by the ship-owner acknowledging that the goods of the
stated species, quantity and conditions are shipped to a stated destination in a
certain ship or at least received in custody of the ship owner for the purpose of
shipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees

to transport the goods to their destinations all terms of the contract which was in fact
concluded prior to signing of the bill of loading are repeated on the back of this
document
c) A document of little to the goods enabling the consigner to dispose of the goods
by endorsement and delivery of the bill of lading.
Treaties
A treaty is a written international agreement between two states (a bilateral treaty) or between a number of
states (a multilateral treaty), which is binding in international law. In relation to shipping matters, the chief
international treaty-making bodies are an internationally accepted organization such as the United Nations or one of
its agencies, such as IMO, ILO, WHO or ITU. A treaty normally enters into force in accordance with criteria
incorporated into the treaty itself, e.g. 1 year after a stipulated number of states have acceded to it (by signature of a
government representative). A treaty signed by a state government generally has no effect in the national law of the
state until there has been an act of ratification or accession and the treaty has been incorporated by statute into the
national law of the state.
Conventions
Earlier convention was regularly employed for bilateral agreements. It is now generally used for formal
multilateral treaties with a broad number of parties. Conventions are normally open for participation by the
international community as a whole, or by a large number of states. Usually the instruments negotiated under the
auspices of an international organization are entitled conventions (e.g. United Nations Convention on the Law of the
Sea of 1982). The same holds true for instruments adopted by an organ of an international organization (e.g. the
1951 ILO Convention concerning Equal Remuneration for Men and Women Workers for Work of Equal Value,
adopted by the International Labour Conference).
Protocols
The term "protocol" is used for agreements less formal than those entitled "treaty" or "convention". The
term could be used to cover the following kinds of instruments:
(a) A Protocol of Signature is an instrument subsidiary to a treaty, and drawn up by the same parties. Such a Protocol
deals with ancillary matters such as the interpretation of particular clauses of the treaty, those formal clauses not
inserted in the treaty, or the regulation of technical matters. Ratification of the treaty will normally ipso facto involve
ratification of such a Protocol.
(b) An Optional Protocol to a Treaty is an instrument that establishes additional rights and obligations to a treaty. It
is usually adopted on the same day, but is of independent character and subject to independent ratification. Such
protocols enable certain parties of the treaty to establish among themselves a framework of obligations which reach
further than the general treaty and to which not all parties of the general treaty consent, creating a "two-tier system".
The Optional Protocol to the International Covenant on Civil and Political Rights of 1966 is a well-known example.
(c) A Protocol based on a Framework Treaty is an instrument with specific substantive obligations that implements
the general objectives of a previous framework or umbrella convention. Such protocols ensure a more simplified and
accelerated treaty-making process and have been used particularly in the field of international environmental law.
An example is the 1987 Montreal Protocol on Substances that Deplete the Ozone Layer adopted on the basis of
Arts.2 and 8 of the 1985 Vienna Convention for the Protection of the Ozone Layer.
(d) A Protocol to amend is an instrument that contains provisions that amend one or various former treaties, such as
the Protocol of 1946 amending the Agreements, Conventions and Protocols on Narcotic Drugs.
(e) A Protocol as a supplementary treaty is an instrument which contains supplementary provisions to a previous
treaty, e.g. the 1967 Protocol relating to the Status of Refugees to the 1951 Convention relating to the Status of
Refugees.

As per the Marine Insurance Act, write short notes on the following
(a) Deviation (b) Warranties (c) War Risk Clause (d) Charterers Contribution Clause

Ans) The Marine Insurance Act 1963 (N/A 1963) of India is substantially a reproduction of its
british counter parts, the Marine Insurance Act 1906. The Act codifies the law relating to marine
Insurance i.e., it defines various terms of the contract and their amplified contents.
Insurance provides individuals and organizer with financial protection against the outcome of
events which involve monitory loss or liabilities which were not anticipated or protected and
over which they have no effective control. In case of ship owner or ship manager insurance is
usually confined to the financial consequences if damage to its own ship, damage to other
people, property or death/injury to people.
Warranties: Section 33(1) of the N/A defines a warranty as a promissory warranty, i.e., to say the
warranty by which the assured undertakes that some particular things share or shall not be done,
or that some condition shall be fulfilled, or whereby he affirms or negatives the existence of a
particular mate of fact
A warranty may be expressed or implied.
Express Warranty: An expressed warranty must be written into the policy in any form of words
or contained in some document incorporated by ref. into the policy. An express warranty does
not override an implied warranty unless the two conflict.
Implied warranty: There are not written in the policy but are implied by law to exist in the
contract. There are 2 major important warranties in marine insurance policy.
(a) Seaworthiness: The hip at the commencement of the voyage be seaworthy, for the
purpose of the particular voyage insured in voyage policy. Where with the assured
knowledge and consent, a ship is sent to sea in unseaworthy state, the insurer is not
liable for any loss attributable to unseaworthiness.
(b) Legality: There is an implied warranty that the adventure insured (voyage time are
mixed policy) is lawful and that so far as the assured can control it. The adventure
will be carried out in a lawful manner. If the adventure is illegal at the time of the
insurance is effected, the policy will be void. Thus drug running or gun running trips
or voyages to countries or ports subject to a Govt. embargo would be deemed
unlawful).
WAR RISK CLAUSE: marine I A includes war perils within he meaning of the term
(Maritime perils).
With respect to the hull insurance in order to cover war risks it was at one time customary to
delete the (free of capture and seizure) clause (fc & s) and institute the war clause. When the
ordinary marine insurance market found itself unable to give adequate cover on account of
the enormous losses suffered during the war. So the cover was obtained by mutual insurance
through P&I club. During 1st world war a scheme was brought into operation under which
vessel could be covered 80% by the Govt and 20% by the clubs. At the end of war Govt
dropped out.
With respect to cargo insurance goods are .. insurable against war risks in any part of the
world by the simple expedient of deleting FC&S clause in the cargo policy and institute war
clause on the contract of insurance. Premiums would be adjusted accordingly. There are also
special war clauses drafted to suit the requirements of particular traders.

Charter Contribution Clause

Where there is 6A loss (general average loss or a personal loss) followed as a direct consequence
of 6/A act. It states that cohere any extraordinary sacrifice or expenditure is voluntary and
reasonably made or incurred in time of peril for the purpose of preserving the property
imperelled in the common adventure.
It should be noticed that the 6/A act embraces both a general average sacrifice and a general
average expenditure. When there is a 6/A loss the party on whom it falls is entitled to a ratable
contribution from the other interested parties. The parties benefiting by the sacrifice or
expenditure may be:
1. The ship owner for the value of the ship saved
2. Cargo owner for the value of the cargo saved
3. The ship owner in respect of freight payable by charter party or bulls of leading or charter
here money
4. The charter under a time charter, for freights payable under bills of lading.
Each will be called upon to contribute according to the value of his interest saved as a result of
the sacrifice or expenditure, the main contributing interest are therefore ship, freight and cargo.
All there contribute to their net values at the place where the voyage ends or is abandoned. Such
values are called contributory values.
Deviation: As per the MIA section 46(1) where a ship worthout lawful excuse, deviates from the
voyage contemplated by the policy, the insurer is discharged from liability as from the time of
deviation and it is immaterial that the ship may have regained her route before any loss occurs.
Section 46(2)
There is a deviation from the voyage contemplated by the policy (a) Where the course of the
voyage is specifically designated by the policy and that coarse is departed from or (b) Where the
course of voyage Is not specifically designated by the policy, but the usual or so many course is
departed from.
Section 46(3)
The intention to deviate is immaterial; there must be deviation in fact to discharge the insurer
from his liability under the contract.
The next section 47(1) of N/A which requires consideration is that relating o a voyage when
there are several ports of discharge.
Where several ports of discharge are specified by the policy, the ship may proceed to all or any
of them, but in the absence if any usage of sufficient cause to the contrary. She must proceed to
them or such of them as he goes to, in the order designated by the policy. If she does not than
there is a deviation.
47(2) Where policy is to ports of discharge within a given area which are not named the ship
must in the absence of any usage or sufficient cause to the contrary proceed to them, or such of
them as she goes to, in their geographical order. If she does not there is a deviation. The section
48 deals with voyage policy. In case of a voyage policy, the adventure insured must be
. Throughout its course with reasonable dispatch and if without lawful excuse it is not

so prosecuted, the insuler is not discharged from liability from the time when the delay becomes
reasonable.
Section 49(1)
Deviation or delay in prosecuting the voyage contemplated by the policy is excused.
a) Where authorized by any special term in policy
b) Where caused by the circumstances beyond the control of the master and his
employer
c) Where reasonable necessary in order to comply with an express or implied
warranty.
d) Where reasonably necessary for the safety of the ship or subject matter insured
e) For the purpose of saving human life, or aiding a ship in distress where human
life may be in danger
f) Where reasonably necessary for the purpose of obtaining medical or surgical aid
for any person on board the ship
Section 49(2)
When the cause excusing the deveator or delay ceases to operate, the ship must resume her
course and prosecute her voyage with reasonable dispatch.
49. How many types of warranties are there in Marine Insurance? Give an example
of each type with reference to a hull and machinery policy of insurance
[Express, Disbursement, Seaworthiness, warranty of Legality]
Ans) Warranty is the term used in formatting the
WARRANTY: - A warranty is a promise by the insured that a specified state or condition will
continue to exist for the duration of the policy. [A breach of warranty makes policy void from
time of breach (Notes)]. A breach would entitle the insured (others) party to claim damages from
the party breaching the warranty and the contract remains in force.
Warranty may be
1) Express Warranty
2) Implied Warranty
1) Express Warranty: - Specifically it is written into the policy or contained in some
document (e.g. institute warranties). An expressed warranty does not override an
implied warranty unless the two conflict.
2) Implied Warranty: - [Understood, seaworthy and Legality if all activities are done into
a legal way then it is covered by warranty]. These warranties are not written in the
policy but implied by law to exist in the contract. They must be strictly complied with
in the same way as express warranties. These are two major implied warranties in
marine insurance policies covering seaworthiness and legality.
A) SEAWORTHINESS:
Under the M/A 1963 ship should be seaworthy at the commencement of voyage for the
purpose of the particular voyage insured. Thus a ship is deemed to be seaworthy when
reasonably fit in all respects to encounter the ordinary perils of the seas of the Adventure insured
where ship is sent to sea unseaworthy with assured knowledge the insurer is not liable for any

loss if the ship sent to sea unseaworthy condition with the knowledge of the owners senior
management knowledge would include both express, clear knowledge (e.g. after defects have
been reported in writing by Master or Surveyor) and deliberately turning a blind eye cover would
only be lost where the known unseaworthiness had caused the loss.
B) LEGALITY:
There is an implied warranty that the adventure insured is lawful and that so far as the assured
can control it, the adventure will be carried out in a lawful manners. If the adventure is illegal at
the time the insurance is affected, the policy will be void. Thus drug running or gun-running trips
or voyages to countries or ports subject to a Govt. embargo, would be deemed unlawful.
67. A second hand single hull VLCC built in 1990 is to be acquired by your Company.
The vessel is to be registered under Indian flag As Chief Engineer / Owner
representative, what aspects you would look for, with respect to:
(a)SOLAS 74 (b) MARPOL 73/78 [CAS 13G] (c) Crew accommodation (d) Machinery/
boilers (e) Previous survey report
Ans. (1) SOLAS 74:- w.r.t. to Solas 74 is will look in IGS requirement is
8% in tank
5% in scrubbers
Check all IGS Trips and Alarms
Alarms
1) Oxy high / 100 alarm
2) Scrubber water high / low
3) Deck seal water low.
Flue gas vv / 500t blowing interlock.
Single hull construction
CBT, SBT, SBT PL (Protective Location) I will check that Ballast P/P is of sufficient
capacity. I will check whether motor drive for Ballast P/P is steam or electric.
MARPOL 73/78:- Annex 1 Reg. 9 deals with discharge criteria.
Annex 1 Reg. 9 (a) for tanker cargo important thing is instantaneous rate of discharge
30 / NM.
Annex 1 Reg 9 (b) all ships 15 PPM machinery space bilges for operation of OWS in
special area 15 PPM (it) should have stopping derive & Alarm.
Calibration of 15 PPM equipment should be every 2 years. (Oil content monitor) every 2
years calibrate.
I will check that sufficient filters spare are available for OWS.
Reg 13 G Since it is a single hull tanker it is allowed to operate as double hull tanker for
25 years and comply with Regulation 13G. As per this I will check carried out and also
survey DOCUMENT FILE is on board. The survey document file contains
a) Plan for enhance survey
b) Access and lighting arrangement during survey
c) Area for which close up survey should be carried out close up survey is (it arms
length).
d) Thickness measurement.
e) Ships inspection report of cargo comportments and Ballast tanks Regulation 26
Check SOPEP is on board,

Regulation 20 Oil Record book (Old Record to keep on board till 3 years).
SOPEP MUST be stamped and approved by Govt of India, DGS surveyor. CREW
ACCOMODATION:- the Indian Govt has regulations in Merchant Shipping Act
because India complies with ILO Convention No. 55 which gives details of
accommodation of crew, each cabin should be marked as fit for seamen etc. and
should comply with the requirements of size cabin sanitary arrangements etc.
In addition recreation facilities, mess room and washing and drying facilities are required
which I will check whether are satisfactory as per Merchant Shipping Act.
MACH / BOILER:- Boiler should have enough capacity of steam production capacity so
as to meet the needs
a)
COPS TURBINES
b)
CARO HEATING SYSTEM
c)
PRODUCTION OF INERT GAS
d)
On many tankers the deck machinery was also sean (driven specially on
old ships)
Boiler combustion control are proper 15 20% excess air are supplied in boiler.
Steering gear of such ship (VLCC) must be fitted with a safematic system so that in case
of Hyd fluid leakage, the pair of rams will automatically be connected & disconnected to
retain control required for tanker above 70000 DWT.
All certificates to be issued by Govt. of India will be checked as issued by Govt of India
DGS.
EX IOPP
SAFCON
SEQ
ILLC
However certificate of class may continue enforced if classification society is not
changed.
Therefore continuous Survey of Machinery Record quarterly listing record, will check.
The enhance survey should have been conducted for this ship as per Reg. 13G MARPOL
Annex 1 and therefore such certificate and survey document fill will be rechecked.
Que: Emphasize the validity of the statement that Classification Societies are Recognized
Institutions. In your view if the statement carries some limitation highlight them with reasons. List
the statutory service undertaken by a classification body on behalf of Administration.

Classification societies are organisations that establish and apply technical

standards in relation to the design, construction, and survey of marine related
facilities including ships and off shore structures. The vast majority of ships are built
and surveyed as per standards laid down by classification societies. These
standards are issued by classification societies as published rules. A vessel that has
been designed and built to the appropriate rules of a society may apply for a
certificate of classification from that society. Such certificate is an attestation that a
vessel is in compliance with the standards that have been developed and published
by the society issuing the classification certificate.
In UNCLOS convention of IMO responsibilities of flag state granting the
registration of a ship are outlined. Under article 94, the flag state must effectively

exercise its jurisdiction and control in administrative technical and social matters
over ships flying its flag........ many flag state countries in the world dont have
sufficient expertise, experience and technical manpower to carry out the
responsibilities of flag state nation regarding maintaining the standards of ships
flying their flag so SOLAS and other international conventions permit the flag
Administration to delegate the inspection and survey of ships to Recognised
Organisation.

Requirements for Recognised organisation are as follows:

1) R. O. must have established rules for design, construction and maintenance of a ship.
2) Government representation is necessary
Classification society organisation structure must include a representative from
flag state nation placed at higher level in organisational hierarchy.
3) R. O. should have adequate resources financial / personal.
4) Society must have internal audit equivalent to ISO 9001-2000
5) Society must present itself to external audits by auditing body approved by flag state
govt.
So classification societies fulfilling above criterias will be given status of
recognised organisation by flag state to do duties on their behalf.
Limitations to the role of classification societies as R. O.:
1) Though many flag status delegate their authority of surveys and certification to
classification societies, flag state may not delegate all its authority to class what
all authorities are to be given to class will be clearly mentioned in the agreement
between flag state and class.
In some cases for e.g. class may undertake the survey of vessels under certain
convention i.e. SOLAS (surveys for safety construction, safety radio and safety
equipment) but class is not authorised to give certificates to vessels under that
convention. But under other conventions like MARPOL, L.L. or Tonnage class can
give certificate as well as carry out surveys also.
This will be mentioned in the agreement between flag state and class.
2) Certain flag states e.g. India require that any statutory deficiency observed by
class surveyor during the survey of a vessel must be reported o flag state and its
permission taken for issuing outstanding recommendation to the vessel for
allowing the vessel to sail. Vessel will be given certain period of time within that
she has to fix that problem.
3) Many flag states dont allow class to carryout ISPS survey. As these are country
specific (port facilities are also involved in ISPS survey) And due to security
reasons flag state prefer to carry out ISPS survey reasons flag state prefer to carry
out ISPS survey themselves instead of delegating it to class.
Apart from statutory surveys, what all other surveys can be undertaken by a classification body for
a ship? What are the limitations for the society in these cases? Enlist them and emphasize how these
cases are taken care of.

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

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

2.

Annual Survey: Must be carried-out 3 months before or after each anniversary date
of completion, commissioning or special survey in order to confirm that the general
condition of the vessel is maintained at a satisfactory level. Following satisfactory
completion of annual survey, the certificate of class is endorsed by the class surveyor.

3.

Intermediate surveys: are carried out on all ships, instead of either second or third
annual survey.

4.

Docking Surveys: Docking surveys are carried-out by arrangement with owners

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

5.

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

6.

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

arrangement as for the hull.

7.

C/E's examination of Machinery: May be made where the society agrees to some
items of machinery being examined by the Chief Engineer at ports where the society
is not represented or where practicable at sea. A limited confirmatory survey is carried
out at the next port where the society surveyor is available. Where an approved
planned maintenance system operates.
Confirmatory surveys may be held at annual intervals.

8.

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

9.

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

1.

(a) Define the meaning of the term "Conditions of Assignment" as applied to ships for Load
Line Survey.
(b) State how conditions of assignment contribute towards water tight integrity of ships
(c) Give reasons why conditions of assignment need periodic inspection, giving specific
instances where they can be found to be less than fully effective.

94(a)
INTERNATIONAL CONVENTION ON LOAD LINES, 1966, or
PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL CONVENTION ON
LOAD LINE, 1966

RECORD OF CONDITIONS OF ASSIGNMENT

TERMINOLOGY CONDITIONS OF ASSIGNMENT REFER TO INTERNATIONAL LOAD LINE
CONVENTION.

Conditions of Assignments deal with following in order to determine the load lines. Master
of the ship must be provided with information on conditions implemented on their ships.
It is imperative that the items coming under each heads below are maintained as described. It
is only when the conditions are met that the assumptions considered for maximum inclination
hold true. Unfortunately poor maintenance of these items, however trivial they may appear can
be catastrophic and lead to uncontrolled flooding
REG 10 _- REG 26
1. LOADING INFORMATION (Reg. 10(1))
2. SUPERSTRUCTURE END BULKHEADS (Reg. 11)
2. OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS (Regs. 12, 17 & 18)
3. DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND
DECKHOUSES PROTECTING.
4. OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS.
5. HATCHWAYS AT POSITION 1 AND 2 CLOSED BY PORTABLE COVERS AND
SECURED WEATHERTIGHT BY TARPAULINS AND BATTENING DEVICES (Reg.
15)
6. VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS (POSITION 1
AND 2) (Reg. 19).
7. AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS (Reg. 20)
8. CARGO PORT AND OTHER SIMILAR OPENINGS (Reg. 21)
9. SCUPPERS, INLETS AND DISCHARGES (Reg.22)
10. SIDE SCUTTLES (Reg. 23)
11. FREEING PORTS (Reg. 24)

13. TIMBER DECK CARGO FITTINGS (Reg. 44)

2.

Name various Statutory Certificates and Documents to be carried on board ships giving
reference to the IMO Conventions. Apart from these, what other Statutory Certificates are
required to be carried in vessels carrying
(a). Dangerous goods (b). Chemical cargoes (c). Gas Cargoes 2005 NG VI 63
State the relevant IMO Conventions / codes and significance of these certificates

LI-2
LI-10

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

List of certificates and documents required to be carried on board ships

The Facilitation Committee, The Marine Environment Protection Committee, and the Maritime Safety
Committee on 3rd July 2000 developed a list of certificates and documents required to be carried on board ships
together with a brief description of the purpose of the certificates and other relevant documents.
1. All ships
International Tonnage Certificate (1969) An International Tonnage Certificate
(1969) shall be issued to every ship, the gross and net tonnage of which have
been determined in accordance with the Convention.
International Load Line Certificate An International Load Line Certificate
shall be issued under the provisions of the International Convention on Load
Lines, 1966, to every ship which has been surveyed and marked in accordance
with the Convention or the Convention as modified by the 1988 LL Protocol, as
appropriate.
An International Load Line Exemption Certificate shall be issued to any ship to
which an exemption has been granted under and in accordance with article 6 of
the Load Line Convention or the Convention as modified by the 1988 LL
Protocol, as appropriate.
Intact stability booklet
Every passenger ship regardless of size and every cargo ship of 24 metres and
over shall be inclined on completion and the elements of their stability
determined. The master shall be supplied with a Stability Booklet containing such
information as is necessary to enable him, by rapid and simple procedures, to
obtain accurate guidance as to the ship under varying conditions of loading. For
bulk carriers, the information required in a bulk carrier booklet may be contained
in the stability booklet.
Damage control booklets
On passenger and cargo ships, there shall be permanently exhibited plans
showing clearly for each deck and hold the boundaries of the watertight
compartments, the openings therein with the means of closure and position of any
controls thereof, and the arrangements for the correction of any list due to
flooding. Booklets containing the aforementioned information shall be made
available to the officers of the ship.
Minimum safe manning document Every ship to which chapter I of the
Convention applies shall be provided with an appropriate safe manning document
or equivalent issued by the Administration as evidence of the minimum safe
manning.
Certificates for masters, officers or ratings Certificates for masters, officers or
ratings shall be issued to those candidates who, to the satisfaction of the
Administration, meet the requirements for service, age, medical fitness, training,
qualifications and examinations in accordance with the provisions of the STCW
Code annexed to the Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978. Formats of certificates are given in section AI/2 of the STCW Code. Certificates must be kept
available in their original form on board the ships on which the
holder is serving.
International Oil Pollution Prevention Certificate International Oil Pollution
Prevention Certificate shall be issued after survey in accordance with regulation 4
of Annex I of MARPOL 73/78, to any oil tanker of 150 gross tonnage and above
and any other ship of 400
gross tonnage and above which are engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to MARPOL 73/78. The
certificate is supplemented with a Record of Construction and Equipment for
Ships other than Oil Tankers (Form A) Record of Construction and Equipment

Reference
Tonnage
Convention,
article 7
LL Convention,
article 16;
1988 LL Protocol,
article 18
LL Convention,
article 6;
1988 LL Protocol,
article 18
SOLAS 1974,
regulations II-1/22
and II-1/25-8;
1988 LL Protocol,
regulation 10

SOLAS 1974,
regulations II-1/23,
23-1, 25-8

SOLAS 1974
(1989 amendments),
regulation V/13(b)
STCW 1978 (1995
amendments),
article VI,
regulation I/2,
STCW Code,
section A-I/2

MARPOL 73/78,
Annex I,
regulation 5

for Oil Tankers (Form B), as appropriate.

Oil Record Book Every oil tanker of 150 gross tonnage and above and every
ship of 400 gross tonnage and above other than an oil tanker shall be provided
with an Oil Record Book, Part I (Machinery space operations). Every oil tanker
of 150 gross tonnage and above shall also be provided with an Oil Record Book,
Part II (Cargo/ballast operations).
Shipboard Oil Pollution Emergency Plan Every oil tanker of 150 gross
tonnage and above and every ship other than an oil tanker of 400 gross tonnage
and above shall carry on board a Shipboard Oil Pollution Emergency Plan
approved by the Administration.
Garbage Management Plan Every ship of 400 gross tonnage and above and
every ship which is certified to carry 15 persons or more shall carry a garbage
management plan which the crew shall follow.
Garbage Record Book Every ship of 400 gross tonnage and above and every
ship which is certified to carry 15 persons or more engaged in voyages to ports or
offshore terminals under the jurisdiction of other Parties to the Convention and
every fixed and floating platform engaged in exploration and exploitation of the
sea-bed shall be provided with a Garbage Record Book.
Cargo Securing Manual Cargo units, including containers, shall be loaded,
stowed and secured throughout the voyage in accordance with the Cargo
Securing Manual approved by the Administration. The Cargo Securing Manual is
required on all types of ships engaged in the carriage of all cargoes other than
solid and liquid bulk cargoes, which shall be drawn up to a standard at least
equivalent to the guidelines developed by the Organization.
Document of Compliance A document of compliance shall be issued to every
company which complies with the requirements of the ISM Code. A copy of the
document shall be kept on board.
Safety Management Certificate A Safety Management Certificate shall be
issued to every ship by the Administration or an organization recognized by the
Administration. The Administration or an organization recognized by it shall,
before issuing the Safety Management Certificate, verify that the company and
its shipboard management operate in accordance with the approved safety
management system.
2. In addition to the certificates listed in section 1 above, passenger ships
shall carry:
Passenger Ship Safety Certificate 1 A certificate called a Passenger Ship Safety
Certificate shall be issued after inspection and survey to a passenger ship which
complies with the requirements of chapters II-1, II-2, III and IV and any other
relevant requirements of SOLAS 1974. A Record of Equipment for the Passenger
Ships Safety Certificate (Form P) shall be permanently attached.
Exemption Certificate 2 When an exemption is granted to a ship under and in
accordance with the provisions of SOLAS 1974, a certificate called an
Exemption Certificate shall be issued in addition to the certificates listed above.
Special trade passenger ships A form of safety certificate for special trade
passenger ships, issued under the provisions of the Special Trade Passenger Ships
Agreement, 1971.
Special Trade Passenger Ships Space Certificate issued under the provisions of
the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.
Search and rescue co-operation plan Passenger ships to which chapter I of the
Convention applies, trading on fixed routes, shall have on board a plan for cooperation with appropriate search and rescue services in event of an emergency.

MARPOL 73/78,
Annex I,
regulation 20
MARPOL 73/78,
Annex I,
regulation 26
MARPOL 73/78,
Annex V,
regulation 9
MARPOL 73/78,
Annex V,
regulation 9
SOLAS 1974,
regulations VI/5,
VII/6;
MSC/Circ.745
SOLAS 1974,
regulation IX/4; ISM
Code, paragraph 13
SOLAS 1974,
regulation IX/4;
ISM Code,
paragraph 13

SOLAS 1974,
regulation I/12,
as amended by the
GMDSS amendments;
1988 SOLAS Protocol;
regulation I/12
SOLAS 1974,
regulation I/12;
1988 SOLAS
Protocol,
regulation I/12
STP Agreement,
regulation 6
SSTP 73, rule 5
SOLAS 1974,
(1995 Conference
amendments),
regulation V/15(c)

List of operational limitations

Passenger ships to which chapter I of the Convention applies shall keep on board
a list of all limitations on the operation of the ship, including exemptions from
any of the SOLAS regulations, restrictions in operating areas, weather
restrictions, sea state restrictions, restrictions in permissible loads, trim, speed
and any other limitations, whether imposed by the Administration or established
during the design or the building stages.
Decision support system for masters In all passenger ships, a decision support
system for emergency management shall be provided on the navigation bridge.
3. In addition to the certificates listed in section 1 above,
cargo ships shall carry:
Cargo Ship Safety Construction Certificate 3 A certificate called a Cargo Ship
Safety Construction Certificate shall be issued after survey to a cargo ship of 500
gross tonnage and over which satisfies the requirements for cargo ships on
survey, set out in regulation I/10 of SOLAS 1974, and complies with the
applicable requirements of chapters II-1 and II-2, other than those relating to fireextinguishing appliances and fire control plans.
Cargo Ship Safety Equipment Certificate 4 A certificate called a Cargo Ship
Safety Equipment Certificate shall be issued after survey to a cargo ship of 500
gross tonnage and over which complies with the relevant requirements of
chapters II-1 and II-2 and III and any other relevant requirements of SOLAS
1974. A Record of Equipment for the Cargo Ship Safety Equipment Certificate
(Form E) shall be permanently. attached.
Cargo Ship Safety Radio Certificate 5 A certificate called a Cargo Ship Safety
Radio Certificate shall be issued after survey to cargo ship of 300 gross tonnage
and over, fitted with a radio installation, including those used in life-saving
appliances which complies with the requirements of chapters III and IV and any
other relevant requirements of SOLAS 1974. A Record of Equipment for the
Cargo Ship Safety Radio Certificate (Form R) shall be permanently attached.
Cargo Ship Safety Certificate
A certificate called a Cargo Ship Safety Certificate may be issued after survey to
a cargo ship which complies with the relevant requirements of chapters II-1, II-2,
III, IV and V and other relevant requirements of SOLAS 1974 as modified by the
1988 SOLAS Protocol, as an alternative to the above cargo ship safety
certificates.
Exemption Certificate 6 When an exemption is granted to a ship under and in
accordance with the provisions of SOLAS 1974, a certificate called an
Exemption Certificate shall be issued in addition to the certificates listed above.
Document of compliance with the special requirements for ships carrying
dangerous goods An appropriate document as evidence of compliance with the
construction and equipment requirements of that regulation.
Dangerous goods manifest or stowage plan Each ship carrying dangerous
goods shall have a special list or manifest setting forth, in accordance with the
classification set out in regulation VII/2, the dangerous goods on board and the
location thereof. A detailed stowage plan which identifies by class and sets out
the location of all dangerous goods on board, may be used in place of such a
special list or manifest. A copy of one of these documents shall be made available
before departure to the person or organization designated by the port State
authority.
Document of authorization for the carriage of grain A document of
authorization shall be issued for every ship loaded in accordance with the
regulations of the International Code for the Safe Carriage of Grain in Bulk either
by the Administration or an organization recognized by it or by a Contracting

SOLAS 1974,
(1995 Conference
amendments),
regulation V/23

SOLAS 1974,
regulation III/24-4
SOLAS 1974,
regulation I/12, as
amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12
SOLAS 1974,
regulation I/12,
as amended by
GMDSS amendments;
1988 SOLAS
Protocol, regulation
I/12
SOLAS 1974,
regulation I/12, as
amended by the
GMDSS amendments;
1988 SOLAS Protocol,
regulation I/12
1988 SOLAS
Protocol,
regulation I/12

SOLAS 1974
regulation I/12; 1988
SOLAS Protocol,
regulation I/12
SOLAS 1974,
regulation II-2/54.3
SOLAS 1974,
regulation VII/5(5);
MARPOL 73/78
Annex III,
regulation 4

SOLAS 1974,
regulation VI/9;
International Code
for the Safe

Government on behalf of the Administration. The document shall accompany or

be incorporated into the grain loading manual provided to enable the master to
meet the stability requirements of the Code.
Certificate of insurance or other financial security in respect of civil liability
for oil pollution damage A certificate attesting that insurance or other financial
security is in force shall be issued to each ship carrying more than 2,000 tons of
oil in bulk as cargo. It shall be issued or certified by the appropriate authority of
the State of the ship's registry after determining that the requirements of article
VII, paragraph 1, of the CLC Convention have been complied with.
Enhanced survey report file Bulk carriers and oil tankers shall have a survey
report file and supporting documents complying with paragraphs 6.2 and 6.3 of
annex A and annex B of resolution A.744(18) Guidelines on the enhanced
programme of inspections during surveys of bulk carriers and oil tankers.
Record of oil discharge monitoring and control system for the last ballast
voyage Subject to provisions of paragraphs (4), (5), (6) and (7) of regulation 15
of Annex I of MARPOL 73/78, every oil tanker of 150 gross tonnage and above
shall be fitted with an oil discharge monitoring and control system approved by
the Administration. The system shall be fitted with a recording device to provide
a continuous record of the discharge in litres per nautical mile and total quantity
discharged, or the oil content and rate of discharge. This record shall be
identifiable as to time and date and shall be kept for at least three years.
Bulk Carrier Booklet To enable the master to prevent excessive stress in the
ship's structure, the ship loading and unloading of solid bulk cargoes shall be
provided with a booklet referred to in SOLAS regulation VI/7.2. As an alternative
to a separate booklet, the required information may be contained in the intact
stability booklet.

4. In addition to the certificates listed in sections 1 and 3 above,

where appropriate, any ship carrying noxious liquid chemical
substances in bulk shall carry:
International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk (NLS certificate) An international pollution
prevention certificate for the carriage of noxious liquid substances in bulk (NLS
certificate) shall be issued, after survey in accordance with the provisions of
regulation 10 of Annex II of MARPOL 73/78, to any ship carrying noxious liquid
substances in bulk and which is engaged in voyages to ports or terminals under
the jurisdiction of other Parties to MARPOL 73/78. In respect of chemical
tankers, the Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk and the International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk, issued under the provisions of the Bulk Chemical Code and
International Bulk Chemical Code, respectively, shall have the same force and
receive the same recognition as the NLS certificate.
Cargo record book Every ship to which Annex II of MARPOL 73/78 applies,
shall be provided with a Cargo Record Book, whether as part of the ship's official
log book or otherwise, in the form specified in appendix IV to the Annex.
Procedures and Arrangements Manual (P & A Manual) Every ship certified
to carry noxious liquid substances in bulk shall have on board a Procedures and
Arrangements Manual approved by the Administration.
Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances
Every ship of 150 gross tonnage and above certified to carry noxious liquid

Carriage of Grain
in Bulk, section 3
CLC 69,
article VII

MARPOL 73/78,
Annex I,
regulation 13G;
SOLAS 1974,
regulation XI/2
MARPOL 73/78,
Annex I,
regulation 15(3)(a)

SOLAS 1974
(1996 amendments)
regulation VI/7;
the Code of Practice
for the Safe Loading
and Unloading of
Bulk Carriers (BLU
Code)

MARPOL 73/78,
Annex II,
regulations 12 and
12a

MARPOL 73/78,
Annex II,
regulation 9
Resolution
MEPC.18(22),
chapter 2; MARPOL
73/78, Annex II,
regulations 5, 5A and 8
MARPOL 73/78,
Annex II,

substances in bulk shall carry on board a shipboard marine pollution emergency

plan for noxious liquid substances approved by the Administration. This
requirement shall apply to all such ships not later than 1 January 2003.
5. In addition to the certificates listed in sections 1 and 3 above,
where applicable, any chemical tanker shall carry:
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk A
certificate called a Certificate of Fitness for the Carriage of Dangerous Chemicals
in Bulk, the model form of which is set out in the appendix to the Bulk Chemical
Code, should be issued after an initial or periodical survey to a chemical tanker
engaged in international voyages which complies with the relevant requirements
of the Code. Note:The Code is mandatory under Annex II of MARPOL 73/78 for
chemical tankers constructed before 1 July 1986.
OR
International Certificate of Fitness for the Carriage of Dangerous Chemicals
in Bulk A certificate called an International Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk, the model form of which is set out in the
appendix to the International Bulk Chemical Code, should be issued after an
initial or periodical survey to a chemical tanker engaged in international voyages
which complies with the relevant requirements of the Code. Note: The Code is
mandatory under both chapter VII of SOLAS 1974 and Annex II of MARPOL
73/78 for chemical tankers constructed on or after 1 July 1986.
6. In addition to the certificates listed in sections 1 and 3 above,
where applicable, any gas carrier shall carry:
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk A
certificate called a Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk, the model form of which is set out in the appendix to the Gas Carrier Code,
should be issued after an initial or periodical survey to a gas carrier which
complies with the relevant requirements of the Code.
OR
International Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk A certificate called an International Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk, the model form of which is set out in the appendix to
the International Gas Carrier Code, should be issued after an initial or periodical
survey to a gas carrier which complies with the relevant requirements of the
Code. Note: The Code is mandatory under chapter VII of SOLAS 1974 for gas
carriers constructed on or after 1 July 1986.
7. In addition to the certificates listed in sections 1 and 3 above,
where applicable, any high-speed craft shall carry:
High-Speed Craft Safety Certificate
A certificate called a High Speed Craft Safety Certificate be issued after
completion of an initial or renewal survey to a craft which complies with the
requirements of the High Speed Certificate (HSC) Code in its entirety.
Permit to Operate High-Speed Craft A certificate called a Permit to Operate
High Speed Craft should be issued to a craft which complies with the
requirements set out in paragraphs 1.2.2 to 1.2.7 and 1.8 of the HSC Code.
8. In addition to the certificates listed in sections 1 and 3 above,
where applicable, any ship carrying INF cargo shall carry:
International Certificate of Fitness for the Carriage
of INF Cargo 7 A ship carrying INF cargo shall comply with the requirements of
the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel,
Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code) in
addition to any other applicable requirements of the SOLAS regulations and shall
be surveyed and be provided with the International Certificate of Fitness for the
Carriage of INF Cargo.
Other certificates and documents which are not mandatory

regulation 16

BCH Code,
section 1.6;
BCH Code as
modified by
resolution
MSC.18(58)
section 1.6
IBC Code,
section 1.5;
IBC Code as
modified by
resolutions
MSC.16(58) and
MEPC.40(29),
section 1.5

GC Code,
section 1.6

IGC Code,
section 1.5;
IGC Code as
modified by
resolution
MSC.17(58),
section 1.5

SOLAS 1974,
regulation X/3;
HSC Code
paragraph 1.8
HSC Code,
paragraph 1.9

SOLAS 1974
(1999 amendments),
regulation 16;
INF Code
(resolution
MSC.88(71)),
paragraph 1.3

Special purpose ships

Special Purpose Ships Safety Certificate In addition to SOLAS certificates as
specified in paragraph 7 of the Preamble of the Code of Safety for Special
Purpose Ships, a Special Purpose Ship Safety Certificate should be issued after
survey in accordance with the provisions of paragraph 1.6 of the Code for Special
Purpose Ships. The duration and validity of the certificate should be governed by
the respective provisions for cargo ships in SOLAS 1974. If a certificate is issued
for a special purpose ship of less than 500 gross tonnage, this certificate should
indicate to what extent relaxations in accordance with 1.2 were accepted.
Offshore support vessels
Certificate of Fitness for Offshore Support Vessels
When carrying such cargoes, offshore support vessels should carry a Certificate
of Fitness under the "Guidelines for the Transport and Handling of Limited
Amounts of Hazardous and Noxious Liquid Substances in Bulk on Offshore
Support Vessels". If an offshore support vessel carries only noxious liquid
substances, a suitably endorsed International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in Bulk may be issued instead of the
above Certificate of Fitness.
Diving systems
Diving System Safety Certificate A certificate should be issued either by the
Administration or any person or organization duly authorized by it after survey or
inspection to a diving system which complies with the requirements of the Code
of Safety for Diving Systems. In every case, the Administration should assume
full responsibility for the certificate.
Dynamically supported craft
Dynamically Supported Craft Construction and Equipment Certificate To be
issued after survey carried out in accordance with paragraph 1.5.1(a) of the Code
of Safety for Dynamically Supported Craft.
Mobile offshore drilling units
Mobile Offshore Drilling Unit Safety Certificate
To be issued after survey carried out in accordance with the provisions of the
Code for the Construction and Equipment of Mobile Offshore Drilling Units,
1979, or, for units constructed on or after 1 May 1991, the Code for the
Construction and Equipment of Mobile Offshore Drilling Units, 1989.
Noise levels
Noise Survey Report A noise survey report should be made for each ship in
accordance with the Code on Noise Levels on Board Ships.

A.534(13) as
amended by
MSC/Circ.739,
SOLAS 1974
regulation I/12;
1988 SOLAS
Protocol,
regulation I/12
A.673(16);
MARPOL
73/78, Annex II,
regulation 13(4)

A.536(13),
section 1.6

A.373(X),
section 1.6
A.414(XI) section 1.6;
A.649(16) section 1.6;
A.649(16) as modified
by resolution
MSC.38(63), section
1.6
A.468(XII),
section 4.3

Official log book

1.
Front cover: Contains ships particulars, date and place of opening anf closing official log book
2.
Record of seamen employed in the ship
3.
Entries of birth and deaths, deceased seamans property, death inquiry
4.
Record of musters, boat drills and fire drills, training of crew, inspection of life saving appliances and fire
fighting equipment
5.
Record of test drills and inspections of ships steering gear
6.
Record of tests and inspection of pilot hoists
7.
Record of inspection of crew accommodation
8.
Record of inspections carried out in accordance with ILO convention no. 68 of 1946 of supplies of food
and water provided for the crew
9.
Load line, depth of loading
10.
Dates of departure from and arrival at each port with draught of water and freeboard
11.
Sailing short handed
12.
Accidents, distress incidents, reasons for not going to assistance

13.
Wage disputes, discharges of crew, crew left behind, property of crew left behind, illnesses and injuries
14.
Code of conduct breaches by crew
GMDSS log
Oil Record Book Part 1 - Machinery space operations
Following entries are required:
Ballasting or cleaning of fuel tanks
Discharging ballast or cleaning water from fuel oil tanks
Disposal of oily residues (sludge)
Discharging overboard bilge water which has accumulated in machinery spaces
The chief engineer should obtain from the operator of the reception facilities, which include barges and
tanker lorries, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures
transferred, together with the time and date of transfer. The receipt/certificate should be kept with Oil Record Book.
Oil Record Book Part 2 - Cargo/ballast operations (Oil tankers)
Entries in this book are to be maintained by deck department.
Cargo record books (Noxious liquid substance)
Deck log book
To be maintained by deck department
Engine room log book
Main engine movement books
Data print outs
Sounding book
Garbage record book
Incinerator record book
Q 96A:(A) State the circumstances which may lead to suspension or withdrawl of class.
(B) Explain the terms used by classification society i)Period of class ii)Anniversary date iii) Survey
time window iv)memoranda v)Recommendations
Ans: suspension and withdrawal of class
The surveys are to be carried out in accordance with the relevant class requirements in order to confirm that
the condition of the hull, machinery, equipment and appliances is in compliance with the applicable rules. The
classification of a ship is based on the understanding that the ship is loaded, operated and maintained in a proper
manner by competent and qualified crew or operating personnel. It is the owner's responsibility to ensure proper
maintenance of the ship until the next survey required by the rules. It is the duty of the owner, or its representative,
to inform the surveyor, on boarding the ship, of any events or circumstances affecting the class. Where the
conditions for the maintenance of class are not complied with, class will be suspended, withdrawn or revised to a
different notation, as deemed appropriate by the society when it becomes aware of the condition. The ship may lose
its class either temporarily or permanently. In the former case it is referred to as suspension of class; in the latter
case as withdrawal of class. In the case of surveys that are not carried out within the specified time frame, or if the
vessel is operated in a manner that is outside its classification designation, the suspension may be automatic.
Suspension of class
The class may be suspended following a decision made by the society when one or more of the following
occurs:
when a ship is not operated in compliance with the rule requirements,
when a ship proceeds to sea with less freeboard than that assigned,
when the owner fails to request a survey after having detected defects or damages affecting the class,
when repairs, alterations or conversions affecting the class are carried out without requesting the attendance of a
surveyor.
In addition, class is automatically suspended:
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 societys surveyor(s) with
a view to completion prior to resuming trading;
when the annual or intermediate surveys have not been completed by the end of the corresponding survey time
windows.

Suspension of class with respect to the above cases will remain in effect until such time as the due surveys
and any other survey deemed appropriate by the society have been completed. In addition to the circumstances for
which automatic suspension may apply, the class of a ship will be subject to suspension procedures following a
decision of the society:
when a recommendation/condition of class is not dealt with within the time limit specified, unless it is postponed
before the due date by agreement with the society
when one or more other surveys are not held by their due dates - or the dates stipulated by the society also taking
into account any extensions granted
when, due to the nature of reported defects, the society considers that a ship is not entitled to retain its class even
on a temporary basis (pending necessary repairs or renewals, etc.)
in other circumstances where the owner fails to submit the ship to a survey in accordance with a special
requirement.
In all cases suspension will remain in effect until such time as matters are rectified and the class is
reinstated or class is withdrawn. Depending on the societys procedures, the suspensions of class which are not
automatic may take effect either when they are decided by the society or from the date when the conditions for
suspension occurred. However once the conditions for class suspension/withdrawal are met and before any decision
by the society can be taken, either because the society is not aware of the circumstances (surveys dates, etc. are
recorded but not systematically monitored) or because the decision is not yet taken, maintenance of class cannot
generally be confirmed by the society during this period.
Withdrawal of class
The society will withdraw the class of a ship when:
requested by the owner,
the class has been suspended for more than six months,
the ship is reported as a constructive total loss and the owner does not give his intentions to repair the ship for reinstatement of class,
the ship is reported lost
the ship will not trade further as declared by its owner.
Withdrawal of class takes effect from the date on which the circumstances causing such withdrawal occur or when it
is decided.
Notification of suspension or withdrawal
When class is suspended or withdrawn, the society will at the same time:
inform the owner, flag Administration and underwriters (the latter at their request)
delete the ship from the Register of Ships
convey the information to appropriate databases
Surveys an overview of requirements and certification
Definitions and procedures related to classification surveys
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.
Note: The due date is the end of the time window for that survey.
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.
Survey time window
The survey time window is the fixed period during which the annual and intermediate surveys are to be
carried out.
Overdue surveys
Each periodical survey is assigned a due date specified by the relevant rules by which it is to be completed.
A survey becomes overdue when it has not been completed by its due date. For example:
Anniversary date: 15th April
The annual survey can be validly carried out from 16th January to 15th July. If not completed by 15th July,
the annual survey becomes overdue and class will be suspended automatically.
Recommendations/Conditions of Class

Recommendation and Condition of Class are different terms used by IACS societies for the same thing
and are those requirements imposed by the society which will affect the class if not complied with by the assigned
due date.
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. A memorandum may also define a structural condition which, though deviating from the
technical standard, does not affect the class (e.g. slight indents in the shell, which do not have an effect upon the
overall strength of the hull, or minor deficiencies, which do not affect the operational safety of the machinery).
In addition, memoranda could define recurring survey requirements, such as annual survey of specified
spaces, or retrofit requirements, which have the de-facto effect of conditions of class. Specific questions in relation
to the meaning of memoranda / recommendations / conditions of class are to be addressed to the classification
society concerned though the owner of the ship.

74. What are the primary strategies for coping with stress affected personnel?
How these elements can be best implemented in ships personnel motivating
them, for better teamwork?
Ans) Now-a-days it is major problem regarding stress. Everyone is stress affected to some
extents (with stress stages). In Shipping people work in isolation as man is a social animal so it
leads to dissatisfaction and unnecessary stress. Companies often employ multinational crew,
which create an interpersonal conflict and it also leads to stress. As man power is also less on
board so if any thing goes wrong then manpower is not sufficient to deal with the problem. This
is the main reasons leading to stress which could either be physical or psychological.
Coping the stress: - There are some strategies to managing stress:
1) Effective coping strategies
2) Ineffective coping strategies: Research has shown that social and emotional cop with
stress. Person maintaining close interpersonal relations with friends and family are able to
use more appropriate strategies to cop with the stress social support includes material
support (providing resources) and emotional support (listening to person and encouraging
him/her) studies have shown that when one does not want support, if given it may prove
negative consequences.
Approaches or effective strategies of coping stress includes:1) Efforts to increase physical and mental preparedness for coping by
(a) Physical exercising (b) Yoga (c) meditation (d) diet management
2) Creative diversions for emotional enrichment
(a) Music (b) Art (c) Theatre etc.
3) Strategies of dealing with basic problem causing stress + Collaborative work strategies to
overcome stress application (i.e.,) how to overcome pain/ grief etc. which has been
caused by stress

Take a hard cook at yourself

Determine from where stress originated
Initially examine your own contribution to stress experienced by others around you.
Stay alert:- To thing other than you job

Takes risks
Avoid isolation withdrawing from task
Keep communication with colleagues, friends and family
Update knowledge and skills to take the challenges brought by changing technological
environment
Besides the above mentioned strategies to overcome stress, all persons should progress stress
safety valve. It serves almost two important functions.
1) Enable one to escape the direct pressure of work load.
2) Counteract the biochemical and psychological changes that occur when mobilized to
deal with stress
Few safety valvues are suggested below:

Changing gears:- Shifting from one work to another

Exercise
Pampering yourself
Get involved
Warm up slowly
Cut back on excessive work hours

Now-a-days, rules/regulations by ILO (International Labour Organization) IMO, WHO etc also
helping to overcome stress.
For example: In ILO there are lots of convention line
(a) Working hours (minimum) and rest
(b) Accommodation with facilities
(c) Responsibilities for each person companies are also helpful to overcome stress
i) With telephone/email facility (one can talk to home/friends/relatives) so good
communication is helpful (in all levels)
ii) Training of ship personnel
iii) Developing good plans for safe operation of ship
iv) Checklists for safe working
v) Providing gymnasium (sport, exercising etc) welfare club (movies, magazines,
newspapers etc)
vi) Privileges to go ashore (boat services or other assistance etc) so it can be said that if a
person is provided support (financially guidance, understanding and looking after etc)
then stress levels can be reduced to some extent.
Motivation theory: This theory can be applied to such persons (stressed) to change them by
using:
1) Loyalty: creating greater trust, better communication and sharing problems. The
sense of belonging will motivate the person to work for a team
2) Understanding needs/grievances with respect to money/wages/appraisal/promotion,
special recognition for good work by seeking to clear a more transparent
atmosphere, so that no
ambiguities remain.

3) Rewarding performance which will motivate the performances to work harder and
create an environment of willingness to improve
4) E40 is he key factor of motivation
Praise raises their self esteem and encourages them to work
5) Making responsible: Assigning responsibility for doing a particular job makes a
person feel
important
6) Encourage interaction
7) Genuine empathy: Understanding the person will improve relationships and hence
the
performance of every individuals in the team.
8) Providing rest when no requirement for work
9) Making proper plans/guideline for doing a task and also providing necessary
resources
10)To share the work load
As per Maslow theory : Maslow he one of the best framework by which one can understand
employees, needs and use the motivation theory to help the individuals satisfy needs while
helping the person to satisfy its own need
Que: Socio-cultural differences have been an accepted fact in major merchant ships around
the globe. Explain how such differences generate inter personnel conflict and affect safety
management. How can they be resolved on board for better team work?
Ans: Most of the merchant ships trade internationally all over the world. Many companies today
employ multinational crew on board. People from different countries not only have different
cultures but have different beliefs values and attitudes. This kind of backgrounds can lead to
differences in opinions / perceptions which may create problems on board ships.
While satisfying organizational needs, a person in addition will try to satisfy his own
individual needs. As a result of this individuals join together knowingly or unknowingly to form
groups and social systems. Being a social animal, he has to interact with other fellow working
men. Hence there are chances of interpersonal conflict.
Attitude and behavior makes a person liked or disliked among others in a group. This
results in the formation of groups with like minded people. Wherever there are groups, there are
different arms and goals. Hence chances of conflict.
In an organization conflicts can be due to

Unnaturally competitive environment

Differences in values, goals, attitudes expectations

Stereotyped behavior stubbornness unfair decisions or wrong judgement due to some

prejudices.

Someone taking under advantage and not sharing in team work.

Misunderstanding lack of understanding or communication

Ego.

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

Lose - Lose: wherein both parties lose

This could be achieved by
a)

Compromise

b)

Pay off one of the party

c)

Arbitration or the use of outside party

d)

Resort to bureaucratic rules.

ii)

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

iii)

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

Interpersonal conflict can be resolved by taking into consideration the nature of

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

A biased approach should be avoided

A common language should be used for communication to minimize misunderstanding.

Individual must be respected for his skill / effort.

Everybody should be made to realize that a team effort is required for efficient running of
the ship.

Instructions / Directives should be clearly explained to all.

99.State the elements of strategies needed for improving performance from a

team member of engine room personal looked upon as an organization. Underline
the steps taken to reduce mutual conflict and clarify their role responsibility.
Ans.:
The elements of strategies needed in a good manager / chief engineers are
Inspires a Shared Vision, Good Communicator, Integrity, Enthusiasm, Empathy,
Competence, Ability to Delegate Tasks, Cool Under Pressure, Team Building Skills,
Problem Solving Skills, EARNED VALUE MANAGEMENT
Inspires a Shared Vision
An effective manager / chief engineer is often described as having a vision of where to
go and the ability to articulate it. Visionaries thrive on change and being able to draw
new boundaries. A U.S. Senator once said that a leader is someone who lifts us up,
gives us a reason for being and gives the vision and spirit to change. Visionary leaders
enable people to feel they have a real stake in the project. They empower them to
experience the vision on their own. According to Bennis They offer people opportunities
to create their own vision, to explore what the vision will mean to their jobs and lives,
and to envision their future as part of the vision for the organization.
Good Communicator
The ability to communicate with people at all levels is almost always named as the
second most important skill by managers and team members. Leadership calls for clear
communication about goals, responsibility, performance, expectations and feedback.
There is a great deal of value placed on openness and directness. The manager / chief
engineer is also the teams link to the larger organization. The leader must have the
ability to effectively negotiate and use persuasion when necessary to ensure the
success of the team. Through effective communication, manager / chief engineer
support individual and team achievements by creating explicit guidelines for
accomplishing results and for the career advancement of team members.
Integrity
One of the most important things a manager / chief engineer must remember is that
their actions, and not words, set the modus operandi for the team. Good leadership
demands commitment to, and demonstration of ethical practices. Creating standards for
ethical behavior for oneself and living by these standards, as well as rewarding those
who exemplify these practices, are responsibilities of manager / chief engineer.
Leadership motivated by self-interest does not serve the well being of the team.
Leadership based on integrity represents nothing less than a set of values others share,
behavior consistent with values, and dedication to honesty with self and team members.
In other words the leader walks the talk and in the process earns trust.
Enthusiasm

Plain and simple, we dont like leaders who are negative-they bring us down. We want
leaders with enthusiasm, with a bounce in their step, with a can-do attitude. We want to
be believed that we are part of an invigorating journey-we want to feel alive. We tend to
follow people with a can-do attitude, not those that give us 200 reasons why something
cant be done. Enthusiastic leaders are committed to their goals and express this
commitment through optimism. Leadership emerges as someone expresses such
confident commitment to a project that others want to share his or her optimistic
expectations. Enthusiasm is contagious and effective leaders know it.
Empathy
What is the difference between empathy and sympathy? Although the words are similar
they are, in fact, mutually exclusive. According to Norman Paul, in sympathy the subject
is principally absorbed in his or her own feelings as they are projected into the object
and has little concern for the reality and validity of the objects special experience.
Empathy, on the other hand, presupposes the existence of the object as a separate
individual, entitled to his or her own feelings, ideas and emotional history (Paul 1970).
As one student so eloquently put it its nice when a manager / chief engineer
acknowledges that we all have a life outside of work.
Competence
Simply put, to enlist in anothers cause, we must believe that that person knows what
they are doing. Leadership competence does not however necessarily refer to the
manager / chief engineers technical abilities in the core technology of the business.
Having a winning track record is the surest way to be considered competent. Expertise
in leadership skills is another dimension in competence. The ability to challenge, inspire,
enable, model and encourage must be demonstrated if leaders are to be seen as
capable and thus competent.
Ability to Delegate Tasks
Trust is an essential element in the relationship of a manager / chief engineer and their
team. You demonstrate your trust in others through your actions. How much you check
and control their work, how much you delegate and how much you allow people to
participate. Individuals who are unable to trust other people often fail as leaders and
forever remain little more than micro-managers, or end up doing all of the work
themselves. As one management student put it a good leader is a little lazy. An
interesting perspective!
Cool Under Pressure
A leader with a hardy attitude will take problems in stride. When a leader encounters a
stressful event, they consider it interesting, they feel they can influence the outcome
and they see it as an opportunity. Out of the uncertainty and chaos of change, leaders

rise up and articulate a new image of the future that pulls the project together (Bennis
1997). And remember, never let them see you sweat.
Team Building Skills
A team builder can best be defined as a strong person who provides the substance that
holds the team together in common purpose toward the right objective. In order for a
team to progress from a group of strangers to a single cohesive unit, the leader must
understand the process and dynamics required for this transformation. He or she must
also know the appropriate leadership style to use during each stage of team
development. The leader must also have an understanding of the different team players
styles and how to capitalize on each at the proper time, for the problem at hand.
Problem Solving Skills
Although an effective leader is said to share problem solving responsibilities with the
team, we expect our manager / chief engineers to have excellent problem solving skills
themselves. They have a fresh, creative response to here-and-now opportunities, and
not too much concern with how others have performed then.
EARNED VALUE MANAGEMENT
Earned Value Management is a methodology used to measure and communicate the
real physical progress of a project taking into account the work complete, the time taken
and the costs incurred to complete that work.
Earned Value helps evaluate and control project risk by measuring project progress in
monetary terms.
We spend time and materials in completing a task. If we are efficient we complete the
task with time to spare and with minimum wasted materials. If we are inefficient we take
longer and waste materials.
We also plan how we will accomplish the task. How long it will take, the resources we
need and the estimated costs.
Following the above strategies and making each individual aware of these strategies
can reduce mutual conflicts amongst staff.
Also the individual should be motivated and make them realize the importance of their
job for the ship.
Teamwork should be explained to them as:
Team building is a process of awareness building.

Its helping people to understand that they are greater collectively than individually.
It is an understanding that all of our decisions will be better when some degree of
collaboration is applied.
THERE IS NO I IN TEAM.
3.

With respect to engine room man management enlist the key issues you will address with proper
justification in the following areas,
(a) Training programs (b) Long term personnel development concept. (c) Attitude and motivation
development. (d) Emergency response (e)Coping with stress 2005

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

Loyalty : Gearing greater trust, better communication and sharing problems. The
sense of belonging motivates the person to work for the team.

ii)

Understanding needs / grievances w.r.t. money / wages apparel / promotion, special

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

iii)

Rewarding performance, which will motivate the performer to work harder and create
an environment of willingness to improve.

iv)

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

v)

Responsibility helps the person to participate willingly as responsibility imparts a

sense of importance.

vi)

Encourage in action thereby facilitating team work.

1.

INCENTIVE PROGRAMME : Considering the motivational techniques, money

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

2.

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

3.

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

4.

Attitude and motivation development : Shipping companies are trying various

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

5.

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

6.

Training Programs : The drills conducted on board should be as realistic as possible.

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

7.

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

1. Underline the general procedures followed for flow of information among ships personnel. Considering
you being the Chief Engineer on a ship having multinational crew how the process of effective

information to the team can be approached by you and also how a certain instruction received by you
from shore office for engine management can be best utilised? 2005, Nov 2006

128. With respect to engine room man management enlist the key issues you
will address with proper justification in the following areas (i) incentive
programmes (ii) Long term personnel development concept (iii) Human
resources quality assurance (iv) attitude and motivation development (v)
Emergency response.
Ans. As a chief engineer, following issues will be addressed with an objective of
safe, efficient & effective team management in consideration with relevant
compliance with international regulations.
(1) Incentive Programmes Incentive programmes, especially safety incentive
programmes have their intended effect: a reduction in the loss due to accidents.
They also have positive side effects. For one thing, they are a profitable proposition
in industry, as the savings usually exceed the costs. Incentive programmes can help
improve the general organisational climate &, therefore, make a positive contribution
to productivity over & above the gain due to accident reduction. Reinforcing safe
acts removes the unwanted side effects with discipline & the use of penalties; it
increases the employees job satisfaction; it enhances the relationship between the
supervisor & employees. E.g. gift for reporting near-misses.
This is one of the methods of motivation. This can be effective in the sense that
people will work hard, thereby improving the performance of the team, due to either
greed or some need. Many companies have framed an incentive program for the
ships crew on a quarterly basis which is entirely based on their performance. Crew
members are rewarded by either giving them extra overtime, bonuses etc. Junior
officers may work that much harder when promotion is used as an incentive, which
would also bring better wages.
(2) Long term personal development concept The success of any industry do
not only depend on the technical qualification of existing & potential employees but
also on the social competence, decision making qualities, team spirit, guidance
qualities, ability to communicate etc. Senior management on board must observe the
performance of the engine room personnel in due regard with the above mentioned
criteria. Accordingly, crew must be advised to improve upon the area which they are
lacking by providing them the respective assistance. Moreover, company must be
informed for the specific training requirement of the concerned crew by Appraisal
Report. In due course, resources invested in long term personnel development
programme earns higher return by the service of the effective & efficient personnel
involved.
An individual is judged for his skill and special work in a particular field or an
innovative job performed by him should be recognized & the same can be entered in
his appraisal report for further deployment without delay & can be recommended for
promotion. By developing such a transparent atmosphere, an individual will look at a
long term personal development concept as beneficial to his own needs
(3) Human Resource quality assurance: - Human resource quality refers to the
competence of the personnel involved in any of the specific job on board. STCW

(adopted on 7th July 1978) was the first convention to establish mandatory minimum
requirements on training, certification and watch-keeping for seafarers on an
international level. In due respect to the code, companies has to assure that they
employ the personnel in compliance with the code:Chapter 1 deals with general provisions & includes mandatory medical
standards, communication skills, simulator training, revalidation of certificates,
companies responsibilities etc.
Chapter 2 gives mandatory minimum requirement for master & deck department
officers/ratings.
Chapter 3 deals with engine department officers/ratings.
Chapter 5 deals with special training required for personnel on certain type of
ships.
Chapter 6 deals with emergency, occupational safety, medical care & survival
functions.
Chapter 7 deals with alternative certification.
Several shipping companies are very particular while recruiting personnel for
deployment in their ships. The background of the person is checked, his
qualifications and last company records scrutinized as well as the reasons for
leaving his last company. There are also some computer based test programs that
are conducted to ascertain his knowledge & skill as also interviews conducted to
check that he will fit into the new organization. These techniques are working and
quality of personnel on board is substantially increasing. Also an individual is
assessed based on his on board performance in the form of an appraisal report &
mentioned whether any additional shore based training (value added courses) is
required or not
(4) Attitude & Motivation development: - It seems likely that peoples attitude all cohere, in
other words they fit together without contradicting one another. They do not contradict one
another, because they derive from underlying core system of values. This view of the
internal consistency of attitudes seems to be supported by liberal-conservative factor.
Shipping companies are trying various theories to develop an individuals attitude and ways
to motivate him to perform better. A persons attitude is influenced by various factors such
as his needs, his state of mind i.e. stresses levels, feeling of security, self esteem etc. The
most important step before trying to develop an individuals attitude & to motivate him is
understanding. Only after understanding him & realizing his needs, aims etc. can one go
about trying to improve his attitude & motivate him. The feeling of belonging / incentives,
promotion & monetary wise / recognition of a job well done etc. go a long way in
improving an individuals attitude & thereby also motivating him to give more to the team.
For developing attitudes, it is essential to know following Assuming that we can
actually determine what peoples attitudes are in the first place, then it seems that
attitudes work best as predictions of behaviour when:1) they are strong and consistent
2) they are based on and related to personal experience

3) they are specifically related to the behaviour being predicted.

Common barriers in attitude change:1) they are likely to have arisen at an early age and are therefore virtually
personality traits.
2) because each attitude is correlated with others in the whole scheme of
attitudes & are therefore likely to be difficult to change piecemeal.
Motivation Development:- Five factors stood out as strong determiners of job satisfaction
Achievement
Recognition
Work itself
Responsibility
Advancement
The last three factors were found to be most important for bringing about lasting
changes of attitude. Recognition here refers to recognition for achievement as
opposed to recognition in the human relations sense.
The determinants of job dissatisfaction were found to be: Company policy
Administrative policies
Supervision
Salary
Interpersonal relations
Working conditions
Motivation development, henceforth, must be issued keeping following twodimensional need structure :- 1) one need structure for the avoidance of
unpleasantness, &
2) a parallel need system for personal growth
Corrective Motivation is:Job enrichment: adding different tasks to a job to provide greater
involvement and interaction with the task
Job loading: adding meaningful tasks that will lead to growth
Monetary incentives
Support style of leadership techniques
(5) Emergency response: - By assigning every person on board a particular duty for different
emergencies & also responsibilities, every individual will know exactly what to do in a
given situation. Drills & pre & post drills briefing/debriefings also help the crew members
understand what is expected of them & where they could improve. Drills should be made
as realistic as possible & not made a routine that persons labour through. Different
emergencies at different locations should be practiced so that crew members are exposed to
as far as possible all the emergencies they may be faced with. By doing this the response of
the crew members will be swift as they will know what is expected of them in any given
emergency.

Clause 8 of ISM code deals with the emergency preparedness. As per this
clause, company should have an integrated ship and shore contingency plan, which
should comprise of the following
o Composition and duties of each person in various Procedure for
mobilisation
o Procedure to be followed in response to different types of accidents &
hazardous occurrences.
o Procedure for establishing & maintaining contact between ship &
shore based management.
o Availability of ships particulars, plans & stability information, safety &
environmental protection equipment on board.
o List of contact names & telecommunication details of all relevant
parties, who may need to be informed & consulted.
o Reporting methods for both ship & shore based management.
o Procedure for notifying with next of kin of the persons on board.
o Backup arrangement for companys initial response in the event of a
protected emergency
o Procedure for issuing information bulletin to media & answering
queries from media & public.

130. Detail the inspection that you as the new Chief Engineer of a passenger
ship, would make on joining the ship with regard to (i) Stability (ii) Damage
control (iii) Fire fighting (iv) Critical Machinery and equipment installed.
Ans.
As a New Chief Engineer on joining I will check w.r.t. to stability following
1) Stability:- I will check if chief officer has the book called Trim and Stability which
give details of GM, GZ area under GZ curve and other parameters for different
conditions.
I will check whether the basic intact stability criterion for passenger ship is being
complied with.
I will double check that this important book is approved and endorsed by Director
General of Shipping or DGS surveyor.
a) Damage Stability for:- Damage Stability Passenger ship has to comply with Solas
Chapter II 1 for adequate stability in damaged condition from this I will know the
nimbersand location of the transverse bulkheads which divide the hull.
b) Damage Control:- A passenger ship must have a damage control plan and damage
control booklet.
These documents will contain boundaries of water tight compartments location of
water tight doors, pumping out arrangements cross flooding arrangements etc.
I will check that all the water tight doors in water tight bulkheads are in good
working order & check the controlling and indicating panels which will be found in
central control station.
In addition, I will also test the bilge alarm in EIR check that the Emergency bilge
suction is looking good order.

Also I will confirm that the bilge pump (Emergency bilge PIP) require on
passenger ship are in good working order.
I will also ensure that damage control equipment for structure welding equipment
Nuts, bolts studs, canvas are available for stopping any leaks and carrying any
damage repair.
c) Fire Fighting:(a) Fire plan I will study the fire plan, check the maintenance Registers for which
3rd officer / 2nd Engineer may be responsible officer and no urgent fire fighting
stores are outstand ting.
I will personally inspect the CO2 room; the foam system fitted and inspect all the
outlets to confirm that everything is in order.
As per Solas Chapter II 2
FSS fire safety system &
FTP Fire Test Procedure are mandatory w.e.f. 1.7. 2002.
I will ensure that Training Manual and Training booklet for fire are available in
officer & crew mess room and that all people are well aware the contents of these
Manual.
d) Critical Machinery:- As per safety management system required by ISM Code
element 10 maintenance, E/R should have a list of critical items of machinery and
procedures for inspecting and maintaining such machineries such as.
1) Steering gear
2) Emergency comp
3) Emerges
4) Emerge Fire P/P
5) Breathing air comp
6) Anchor handling equipment
7) Cargo gear
8) Main & Aux machinery
9) All ISA / FFA items
10) SOPEP
11) Water fight doors
12) Anti pollution comp.
13) Bilge / ballast pumping & separator system
14) Navigational equipments
15) Fire gas and heat detection system
16) I.G. System.
17) Communication equipment.
Critical spare list
1)
2)
3)
4)
5)
6)
7)

At least one liner (spare)

At least one spare (cylinder head complete)
At least one lubricator
Some mechanical seals
Some fuel pump plungers
Bilge alarms
Calibration equipments for thermometers and Pr gauges.

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

What is the main objective of the SOLAS Convention 1974? Under the said Convention state the
responsibility and control provisions of flag states / contracting Governments,

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

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

division measured by the maximum permissible distance between two adjacent bulkhead
varies with ships length and the service in which it is engaged the highest degree of
subdivision apply to passenger ships.
Requirements covering machinery and electrical installation are designed to ensure that
the services which are essential for the safety of the ship are maintained under various
emergency conditions.
CHAPTER 2-II

Construction: Five protection, five detention and fire extinction

This chapter includes detailed five safety provisions for all ships and specific measures
for passenger ships, cargo ships and tankers they include the following principle.
1) Division of ships into main and vertical zones by thermal and structural soundness.
2) Separation of the accommodation spaces from the reminder of the ship by thermal and
structural boundary.
3) Restricted use of combustible materials
4) Detection of any five in the zone of origin.
5) Containment and extension of five in the space of origin.
6) Protection of the means of escape of excepts for fire fighting purpose
7) Ready stability of fire extinguishing appliances
8) Minimization of the possibility of ignition of flammable cargo vapor.
CHAPTER - 3

Deal with the life saving appliances and arrangements for passenger and
cargo ships

CHAPTER - 4

Deals with Radio communications provision of radio communication

services, GMDSS and ship requirements

CHAPTER - 5

Deals with the safety of navigation which includes navigational warnings,

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

CHAPTER - 6

Deals with carriage of cargoes which deal with special provision for bulk
cargo other then given are carriage of grains.

CHAPTER - 7

Deal with the carriage of dangerous goods which includes carriage of

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

CHAPTER - 8

Nuclear ships: Give requirement for nuclear powered ships and is

particularly concerned with reduction hazards.

CHAPTER - 9

Management for safe operation of ships. The chapter makes mandatory the
international safety management (ISM) code, which requires a safety
management system to be established by the ship owner or any person
who how taken responsibility of managing the ship.

CHAPTER - 10

Safety measures for High speed craft

CHAPTER - II - I

Deals with special measured to enhance maritime safety which include

enhanced surveys, ships ID number PSC operational requirement.

CHAPTER II - 2

Deals with special measures to enhance maritime security which includes

'ISPS' codes and responsibility of company, ship and port.

CHAPTER 12

Deals with additional safety measures for bulk carriers which include
damage stability requirement applicable to bulk carriers & structured
strength of Bulk carriers.

149. Highlight the following amendments to IMO Conventions and its effects in
ship operation thereof. Mention their date of entry into force
(a) CLC and Fund Convention (b) SOLAS-IMDG Code
An older version of CLC convention was adopted by IMCO in 1969 and came into force on 196-75. An amendment was adopted in 1992 and entered into force on 30th May 1996.
In October 2002 another amendment, giving the new limits for liability was adopted
and entered into force on 1-11-2003.
Objectives: 1. Ensure adequate compensation is available to persons who suffer from
oil pollution by ships even if the owner is unable to pay the same.
2.

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

3.

To encourage government and others to feel more confident in taking early and
decisive action in containing / minimizing the adverse effects of oil pollution.
Salient features of this convention:
The owner of every tanker is liable for pollution damage caused by his tanker (even
though he may have taken all possible care and precautions) unless the damage is
caused by reasons external to (i.e., not connected with) the ownership and operation
of the tanker) This strict liability is based on the principle "polluter may pay.
The owner of every tanker may limit his total liability in the following manner. For a
ship not exceeding 500 gt liability is limited to 4.51 million SDR.
For a ship 5000 to 140,000 gt liability is limited to 4.51 million SDR plus 631 SDR
for each additional gross tonnage over 5000.
For a ship over 140,000 gt liability is limited to 89.77 million SDR (1 SDR = 15 GF,
1 GF = 65.5 mg of Gold of 900 fineness).
No claim can be made against the charter include Bare boat, master, pilot crew, salver
or agent of the ship.
After a pollution incident, if owner wishes to avail of the benefit of limitation as
described above, he deposits a run equal to its maximum liability either with the court
or with any other competent authority of the country.

If the owner incurs any expenses to prevent or minimize pollution damage, then such
expenses are deductible from the amount deposited by the owner in the same ratio as
other claims on the fund. The object of this provision is to encourage immediate
measures by the owner to minimize / contain damage and be willing to spend money
therefore.
Every tanker of 2000 GT and above has to maintain an insurance or other financial
security (such as a bank guarantor) to ensure that the tanker can meet her pollution
damage liabilities to the extent indicated above.
The flag state shall issue a certificate to each ship after she has complied with the
above condition regarding financial security.
The certificate must be carried on the ship and must show the name of the insurer etc.,
giving security in respect of the ship certificates by all countries that have ratified the
convention.
The liability insurer (P & I clubs) of the ship owner usually provides the proof of
insurance policy / financial security. On the basis of this document the flag state
issues the "certificate of civil liability of oil pollution damage" (CLC certificate)
The certificate shall not be valid beyond the validity of the insurance policy.
Any one who suffers loss due to oil pollution from a ship may she either the owner of
the V/L or even the insurer who has issued the policy within three years of the loss.
Ever if the owner goes into liquidation, the insurer continuous to be liable to those
who may have suffered a loss.
Fund Convention was first adopted in 1971. This was amended and renamed in
1992. Entered into force 30-5-96. Aim of this convention is to provide compensation
for losses due to pollution where the security provided by the 1992 CLC convention
is inadequate. Fund provides supplementary compensation to oil pollution disasters.
The fund convention is an attempt to ensure that losses due to oil pollution damage
are borne not only by the shipping industry, but in part also borne by the cargo
interests.
Salient features: 1.
all persons / companies in any country importing more than
150,000 tons of oil in any year shall make contributions to the fund. This fund is
managed as an independent entity under the overall supervision of al director who is
appointed by and responsible to IMO.
2.

October 2000 amendments which entered into force in 1-11-2003 raised the max.
amount of compensation to 203 million SDR as compared to 135 million SDR.
However, if three states contribute to the fund receive more than 600 million tones of
oil per annum, the maximum amount is raised to 300, 740,000 SDR.
Effects of CLC and fund convention in ship operation:

1.

After the implementation of CLC convention every tanker of 2000 GT and above has
to maintain an insurance or other financial security and obtain a certificate of CLC for
oil pollution damage based on that.

2.

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

3.

Both CLC & fund convention ensured adequate compensation is available to parties
who suffer from oil pollution by ships even if the owner is located in a country for
away from the scene of disaster or he may not have sufficient financial resources to
meet all the claims.

4.

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

1)

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

these goods shall be used.

2)

The transport document prepared by the shipper shall be included a signed declaration
or certificate that the consignment is properly packaged mark, labeled and in proper
condition for carriage.

3)

The person responsible for loading dangerous goods in a container shall provided a
signed container packing certificate stating that cargo has been properly packed.

4)

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

5)

Administration shall issued detailed instruction on emergency response guide and

medical first aid guide relevant to incidents involving dangerous goods.

State the action, which will be taken by the Administration / Classification society towards handling of an
ISM certificate, in case;
(i) When a major non-conformity is observed (ii) When corrective action has not been taken to the nonconformities raised during external audit, within the time period
(iii) What circumstances may lead to withdrawal of SMC / DOC
(iv) When a newly formed shipping company requests for interim DOC certificate?

ACTION TO BE TAKEN WHEN MAJOR NON CONFORMITY IS OBSERVED

When a major non-conformity is observed by the administration society (R.O) it shall
be reported to the company/Master of vessel in writing. The DOC/SMC will not be
issued. Endorsed until all major non conformities are resolved.
If a major NC is noticed reported same should be verified and if not resolved the
administration/R.O (if authorized by administration o withdraw ISM certificate) should
immediately notify the company, give a letter to the master ship stating that
DOC/SMC is withdrawn from the date of signature of the letter and request that
SMC/DOC to be surrendered. If it is done by R.O a copy of letter shall be
immediately send by the most expedient means to the administration. Issuance or
reinstatement of a DOC/SMC which have been withheld or withdrawn as the result
of major nonconformities shall only occur after the R.O/administration confirms that
major non-conformities were dealt with satisfactorily and effectiveness
was verified by an additional audit.
(ii) ACTON WHEN CORRECTIVE ACTION HAS NOT BEEN TAKEN TO NCs
RAISED DURING EXTERNAL AUDIT
If corrective action is not completed within the stipulate time, periodical verification
is not asked for or any amendment to the ISM code not complied it becomes a major
Non conformity and action is taken as dealing with a major non conformity. The ISM
certificate may be withdrawn or will not be endorsed until the major MC is resolved
i.e., all the corrective actions are completed.
(iii) WITHDRAWAL OF DOC/SMC
The following are the circumstances which may lead to withdrawal of ISM
certificates DOC/SMC
1) When
the corrective action has not been taken to the non conformity raised during external
audit within the specified time period.
2) Absence of
adequate manning as required by safe manning documents of the administration
and international convention of STCW unless the master is in possession of a valid
exemption from administration
3) Objectives evidence of
violence of the M.S. Act or with the requirement of circulars (Notices issued by
administration (D.G. Shipping)
4) Ship hull/machinery damage,
wastage or malfunction as a consequence of persistence non-conformities in the
SMS that would warrant a recommendation to withdraw a statutory certificate or
suspension of the ship from class.
5) The total absence of a required SMS element or a group of non conformities
within an element.
(iv) WHEN A NEWLY FORMED SHIPPING COMPANY REQUEST FOR INTERIM
DOC

An interim DOC may be issued to facilitate initial implementation of the ISM code.
An interim DOC valid for not more than 12 months may be issued to a company after
an interim DOC audit. In the interim DOC audit the verification is to be made to see
that the company has plans to implement the safety management system meeting
the full requirements of the ISM code within the period of validity of interim DOC.

Illustrate the provision kept towards establishing procedures to identify and

testing of critical equipments under ISM Codes. How the list of critical
equipment and systems are made and on what factors they are dependent.
Ans) A new chapter management for the safe operation of ships was added to SOLAS and the
amendments introducing the new chapter IX entered into force on 1st July 1998. The chapter
made mandatory the International Safety Management Code which established the following
objectives:
(i) to provide for safe practices in ship operation and a safe working
environment
(ii) to establish safeguards against all identified risks
(iii) to continuously improve safety management skills of personnel, including
preparing for emergencies
Critical Equipments: These are the equipments, whose failure can cause an accident or result
in a hazardous situation, thereby causing injury to personnel or loss of life or damage to the
marine environment or property.
As per Element 10 of the ISM code, Maintenance of the ship and equipment. It is the
responsibility of the company to establish procedures in the Safety management System to
identity such systems and/or equipments. The Safety management System must, with respect to
critical technical system/equipments:
(a) Have procedures to identify them
(b) Have procedures to ensure their tests and functional reliability
Have procedures to establish and use alternative arrangements on sudden failure
(d) Have procedures to test stand by equipment
(e) Have procedure to ensure that single failure does not cause of Critical ship functions that
could lead to accident
(f) Have procedures to ensure that system/equipment inactive for some time is tested regularly
and prior to conducting critical operations.
As per Element 7 of the ISM Code the company must establish procedures for the preparation
of plans and instructions including checklists if any for key shipboard operations related to the
safety of the ship and the prevention of pollution.
Hence, in combination with Element 10 the following shipboard operations/items are subjected
to inspection and test:

Securing water tight integrity

Navigation safety, including corrections to charts and publications
Oil transfer operations
Maintenance operations related to
(a) Hull and super structure steel work
(b) Safety, fire-fighting, life saving equipment
Navigation equipment
(d) Steering gear
(e) Anchoring and mooring gear
(f) Main engine and auxiliary engine
(g) Pipelines and values
(h) Cargo handling equipment
(i) I.G. System
(j) Electrical installations
(k) Fire detection and alarm system
(l) Bunkering operations
(m)Navigation in restricted visibility/high density traffic area
(n) Operation in heavy weather
(o) Critical machinery system
SHIPBOARD OPERATIONS can be categorized into:
(a) Normal Operations: Error becomes apparent, only after occurrence of a hazardous situation
(b) Critical Operations: Error directly leads to accident.
Critical Operations would include (but not limited to)

Navigation in restricted visibility

Navigation in high density traffic area
Navigation in restricted/narrow area
Heavy weather operations
Handling of hazardous cargo and noxious substances
Bunkering and oil transfer operation at sea
Cargo operations on Gas/Oil/Chemical tankers
Critical machinery operations

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

a) Personnel :- Master properly qualified and trained. Ship is manned with qualified,
certificated, medically fit sea farers. New personnel are given proper
familiarisation with their duties. Personnel involved in SMS should
have adequate understanding of relevant rules, regulations, codes and
guidelines. Training, safety drill, critical and emergency operation to be
given.
b) Procedure :-Procedure and instruction written in simple and clear language and
understood by the personnel. Ship personnel are able to communicate
effectively with passenger and other crews.
c) Documentation :- Documentation control, validity of documents, change and
amendment, obsolete documents and Safety Management Manual.
Any non-compliance of the above with regards to applicable rules and regulations
will incorporate a Non-Conformity Reporting to a responsible person, who will in
turn be responsible for corrective actions as regards to the same.
Last but not the least as the Company is responsible for maintaining the SMS up
to date, it will also incorporate changes to the SMS as per the data received;
through the Internal/External Audit and also being in constant touch with the latest
amendments and legislations which may need to be addressed in SMS in the form
of Corrective Action.
2. (a) List the objectives of an ISM Internal Audit of a ship? How an Internal Audit helps in satisfactory
External Audit of a vessel? What are the dynamic elements of the ISM Code which envisages
continuous improvement of safety management and pollution prevention?
(b) What do you understand by "Non-conformance". What is the difference between a -corrective action'
and 'preventive action'. April 06

The ISM Code Section 12 (company verification, review and evaluation) make it
mandatory to maintain and control the shore and ship based safety management
system.
Objective Of Internal Audit:a) Internal Audit are conducted for self-evaluation of the safety management
system on board.
b) Whether companys safety and environmental policy is continually (still) in
compliance with the requirement of this code.
c) Any deficiencies as regards to the below can be corrected:i) Procedure:- Testing procedure for lifeboat engine, arrival/departure
procedure etc.
ii) Personnel:- Maintaining of training records, familiarisation with equipments
and their duties etc.
iii) Documents:- Update for any recent changes incorporated like deletion of
concerned section from ORB as regards to discharge through

100 ppm equipment kept with concerned book; permit to work

etc.,
iv) Corrective Action :- Reporting of near misses and SMS incorporated the
change etc.
v) Non-Conformity Reporting as per above.
How Internal Audit helps in External Audit:1) The Internal Audit is carried out as per the laid procedure of the companys
SMS at regular intervals by competent person/persons.
2) Any deficiency found can be corrected as per procedure laid down in SMS.
The deficiency is generally conveyed to the responsible person, who in turn
takes corrective action for the same.
Internal Audit is conducted as the same strength and intensity as External
Audit and off course before the occurrence of an External Audit.
Any deficiency/non-conformity which would have been left un-attended or unaddressed till the time of External Audit, thus will be brought up and corrective
action procedure laid down for, during the Internal Audits observation.
Thus an Internal Audit helps a lot in conducting of External Audit; the
effectiveness of the former will certainly affect the effectiveness of the latter.
As laid down, the dynamic elements of ISM Code which enable continuous
improvements are :a) Personnel :- Master properly qualified and trained. Ship is manned with qualified,
certificated, medically fit sea farers. New personnel are given proper
familiarisation with their duties. Personnel involved in SMS should
have adequate understanding of relevant rules, regulations, codes and
guidelines. Training, safety drill, critical and emergency operation to be
given.
b) Procedure :-Procedure and instruction written in simple and clear language and
understood by the personnel. Ship personnel are able to communicate
effectively with passenger and other crews.
c) Documentation :- Documentation control, validity of documents, change and
amendment, obsolete documents and Safety Management Manual.
Any non-compliance of the above with regards to applicable rules and regulations
will incorporate a Non-Conformity Reporting to a responsible person, who will in
turn be responsible for corrective actions as regards to the same.
Last but not the least as the Company is responsible for maintaining the SMS up
to date, it will also incorporate changes to the SMS as per the data received;
through the Internal/External Audit and also being in constant touch with the latest
amendments and legislations which may need to be addressed in SMS in the form
of Corrective Action.

Non-Conformance:- means an observed situation where objective evidence

indicates non-fulfilment of a specified requirement. This may be classed in to 2
categories:1) Minor Non-Conformity : In this case the threat to safety of ship, personnel or
environment is very slight, like an omission of noting down the testing of
steering gear before arrival in engine room log book or movement book.
2) Major Non-Conformity :- Any deviation which poses a serious threat to
personnel, ship or environment and requires action. Like test showing that the
tank vent for one tank not able to cope up with pressure rise caused by loading
at full rate and SMS also omits the same, but plant manual has mention of the
same. The same requires immediate rectification to both venting arrangement
and the companys SMS, through a corrective action.
Difference between Corrective Action and Preventive Action :Any procedure/measure or change incorporated in the SMS of the company, in
response to the reporting of a Non-Conformity is classified as a corrective
action. Like SMS incorporating the noting down of pre-arrival testing of
steering gear in relevant sections of the log book and/or movement book.
A preventive action on the other hand is any action which is generally performed
in order to prevent occurrence of any accident.
The preventive action list may be judiciously formulated by reading/understanding
of a job and/or reading of code of safe working practices. The occurrence of
preventive action may be helpful for ones safety.

(a) What are the essential elements of preventive maintenance on board ships?
(b) Analyze the link between statutory and classification survey of ship machinery and equipment with
respect to routine maintenance and how it is effectively merged in ships safety management system
under the ISM Code.

(a)

The purpose of ISM Code is to provide an International Standard for the safe management
and operation of ships and pollution prevention
As per the ISM Code requirements the company has to establish procedures to ensure that
the ship is maintained in conformity with the provisions of the relevant rules and
regulations and with any additional requirements that may be laid down by the company.
This ISM Code makes the company to establish and implement the planned maintenance
system onboard ship to maintain the ship in favorable condition and to prevent pollution.
(1) A reduction in total maintenance cost, taking into account the reduced risk of
breakdown
(2) A reduction in running costs by changing components before they reach that stage
where their normal operation damages other components
(3) A higher level of efficiency, since break-down are now rare

(4) A better planned system such that the maintenance of machinery is decided well in
advance and so maintenance can de carried out when off hire, during port stay at dry dock
etc
(5) It also ensures a timely service and overhaul of machinery.
(6) Anticipation of a break down is the most essential element of prevention maintenance
(b) Statutory services/certificates issued are there which must comply with the law. The
Flag State
Lays down the rules/regulations as to how the ships must be built and equipped
with regard to
structure, equipment and machinery and have been based on IMO
guidelines.
Classification society may be defined as an independent third party body which develops
and
updates adequate published rules, regulations and standards for the safe design,
construction and
periodical maintenance of ships which are capable of trading
internationally.
DOC is issued to the company and SMC is issued to every ship there two certificates
are issued by
the Administration with regard to ISM after verifying that the company
and its shipboard
management operate in accordance with their approved
safety management system.
To have there two documents/certificates the company has to make sure that the ISM
Code is being implemented onboard ship. By establishing company policy addressed to ISM
requirements and .. responsibilities and authority, the company will make sure that the
safety management system has merged effectively onboard ship. In order to achieve this the
company has to
establish their company policies
assign responsibility and authority for implementing this policy
assign a designated person on shore (d.p) a link between the company and
those onboard
clarify and define masters responsibility and authority
employ properly qualified and certified people onboard
establish procedures for preparation and plans and instructions, checklists for
key operations concerning safety and prevention and pollution
establish programmes for drills and exercises to prepare for emergency
.
establish procedures to ensure that the ship is maintained in confirming with ism
code
establish procedures for controlling document and data
company has to carry out both internal and external audits to confirm the
implementation and effectiveness of the ism code on board ship

. Define a company and its obligation under ISM codes towards safe shipboard
operations. Enumerate the key shipboard operations, which should be

maintained by a company for successful onboard operation of a ship under

ISM codes.
Ans) The purpose of ISM code is to provide an International Standard for the safe
management and operation of ships for pollution prevention.
ISM code element 1.1.2 definesCompany means the owner of the ship or any other organization or person such as the
manager or the Bareboat charterers who have assumed the responsibility for operation of the ship
from the ship owner and who, on assuming such responsibility, have agreed to take over all the
duties and responsibilities imposed by the code.
Further in element 1.2.2 ISM code sets the objective of Company as.1 provide for safe practices in ship operation and a safe working environment;
.2 establish safeguards against all identified risks; and
.3 continuously improve safety management skills of personnel ashore and aboard ships,
including preparing for emergencies related both to safety and environmental protection.
Companies should identify key shipboard operations and issue instructions on the matter in
which these operations are to be performed continued supervision and verification of compliance
to these instructions, is important.
The following items/subject matters are normally included in operational documentation. SMS
procedures and instructions can be developed for each of these operations.
General
1.1
1.2
1.3
1.4
1.5
1.6
1.7

Shipboard organization
Functional responsibility
Reporting procedures
Passenger control, where applicable
Communication between ship and company
Inspection by master and senior officers
Provision and maintenance of documents, records

2.

Ship in Port
2.1
Accepting cargo and passengers
2.2
Manning watches and patrols
2.3
Liaison with shore authorities
2.4
Monitoring trim and stability
2.5
Procedures, when the ship is tempo

3.

Preparing for sea

3.1
Verification of passenger numbers, where applicable
3.2
Checking and recording draught
3.3
Checking stability conditions
3.4
Assessment of weather conditions
3.5
Documentations of sailing conditions

4. The ship at sea

4.1
Bridge and Engine room watch keeping arrangements
4.2
Special requirements in bad weather
4.3
Radio communication including VHF
4.4
Maneuvering data, unless provided separately
5.

Preparing for arrival in Port

5.1
Testing of engine, steering gear, navigation and communication
equipments, generators and anchoring equipments
5.2
Harbour stations
5.3
Pilotage
5.4
Port information and communications
5.5
Assessment of weather conditions
5.6
Ballast

Critical Shipboard Operations are those where an error may immediately cause an accident or a
situation which could threaten the environment. Particular attention should be drawn to the need
to adhere to strict instructions in the conduct of critical operations and satisfactory performance
should be closely monitored. Examples, of critical operations are:

Navigation in close or high density traffic areas.

Navigation in conditions of reduced visibility
Operation in heavy weather conditions
Bunkering and oil transfer at sea
Critical machinery operations

Arrangements should be made to monitor the Operational Competence of crew undertaking

Critical Shipboard Operations

Que: As a C/E you have joined a vessel which is about to undertake a six month
round voyage. Underline and describe the key areas you will inspect, check,
prepare, establish and maintain towards proper planned maintenance of
engine room machineries and associated areas under ISM code.
Explain the associated key factors and activities to ensure successful Planned Maintenance programme
onboard ships under ISM Codes with the following terms (i) Corrective action process (ii) Developing and
improving maintenance procedures (iii) Systematic approach to maintenance (iv) Maintenance intervals (v)
Inspections July 06

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

Objectives of maintenance plan should be:

a)

Ensure ready availability of the equipment.

b)

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

c)

Above objectives should be achieved at an optimum cost.

ISM code and planned Maintenance:
ISM code element 10 deals with the maintenance of ship and equipment.

10.1

Company procedures for maintenance.

10.2

To meet above requirements company should ensure that.

10.3

i)

Inspections at appropriate intervals.

ii)

Nonconformities reported with possible causes.

iii)

Corrective action taken.

iv)

Record of all above maintained.

Identification of critical equipment and its maintenance.

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

1.

Corrective Action Process:

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

Reject all other

Implement solution
Evaluate Effectiveness

Effective

In effective
Close

2)

When developing and improving maintenance Procedures Company should

take into account the following.
i)

Maintenance recommendations and specifications of the equipment

manufacturer.

ii)

History of equipment including failures, defects and damages and the

corresponding remedial action.

iii)

The result of third party inspections.

iv)

Age of the ship.

v)

Identified critical equipments and systems.

vi)

The consequences of failure of equipment on the safe operation of ship.

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

i)

Establishment of maintenance intervals.

ii)

The definition of the methods and frequency of inspections.

iii)

The specification of the type of inspection and measuring equipment to be

used and accuracy required of it.

iv)

Establishment of appropriate acceptance criteria (pass/fail).

v)

Assignment of responsibility for inspection activities to appropriately

qualified personnel.

vi)

Assignment of responsibility for maintenance activities to appropriately

qualified personnel.

vii)

Clear definition of reporting requirements and mechanisms.

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

(i)

Manufacturers recommendations and specifications.

(ii)

Predictive maintenance determination techniques (Lub oil analysis, vibration

analysis)

iii)

Practical experience in operation and maintenance of ship and its machinery,

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

iv)

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

emergency.

v)

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

performed in d/dock.

vi)

Intervals specified as part of class, convention, administration and company

requirements.

vii)

The need for regular testing of S/B arrangement.

5) Inspections:

Procedure for planned inspection routines should be written to include the

following.
i)

Acceptance Criteria

ii)

Use of suitable measuring and testing equipment.

iii)

Calibration of measuring and testing equipment.

Examples of inspection and test that may be employed.

i)

Visual

ii)

Vibration

iii)

Pressure

iv)

Temperature

v)

Electrical

vi)

Load

vii)

Water Tightness
Inspection methods:

Sometimes checklist should be developed to ensure that inspection,

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

As a Chief Engineer on a vessel scheduled to make a voyage from India to the

U.S. Coast, list the salient items you will inspect, machinery installation you
will ensure for satisfactory operation and documents you will keep handy for
making a satisfactory voyage. Give reasoning in each case.
Ans. The salient items to be inspected on a vessel scheduled to make a voyage from
India to US West Coast are:ISM Code:

Confirm that there is a Company Safety & Environment Protection Policy on

board and that all the key personnel are familiar with the Safety
Management System(SMS)

Ensure the Safety Management documentation and manuals are up to date

and readily available

All personnel should be able to give the identity of the DPA(Designated

Person Ashore), who is the sole contact point for any emergency. Ensure
procedures are in place for establishing and maintaining contact with shore
management through the DPA in an emergency

Records for maintenance, periodic testing, training drills, log book & safety
registers are to be updated

Ensure that you are familiar with any non-conformities which have been
reported to the company and what corrective action is being taken

Operation of Machinery:o Emergency and standby sources of electrical power to be tested, that they
are readily available, especially in a blackout condition, stand-by generator
engines automatic start to be tried out.
o Check that the load sharing system of generators is tested and is
functioning correctly
o Emergency Generator, Emergency Air Compressor, Emergency Steering
arrangement, Emergency Bilge suction and bilge pumps to be in working
condition with records of all maintenance carried out up-to-date
o Try out main engine, start from local control station
o Check life-boat / rescue-boat engines are running properly
o Check proper functioning of safety cut-outs for main engine / aux engine /
boilers
o Confirm emergency stops for pumps & blower function properly
Bunkering Operations:- Ensure bunkering procedures are posted, understood by
all personnel & spill equipment is readily available. Test the means of
communication, between ships bunkering personnel & shore / barge. SOPEP
& ISM procedures to report and deal with oil spills should be understood by all.
Control of oily mixture, sludge, sewage, garbage & air pollution: Ensure that all the operational requirements of MARPOL as applicable
have been complied with taking into account ;
a) quantity of sludge/oil residues being generated daily
b) the capacity of sludge & bilge water holding tanks
c) capacity of oily water separator, incinerator, etc
Ensure oily water separator, incinerator, sewage treatment plant, primary
and/or secondary NOx treatment systems are functioning properly.
Check and update all entries made in the ORB.
Ensure the correct use of reception facilities; inadequate facilities noted
and reported by the master to the flag state.
Ensure the responsible personnel are familiar with the procedures for
handling sludge and bilge water
Fire drills and Fire equipment:-

Confirm that all crew members can activate the fire alarm and know
the locations of switches and are familiar with the documented
procedures for reporting a fire to the bridge and actions to be taken

Check whether all the fire fighting parties promptly muster at the
designated stations when the alarm is sounded, during a
simulated fire drill. Confirm that all crew members are able to
demonstrate the correct use of the appropriate fire fighting
equipment

Ensure the following items are functioning correctly:a) fire doors, including remote operation
b) fire dampers and smoke flaps
c) quick closing valves
d) emergency stops of fans and fuel oil pumps
e) fire detection and fire alarm system
f) main & emergency fire pumps

Communication:- Ensure that all key personnel are able to communicate &
understand each others signals during drills.
Que2 As a C/E describe the procedure you would employ for bunkering at a port for
ascertaining/receiving correct grade/quantity of oil from the shore supply authorities. In
case of a dispute over LO/FO received on board, describe the action you will take under
such circumstances. What are the applicable provision under MARPOL 73/78 , Annexe VI
regulations ?
When accepting bunkers from a barge or terminal, the C/E should always check the local
suppliers documents to make certain the bunker supply conforms, in terms of quantity, as well as
fuel specifications, with what has been actually ordered.
The flash point, viscosity and other characteristics of fuel supplied should be checked to ensure
that fuel is suitable for vessels. The C/E should always check that bunkers to be received do not
contain unacceptable percentage of water. The maximum allowed water content is 0.05% for gas
oil, 0.25% for LO and 1% for HFO.
The C/E and barge master should check the security of the hose couplings on the bunker barge
and receivers vessel and should agree upon pumping rate.
Barge master has to show valid Hose Pressure Testing certificate to C/E.
New bunkers to be segregated From old bunkers on board as far as possible, if
bunker has to be mixed , compatibility test must be carried out.
Duty engineer to check sampling flange is correctly fitted in place the sample
must be representative of the total delivery and ideally taken by drip feed , at the
discharge side of manifold,during the course of pumping. Samples should not be
taken from during starting or completion of bunkers.

 Sample bottles should be sealed, dated and signed by both parties atleast and
samples need to be taken.

ENSURING CORRECT QUANTITY

It is the ships staff responsibility to ensure that the actual quantity received is as per the ordered
quantity. The 3/E must always check the barge soundings before and after pumping-quantity
calculated from the tables check the table for proper authorization/stamp etc, case must be taken
for test/trim and temp variations.
If flow meters are fitted-initial and final reading to be noted
Few record of the ships tank must be kept ready before bunkering. If the barge person wants to
check the ship soundings. He must be allowed to do so.
I o/ discrepancy in the quantity received can be .if the difference exceeds a letter of
protection must be written by the master and independent surveyor called to investigate the
findings. However if bunker fig are satisfactory the BDR should be checked to ensure the
information is includes as per annexe V
Name and IMO number of receiving ship
Port
Date and Time of commencement of delivery
Name, address and telephone number of marine fuel oil supplies
Product names
Sulphur content should be < 4.5%, meeting ISO 8217 standards. In sensitive
areas, sulphur content 1.5%
Quantity in metric tines, according to ISO 3675
Density @ 15 deg, according to ISO 8754.
Declaration should be signed and certified by fuel oil suppliers rep that the fuel oil supplied
conforms with reg 14(1)/4(9), reg 18(1) or annexe VI
Bunker quantity disputes
The disputes can arise due to
Measured volume of barge is diff to that recorded on BDR
Measured volume of barge is diff to ships received volume
Wt on bunkers delivery receipt calculated with incorrect density
High water content
Bunker quantity disputes
In recent years there has been a general deterioration in the quantity of fuel supplied for bukers.
The C/E should take care to ensure that bunker supplied material the specs required by the vessel
as per ISO 8217.
BDR should be maintained for 3 years. If poor quality fuel has been supplied, the C/E should
record all relevant information that can lead to machinery damage with particular attention being
given to the retention and preservation of oil samples. Oil samples should be sent for shore
analysis. The matter should be promptly reported to owners.

If there is any dispute with regard to quality and quantity following should be
done
Record of initial oil tank soundings must be kept oil transfer details to tanks must
be correctly tested and final sounding noted.
Location of tanks where suspected bunker have been used.
Details of usages noted and copies of BDR must be preserved for 3 years
All Notes of protests: engine and deck log book must be preserved.
The sealed samples taken during bunkering operation must be retained
A record of the following must be kept.
The C/E and other crew members involved in bunkering operations
The name of those present at the time when bunker samples were taken
The crew members involved in correcting any problems associated with
substandard bunkers
Owner must be notified promptly.
MARPOL ANNEXE VI , : PROVISIONS FOR FUEL OIL QUALITY:
In addition to requirement limiting the sulphur content of fuel oil, fuel should be free
from inorganic acids , chemical wastes, or potentially harmful substances

Illustrate the salient factors for onboard training and standard of competence
as laid out in STCW 95 Chapter III. Underline the specific roles a Chief
Engineer needs to perform towards satisfactory training of engine room
personnel under the Regulation. What will be the criteria for evaluating
competence for onboard training by a Chief Engineer?
Ans.
Chapter III of the STCW Annex, and the associated sections of the STCW Code, are
devoted to the requirements for the officers and ratings who serve in the engine
department, and/or those who perform functions relating to marine engineering;
electrical, electronic and control engineering; maintenance and repair; and controlling
the operation of the ship and care for persons on board.
Onboard training
Every candidate shall follow an approved onboard training whichi)Ensures that during the required period of seagoing service the candidate receives systematic
practical training and experience in the tasks, duties and responsibilities of an officer in charge of

an engine room watch keeping, taking into account the guidance given in section B-III/1, of the
code.
ii) Is closely supervised and monitored, by a qualified and a certified engineer officer onboard
the ship, in which the approved seagoing service is performed.
iii) Is adequately recorded in Training Record Book.
Standards of Competence
Regulation III/1 - Officers in charge of an engineering watch on ships with 750kw
propulsion power or more

The first paragraph of this regulation requires that everyone who serves as an officer in
charge of an engineering watch in a manned engine-room, or a designated duty
engineer in a periodically unmanned engine-room, on a seagoing ship powered by main
propulsion machinery of 750 kilowatts (kW) propulsion power or more must hold an
appropriate certificate.
The second paragraph sets out the requirements a candidate must meet to acquire a
certificate for service in this capacity, including age limit, and minimum periods of
seagoing service. The candidate must also complete approved education and training,
and meet the standard of competence and other requirements of section A-Ill/1 of the
STCW Code.
Section A-Ill/1 of the STCW Code specifies the minimum standard of competence-in the
form of four-column-tables for each of four functional areas, at the operational level.
Tables in Section A-III/1 are presented for functions relating to:

marine engineering;
electrical, electronic and control engineering;
maintenance and repair; and
Controlling the operation of the ship and care for persons on board.

In regulation III/1 these tables relate to the operational level of responsibility. The
management level is addressed in regulations III//2 and III/3; and the support level is
addressed in regulation III/4.
Regulation III/2 - Chief Engineer Officers and Second Engineer officers on-ships-with
3,000kw propulsion power or more

The first paragraph of this regulation requires that everyone who serves as a chief
engineer officer or second engineer officer on a seagoing ship powered by main
propulsion machinery of 3,000 kilowatts (kW) propulsion power or more must hold an
appropriate certificate.

The second paragraph sets out the requirements a candidate must meet to acquire a
certificate for service in this capacity. The candidate must be qualified as an officer in
charge of an engineering watch (i.e. meet the requirements of regulation III/1); and must
meet certain minimum periods of seagoing service as engineer officer or second
engineer officer. The candidate must also complete approved education and training,
and meet the standard of competence and other requirements of sectionA-III/2 of the
STCW Code.
Section A-III/2 of the STCW Code specifies the minimum standard of competence in the
form of four-column tables for each of three functional areas, at the management level.
The tables are formatted in the same way as those in section A-Ill/1; but the focus is on
the management level of responsibility, and the statements of competence, the areas of
knowledge, the methods of assessment and the criteria for assessment are designed to
apply to that level of professional skill and judgment.
Regulation III/3 - Chief Engineer Officers and Second Engineer officers on ships with
propulsion power of between 750kw and 3000kw

The first paragraph of this regulation requires that everyone who serves as a chief
engineer officer or second engineer officer on a seagoing ship powered by main
propulsion machinery between 750kw and 3000kW propulsion power must hold an
appropriate certificate.
The second paragraph sets out the requirements a candidate must meet to acquire a
certificate for service in this capacity. The candidate must be qualified as an officer in
charge of an engineering watch (i.e. meet the requirements of regulation III/1); and must
meet certain minimum periods of seagoing service as engineer officer or second
engineer officer. The candidate must also complete approved education and training,
and meet the standard of competence and other requirements of section A-III/3 of the
STCW Code.
Section A-III/3 of the STCW Code specifies the minimum standard of competence by
making reference to the tables already given in Section A-III/2. However, the level of
knowledge, while still at the management level, may be lowered to suit the lower
propulsion threshold to be placed as a limitation on the candidates certificate. The level
of knowledge may also be varied when the certificate is limited to service on ships
engaged on near-coastal voyage
Paragraph 3 of regulation III/3 provides that someone qualified as a second engineer
officer on ships of 3,000kw propulsion power or more may serve as chief engineer
officer on ships of less than 3,000kw propulsion power, if they have a-certain minimum
period of-seagoing service, and-the certificate is suitably endorsed.
Regulation III/4 - Ratings forming part of a watch in a manned engine-room or designated
to perform duties in a periodically unmanned engine-room on ships of 750kwpropulsion power or more

The first paragraph of this regulation requires that every rating forming part of a manned
engine-room watch on a seagoing ship of 750 kilowatts (kW) propulsion power or more
must be duly certified. Certification is not required for ratings who are under training or
whose duties are of an unskilled nature.
The second paragraph sets out the requirements a candidate must meet, including
minimum age, approved seagoing service and training associated with engine-room
watch keeping functions. The candidate must also meet the standard of competence set
out in Section A-III/4 of the STCW Code.
Section A-III/4 of the STCW Code specifies the minimum standard of competence in the
form of a four-column table for the marine engineering function area, at the support
level.
Role of Chief engineer towards satisfactory training of engine room personnel
Chief engineer must establish a training program onboard ship. He should:

Break down various jobs into duties, tasks, and sub tasks.
Establish priorities of tasks.
Define performance standards for each task.
Identify preferred mode of learning.
Collect data on profile of trained personnel.
Give trainee independence of doing job and at the same time supervise the work
constantly.
Identify constraints like language, lack of training, etc.

If a trainee is found to be lacking in knowledge in some areas, then the chief engineer
must discuss his weakness with him and must try to give him a chance to improve upon.
If the trainee needs formal training in certain fields then chief engineer must request for
shore based training of the person concerned.
Evaluating competence for onboard training
The criteria for evaluating competence for onboard training of engine room personnel is
given in column 4, of tables A-III/1, III/3, III/4. Some of the criteria are:

Identification of important parameters and selection of material is appropriate.

Use of equipment and machine tool is appropriate and safe.
Selection of tools and spares is appropriate.
Dismantling, inspecting, repairing, and re-assembling is in accordance with
manuals and good working practices.
The conduct, handover and relieving of watch confirm with the accepted
principles and procedures.

A proper record is maintained of the movement and activities relating to the ships
engineering systems.
Communications are clearly and well understood in accordance with established
rules and procedures to ensure safety of operations and to avoid environment
pollution.
The causes of machinery malfunctions are properly identified and actions are
designed to ensure overall safety of the ship and plant.
Procedures for monitoring shipboard operations and ensuring compliance with
MARPOL requirements are fully observed.
The type and scale of emergency is properly identified and emergency
procedures are followed as per plan.
Actions in responding to abandon ship and survival situations are appropriate.
Legislative requirements, relating to SOLAS and MARPOL are correctly
identified.
On the basis of these guidelines and evaluation criteria, the competency of onboard training can
be evaluated.
You have joined a vessel as Chief Engineer recently. Outline a programme that
you will implement in training of Engine Room staff for (i) Fire prevention
and fire fighting
(ii) Pollution prevention (iii) Safe working practices. Enlist
the related STCW Codes for each of them.
Ans. Upon joining a v/l as c/e, programs that can be implemented for training of E/R
staff, shall be in accordance with chapter VI of STCW 95 Code; which deals
with standards and minimum mandatory requirement regarding familiarising and
basic safety training for emergency and occupational safety along with medical
care and survival functions.
The purpose of such a training should be to provide basic knowledge, increase
their proficiency and at the same time enhancing their skills by subjecting them to
simulated emergency situations, i.e. drills and exercises, so that the personnel
identifies the potentially hazardous situation that may result in threat to life or the
pollution of marine environment.
These will not only reduce the response time but also increase the confidence
level.
Fire Prevention & Fire Fighting:- Training program for this should be complying
with chapter VI Table A VI/1-2 , whereby specification of minimum standards of
competence in fire prevention and fire fighting are laid down. Competence is in
minimising the risk of fire and maintaining a state of readiness to respond to
emergency situation involving fire. This should include the knowledge,
understanding and proficiency in matters pertaining to:The elements of fire and explosion, reminding them of fire triangle, types
and sources of ignition, flammable materials, fire hazards & spread of fire.

All engine room personnel must be made well aware of Fire Plan on board
ship, their duties should be explained & importance of the same w.r.t. emergency
situation should be explained.
Classification of fire and applicable extinguishers, location of FFA in engine
room, emergency escape routes & internal communication should be explained.
Fire & smoke detection system and automatic alarm system should be well
conversed with.
The donning of fire fighters outfit, use of SCBA, ventilation control, quickclosing valves, fire control station & places from where emergency fire pump can
be started remotely.
Instructions and knowledge regarding fixed installations and rescue
procedures. Under what conditions engine room to be evacuated etc. should be
explained.
Fire drills must be conducted weekly and during briefing sessions,
assessment of performance and improvement should be done. Personnel should
be rotated in their duties in order that they are conversant with other emergency
duties as well.
Pollution Prevention:- This is dealt with in chapter VI Table A VI/1-4 whereby
specification of minimum standards of competence in Pollution Prevention of
Marine Environment is laid down. It includes the knowledge, understanding &
proficiency in matters pertaining to:Effects of operational or accidental pollution of marine environment and
basic environmental protection procedures. This will include imparting knowledge
of SOPEP, which is a contingency plan to prevent pollution. Accidental pollution
can occur during cargo loading/discharging, bunkering, oil spill may also result due
to collision and grounding etc. Same should be explained along with location of
SOPEP locker, equipments, their use and personnel duties during SOPEP
operation. Remote stop of COPs, closing scuppers, testing & indication of high
level alarms etc.for bunkering, the bunker system, location of tanks, sounding
procedures to be explained. Bunker safety checklist to be followed.
Communication means & mode settled between ship staff and barge personnel,
importance of constant vigil should be explained.
Knowledge, operation and maintenance of pollution prevention equipment
like OWS, Incinerator and Sewage system should be explained.
SOPEP drills should be carried out weekly and during briefing sessions the
liability, compensation & fines that may result should be explained along with
engine room personnel duties in each case.
Safe Working Practices:- This is dealt with in chapter VI Table A VI/1-4
whereby specification for competence in safe working practice is laid down.
Knowledge, understanding and proficiency for the following must be imparted;-

Knowledge of a safe attire is of prime importance, importance of safety

while carrying out various ship board operations should be explained. This includes
personal safety, safety of other men and m/c and safety of ship.
For E/R operations use of gloves, goggles, chemical handling suit while
working with hazardous chemicals, using gloves, goggles and shield while carrying
out welding or cutting jobs and use of PPE when on lathe, grinding m/c etc.
Enclosed space entry C/L and hot work permit C/L should be explained.
Use of O2 analysis HC Detector should be explained. Procedure for ship board
operation of critical equipments should be posted at conspicuous locations.
Hazards of unsafe practices should be explained, as they result in fire, collision
and grounding. Also occupational hazards to be explained. Drills for enclosed
space entry such as rescue from P/P room etc. should be carried out weekly or
fortnightly.
Que 3 : Explain PSC inspection. Underline its authority and basis of such inspections.
Enumerate the relevant regulations, articles and annexes of SOLAS 1974,
LOAD LINE 1966, MARPOL 73/78, STCW 95 and TONNAGE 1969 which
form provision for PSC.
PORT STATE CONTROL Inspection is an inspection program under which all countries work
together to ensure that all vessels entering their waters are in compliance with
strict international safety and Anti-pollution standards. All countries involved in
inspecting ships will share their findings with each other. The ships that are
found to be in violation of laid down standards, are detained in port, until their
deficiencies have been rectified. The objective of PSC is to defeat and deter
owners from operating substandard ships that endanger not only the ships crew
and the port, but also the environment. PSC inspection helps to minimize the
threat to life, properly and the environment by disallowing substandard
shipping.
The key elements of PSC are :

Ensuring compliance with international rules regarding safety marine pollution and a
threat to the working environment.

Detaining sub standard vessels, when their condition so warrants, until all
deficiencies are rectified.

Implementing a mutually agreed upon figure of annually inspecting the minimum

numbers (normally 25% of all rising vessels)

Applying a targeting system when determiniing the selection of vessel for checking
so that well run vessels are not unnecessarily harassed while Black Listed vessel will
not be allowed to operate.

Harmonizing and strengthening to the greatest extent port state controls authority to
carry out better surveillance.

Providing technical assistance and training where the need is identified.

Authorities of the port state control are clearly defined under the following instruments of
IMO.
1) SOLAS 1974

2) MARPOL 73/78

3) STCW 78/95

4) LL 1966

5) TONNAGE 1969

6) COLREG 1972

6) ILO convention 147 (merchant shipping minimum standard)

RIGHT OF THE PORT STATE : In theory all vessels must be governed by the flag state,
that is allowing them to sail under their flag. In practice all ships do not regularly call at their
own (flag state's ) ports. This can restrict the ability of the flag stage to effectively
check/enforce the convention standard on its vessels. This loop hole has been exploited by
some unscrupulous owner to improve their own profit margins by cheaply running their ships
in a substandard condition endangering not only the other ship and the environment, but also
the lives of the very seafarer's who are running them. This is where PSC comes into picture.
Port state control can be applied not only to those countries, who are party to the
convention but also to the ships that fly the flag of a state that has not rectified a
convention.Thus no ships is exempted from inspection because the principle of no more
favorable treatment applies.
Any state may also inact its own domestic laws and impose additional national rules and
regulations on foreign ships entering its water USA for example has enacted the oil pollution
act 1990 (opa 90) which makes it mandatory for tankers to have double hull or equivalent
protection against spillage for entry into any us port.
The relevant regulations Articles and annexes which forms the provision for psc are as
follows.
SOLAS 74
Regulation I/19- GENERAL PROVISIONS/ CONTROL
Regulation IX/6 : Management of safe operation of ship/ verification and contrl
Regulation XI-1/4 : Special measure to enhance maritime safety / PSC on operational
requirement
Chapter XI-2 : Special measures to enhance maritime securities (ISPS code)
MARPOL 73/78
Article 5 : Certificate and special rules and inspection of ships
Article 6 : Detection of violation and enforcement of the conventions
Regulation I/11: Regulation for prevention of pollution by oil/ PSC on operational
requirement.
Regulation II/16-9: Regulation for prevention of pollution by NLS/Measures of control/ PSC
on operational requirement.
Regulation III/8: Prevention of pollution by packaged harmful substances/ PSC on
operational requirement.

Regulation V/8: Regulation for prevention of pollution by garbage/ PSC on operational

requirement.
Regulation VI/10 : Regulation for prevention of air
requirement.

pollution/ PSC on operational

Load Lines 1966

Article 21 international load line convention with the port state control.
Limitation on the draft, to which a ship on its international voyages is to be loaded.
Ensure adequate stability
Provisions to determine freeboard of tankers.
STCW 78
Article X : Control regulation (rights of PSCO to ensure all seafarers have appropriate
certificate)
Regulation 1/4 control procedure
Tonnage 1969
Article 12 : Verification of Tonnage certificate
Although the tonnage convention is not a safety convention the revision A787 (19) has lacid
down the guidelines for port state control However, the control provision of Article 12
Tonnage 69 does not include the provision of detention of ships.
270. During a port State control inspection, the PSCO desired to carry out
detailed inspection of the vessel.
(a) What are clear grounds for a PSCO to conduct a more detailed
inspection? State your answer with examples.
(b) What is the difference between corrective action and
preventive action
Ans) (a)If the PSCO has clear grounds for carrying out a more detailed inspection, the master
should be immediately informed of these grounds and advised that, if so desired, the master
should be immediately informed of these grounds and advised that, if so desired, the master may
contact the Administration or, as appropriate, the recognized organization responsible for issuing
the relevant certificate and invite their presence on board.
The following are the clear grounds for a PSCO to conduct a more detailed inspection:1)
Evidence from PSCOs general impressions and observations that serious hull or
structural deterioration or deficiencies exist that may place at risk the structural watertight or
weather tight integrity of the ship e.g., damaged guard-rails, rusted ladder ways, rusted or
patched up pipelines on deck. Significant areas of damage or corrosion or pitting of plating and
associated stiffening in decks and hull affecting seaworthiness or strength to take loads may
justify detention. It may be necessary to check the underwater portion of the ship. In reaching a
decision, the PSCO should have regard to the seaworthiness and not the age of the ship making
an allowance for fair wear and tear over the minimum acceptable scantling. Damage not

affecting seaworthiness or damage that has been temporarily but effectively repaired for a
voyage to a port for permanent repairs wont constitute grounds for judging that a ship be
detained. In assessment of effect of damage, the PSCO should have regard to the location of
crew accommodation and whether damage affects its habitability. The PSCO should pay
particular attention to the structural integrity and seaworthiness of bulk carriers and oil tankers
and note that these ships must undergo the enhanced programme of inspection during surveys
under the provision of regulation X1/2 of SOLAS 74. The PSCOs assessment of the safety of
the structure of those ships should be based on the survey Report File carried on board. This file
contains reports of structural surveys, condition evaluation reports, thickness measurement
reports and a survey planning document. If theres a doubt that the required survey has taken
place, the PSCO should confirm with there organised organization. If survey report File
necessitates a more detailed inspection of the structure of the ship or if no such report is carried,
special attention should be given by PSCO, as appropriate to hull structure, piping systems in
way of cargo tanks or holds, pump-rooms, cofferdams, pipe tunnels, avoid spaces within the
cargo area and ballast tanks for bulk carriers the main structure of holds should be inspected for
any obvious unauthorized repairs.
Machinery Spaces: the PSCO should assess the condition of the machinery of the electrical
installations to make sure that they are capable of providing sufficient continuous power for
propulsion and for auxiliary services. During inspection of machinery spaces, PSCO should see
the standard of maintenance. Defective quick losing valves, disconnected or in operative
extended control rods or machinery trip mechanisms, missing valve hand wheels, evidence of
chronic steam, water and oil leaks, dirty tank steps and bilges or extensive corrosion of
machinery foundations are pointers to an unsatisfactory organization of the systems
maintenance. A large number of pipe clips or content boxes will indicate reluctant to make
permanent repairs. General deficiencies like leaking pump glands, dirty water gauge glasses,
rusted relief valves, inoperative pressure gauges, inoperative or disconnected safety or control
devices, evidence of repeated operation of diesel engine scavenge belt or crankcase relief valves,
malfunctioning or inoperative automatic equipment and alarm systems and leaking boiler casings
or uptakes would warrant inspection of engine room log book and investigation into the record of
machinery failures and accidents and a request for running tests of machinery.
Evidence from PSCOs general impression or observations that serious deficiencies exist in the
safety, pollution prevention or navigational equipment.
a) safety equipment: the effectiveness of life-saving appliances depends on good maintenance by
the crew and their regular use in drills. A part from obvious defects like holed life boat, PSCO
should look for signs of disuse of obstructions to survival craft launching equipment which may
include paint accumulation seizure of pivot points, absence of greasing condition of blocks and
falls.
b) Fire fighting equipment: poor condition of fire line, fire extinguish deck foam lines, fire
hydrants etc may be a guide for detailed examination of all fire safety equipment PSCO should
also look for evidence of a higher than normal fire risk, which may be brought about by a poor
standard of cleanliness in the machines space which together with significant deficiencies of the
fixed or portable fire-extinguishing equipment could lead to a judgement of a ship being
substandard. The PSCO should inspect for operability and securing arrangements of those doors
in the main zone bulkheads and stairways enclosures and in boundaries of high fire risk spaces
like machinery rooms and galleys. Spot checks may be made on dampers smoke flaps to

ascertain the standard of operability. These flaps will preview spread of smoke through
ventilation systems. PSCO should also ensure that ventilation fans can be stopped from the
master controls and that means are available for closing main inlets and outlets of ventilation
systems. Attention should be given to the effectiveness of escape routes by ensuring that vital
doors are kept open and that alleyways and stairways are not obstructed. Now equipment e.g.,
one of the auto radar plotting aids plotting devices is not working.
Absence of principal equipment or arrangements required by conventions.
e.g., (a) Marpol Annex I requires that ships of 400 gross tons and above must have an oil filtering
equipment provided with arrangements to ensure that any discharge of oily moistures is
automatically stopped when the oil content of the effluent exceeds 15 ppm. Absence of this
principle equipment may lead to more detailed examination and possible detention. SOLAS
convention 1974 requires presence of a life raft capable of carrying 6 persons near forecastle
deck. Absence of this may lead to more detailed examination and possibly detention.
5) Evidence from a review of ships certificates that a certificate or certificates are clearly invalid
e.g. safety Equipment certificate may be invalid since no renewal survey was carried out during
stipulated time.
6) Evidence that documentation required by the conventions are not on board, incomplete, are
not maintained or are falsely maintained.
e.g.

a) oil record book for machinery spaces may be absent or not properly filled up.
b) Fire control plans may be absent
c) Garbage management plan may be absent and or garbage record incomplete
d) Stability booklet may be absent

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

(a) Life boat have not been lowered for past 4 months
(b) Chief Engineers does not know how to release CO 2 into the engine room in case of
fire in the
en
gine room
Master does not know how to do emergency steering
(d ) Chief Officer doesnt know how to operate deck foam system.
8) Indication that key crew members may not be able to communicate with each other or with
other persons on board. The PSCO may ask the master which languages are used as working
languages. For E.g. on Indian flag ships, English is the working language. PSCO may ensure that
key crew members are able to understand each other during inspection or drills. Crew members
assigned to assist passengers should be able to give necessary information to passengers in case
of an emergency
9) Conditions of assignment of load lines. If a PSCO has concluded that a hull inspection is
unnecessary but is dissatisfied, on the basis of observation on deck with items like defective
hatch closing arrangements, corroded air pipes and vent coamings the PSCO should examine to
closing appliances, means of freeing water from the deck and arrangements concerned with the
protection of the crew.

Receipt of a report or complaint containing information that a ship appears to be substandard.

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

Clear grounds to conduct detailed inspection include :

1) The absence of principle equipment or arrangement required by conventions.
2)

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

3)

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

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

4)

Evidence from PSCOs general impression & observation that serious hull or
structural deterioration / deficiencies exist that may place a risk to the water
tight integrity of the ship.

5)

Evidence, from the PSCOs general impression or observations that serious

deficiencies exists in safety, pollution prevention or navigational equipment.

6)

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

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

7)

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

8)

The emission of false distress alert not followed by proper cancellation

procedures.

9)

Receipt of a report regarding complaints that ship appears to be substandard.

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

4. With reference to Port State Control inspection.

(a) What are "clear grounds" and "ISM related deficiencies" for a Port State Control Officer to conduct
a
more detailed inspection of the ship.
(b) List out five deficiencies, which may lead to detention of the vessel. Also, enumerate the cause of such
deficiency and preventive action you, as Chief Engineer, will take to avoid reoccurrence of such
detainable deficiencies April 06

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

1)

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

2)

Load lines 66, article 21.

3)

MARPOL 73/78 article 5 & 6

1)

reg. S/A o annex I

2)

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

4)

STCW 78 - article x & reg.

5)

TONNAGE 69 - article 4

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

Clear grounds to conduct detailed inspection include :

1) The absence of principle equipment or arrangement required by conventions.
2)

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

3)

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

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

4)

Evidence from PSCOs general impression & observation that serious hull or
structural deterioration / deficiencies exist that may place a risk to the water
tight integrity of the ship.

5)

Evidence, from the PSCOs general impression or observations that serious

deficiencies exists in safety, pollution prevention or navigational equipment.

6)

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

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

7)

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

8)

The emission of false distress alert not followed by proper cancellation

procedures.

9)

Receipt of a report regarding complaints that ship appears to be substandard.

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

1)

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

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

2)

Absence, insufficient capacity or serious deteriorating of personal LSAs

survival craft & launching arrangements.

3)

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

document.

4)

Exceeding of maximum allowable cargo quantity per tank.

5)

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

overboard.

Appropriate training to be provided to crew members regarding operations, proper

house keeping & cleanliness of E/R, planned maintenance schedule must be
prepared to check LSAs & other survival arrangements. Manning must be managed
as per safe manning Cert. Appropriate loading of cargo in task as specified in cargo

loading & considering stress on ships HK & hull. In no case unauthorised discharge
from ship be made which is considered as criminal offence.
What provisions are kept under PSC towards (i) Certificates issued by non party
states to their ships (ii) Inspection of ships below convention size and (iii)
Amendments to procedures for PSC adopted in 1981.
Ans) The duty to enforce convention lies with the flag states. They should regularly carry out
surveys/issues certificates, to ensure that their ships meet and maintain convention standards
either by their own or by their authorized recognized organization

PORT STATE CONTROL

In practice, ships do not regularly visit their flag state ports. This restricts the ability to control
them and allows substandard ships to sail. Port and coastal states have certain rights to exercise
authority over ships in their water. In addition port state have the authority to check that foreign
ship visiting their ports meet all the appropriate convention standards.
A state may also have its own standard national laws eg O.P.A 90 for US waters. A port state
should only apply those convention which have entered into force and which it has implemented
for to own ship
A problem could arise with a foreign ship entering a port state, where the concerned flag state
has not ratified a convention best which has entered into force. Also when a ship is below
convention size.
A problem could arise with a foreign ship entering a port state, where the concerned flag state
has not ratified a convention but which has entered into force. Also when a ship is below
convention age.
1) CERTIFICATES ISSUED BY NON PARTY STATES
if a flag state has not ratified a convention but however issued a certificate it does not give
freedom to the state to violate the standards of the convention. Port state control will still
exercise its authority to enforce the required standards of the convention. This is called NO
MORE FAVORABLE TREATMENT
2) INSPECTION OF SHIPS BELOW CONVENTION SIZE:
it imples
SOLAS
: SHIPS BELOW 500 GROSS TONNAGE
MARPOL
: SHIPS BELOW 500 GROSS TONNAGE
Port state will again give no more favourable treatment to ships below convention size post
state control will excise all its authority to make sure that ships are safe and present least threat to
the marine environment.
3) Amendments to procedures for PSC adopted in 1981:In 1978 eight north sea status of envelope agreed to exchange information on foreign ship calling
at their ports. This was super sided in 1981 when fourteen European states agreed to establish a
harmonized system of control resulting in the signing of the paris MOU.

Presently, we have 6 MoU which include all the major countries

Paris MoU
Mediterranean MoU
Asia Pacific (Tokyo) MoU
Caribbean MoU
Vina Del Mar (latin American agreement)
Indian Ocean MoU
United States has chosen to remain outside of any regional MoU. It has its own US Port State
Control regulations programmes and control measures on a unilateral basis. In 2001 the US
coast guard (USCG) implemented an initiative called Qual ship 2 to provide incentives to high
quality ships in the form of fever inspections

With reference to PSC illustrate the following (i) Regional co-operation/

agreements
(ii) The goal of future PSC (iii) Technical assistance by IMO
under resolution adopted in Nov. 1991 Conference.
Ans) (1) Regional Co-operation/Agreement:- By provision of UNCLOS flag state has been
given the primary responsibility for ensuring that a ship is equipped, operated, maintained and
manned in accordance with Maritime International conventions. However, some flag states have
been unwilling or unable to carry out their international conventions. A PSC inspection is thus,
the second line of defence to prevent substandard ships from operating. Port states inspect a
percentage (agreed) o ships calling at their ports.
When the national port state control enhances the safety of ships and thereby protection of
Marine environment only a regional approach then ensures that substandard ships and operations
have fewer places to conceal/hide facts. Unless a regional approach is adapted, operator will just
divert their ships to ports in the region where no PSC or less stringent PSC inspections are
conducted.
Regional Agreement covers the exchange of information about ships their records and the
results of inspections carried out. This information, is vital as it enables subsequent ports of call,
to target only ships that have not been recently inspected. In general, ships inspected within the
period of previous 6 months from the visiting date of port are not re-inspected, unless there are
clear grounds to do so.
Secondly, it is only by cooperation with the port of region, that it is possible to monitor
substandard ship in the region. This applies to ships that have been allowed to sail with minor
deficiencies on the condition that there are to be rectified is the next port of call to monitor such
ships constant exchange of information between ports is necessary. Thirdly, it is important for
countries to achieve uniformity in the manner and methodology of port state inspections and
ultimately in their region so that similar standards are applied with regards to the detention of
ship and training standards of port state control officers. To achieve this it is common practice of
many existing agreements to conduct joint seminars for PSC officers to harmonize
procedures.

Therefore, post State Control regimes were set up under a memorandum of understanding
(MoU). Harmonized inspection procedures are designed to target substandard ships with the
main objective being to eventually eliminate them from the region covered by MoUs
participating states.
2)Goal of future PSC: the impact of PSC on ships and ship owners has grown with concern
members of regional PSC group are becoming more organized and professional in this
approach to inspections investigations. When detention occurs. The name of the ship is publicly
announced and quoted in their regional shipping magazines. Ships with history of detention will
find it increasingly difficult to trade unless they & their companies gear up fully to the inspection
criteria laid by PSC. There is a prospect of a Global Post State Control being formed, wherein
the exchange of information harmonization of procedures as well as training will take place
world wide. As more and more statistics and data are gathered and exchanged, by different PSC
secretariats, substandard shipping operations all over the world will reduce.
These experiences will also provide maritime community with the opportunity to analyze better
the reasons of accidents and causalities so that they can be prevented from occurring again.
3) Technical assistance by IMO under resolution adopted in November 1991 conferenceadapted on 6th November 1991 regional cooperation in the control of ships and discharge
Invitees the authorities, participating in the Paris Memorandum and other countries to participate
in port state control to assist wherever possible in the conclusion of regional agreements; study
matters of inter-regional co-operation with a new to have information system and exchange of
PSC information
Requests the maritime safety committee and marine environment protection committee to
consider any further action, which may be taken to assist member governments in their efforts
relating to PSC of ships and discharges, as well as to periodically review such actions.
Invites governments to consider concluding regional agreement on an application made by
PSC based on co-operation with the organization
Invitees secretary general to secure funds for the organization of regional seminar on matters
related to port state control of ships and discharge under SOLAS 1974, LL 1966, STCW78/95
and MARPOL 73/78
The assembly took note (November 1991) of the consultancy report made on renew of
organizational and management structures of IMO (including Technical cooperation committee)
Assembly then endorsed the plan of the secretary general to conduct an advisory group meeting
in January 1992 for all members states, to renew recommendations and consider all the
implications of IMO so that action plans could be developed computer data study and possible
link with electronic transmissions of mail and documents was taken in November 1991. This was
further adopted by the Assembly.
Relations with Nongovernmental organizations
November 1991: Assembly approved grant of consultative status to the following non
governmental organizations.
International Bar association (IBA)
International Ocean Institute (IOI)
Green peace international

The protection of the Marine environment is of utmost importance today. Discuss.

(a) How would you as a C/E of a tanker ensure protection of the environment
by compliance with the various Regulation of MARPOL 73/78 Annex 1 for
prevention and control of pollution at sea?
(b) State requirement for compliance under Annex VI of MARPOL 73/78.
Ans. Annex 1 Regulations for the prevention of pollution by oil which entered into force on 2 nd
October 1983 and, as between the parties to MARPOL 73/78 supersedes the International
Convention for the Prevention of Pollution of the sea by oil, 1954, as amended 1962 and
1969 which was then in force.
Prevention of pollution methods & aids involved are:1. IOPP Certificate
International oil pollution preventions certificate is issued after initial survey before
the ship put in service or renewal survey in accordance with the provisions of
regulation 6 of this annex, to any oil tanker of 150 gross tonnage and above and any
other ships 400 gross tonnage and above which are engaged in voyages to ports or
offshore terminals under the jurisdiction of other parties to the present on. Such
certificate shall be issued or endorsed as appropriate either by the Adm or by any
persons or organization duly authorized by it. In every case Adm. Assumer full
responsibility for the certificate & valid for maximum 5 years.
2. Tanks for oil residues (sludge) Reg. 12
Every ship of 400 GT & above shall be provided with a tank or tanks of adequate
capacity having regard to type of machinery and length of voyage. Piping to and from
the sludge the shall have no direct connection overboard other than standard
discharge connection.
3. Standard discharge connection Reg. 13.
To enable the pipes of reception facility to be connected with the ships discharge
pipeline for residues from M of bilges and from sludge tanks must have standard
discharge connection.
OD 215 mm, ID According to pipe OD, PCD 183 mm, Flange thickness 20
mm.
4. Oil filtering equipment Reg. 14 / Reg. 31.
Any ship above 400 GT & less than 10,000 GT shall be fitted with 15 PPM oil
filtering equipment which must be Adm. Approved.

Any ship above 10,000 GT must have 15 PPM equipment with oil discharge
monitoring system with alarm when it exceeds level and automatically stops
discharging O/B by either P/P stop or 3 way v/v. Equipment must be Adm. Approved
oil discharge and control system.
No discharge in Antarctic Area is allowed.
5. Oil record book part I Reg. 17 (machinery spares)
Reg 34 part II Cargo / Ballast operations every oil tanker 150 GT & above and
every ship of 400 GT & above other than oil tanker must have ORB Part - I which
must indicate transfers tanker to the, bunkering LO & FO, collection & disposal of
residue, discharging O/B through approved equipment or to reception facilities must
be recorded.
Part II must be kept updated for ballast / cargo operation on each occasions on the
case loading oil cargo, internal transfers, unloading oil cargo, ballasting cleaning of
cargo tanks including crude oil washing, de-ballasting excluding SB tanks, discharge
from slop tanks through ODMCS, disposal of residues for reception facility must be
recorded.
6. Segregated Ballast tanks Reg. 18
Every crude oil tanker of 20,000 tonns DW 7 above and every product carrier 30,000
tonns DW & above delivered after 1st July 1982 must have segregated ballast tanks.
7. Double Hull & Double Bottom Requirements for oil tankers delivered on or after 6 th
July 1996 Reg. 19
Oil tanker 600 tonnes DW 7 above delivered on or after 6th July 1996.
Every oil tanker 5000 tonnes DW & above must have protective location of
segregated ballast spaces & should be protected against progressive flooding.
Entire cargo tank length shall be protected by ballast tanks or space other than tanks
that carry oil .
i) Wing the or spaces
DW
w = 0.5 +

(m) or w = 20m
20,000

Whichever less.
ii) Double bottom the or spaces

Min w = 1m

h = B\ 15(m) 01 h = 2.0 m whichever less

min h = 1.0m.
8. Double hull & DB requirements for oil tankers delivered before 6th July 1996 Reg. 20
Cat 1 tanker to be phased out with single hull by 1 st April 2005 which built before 6th
July 1996.
Single Hull tankers cannot carry HGO Reg. 21
Prevention of pollution from oil tankers carrying HGO.
9. Pump room bottom protection Reg. 22
This regulation for oil tankers 500 tonnes DW & above constructed on or after 1st Jan
2007
h = B/15 or h = 2.0 m whichever less
mini h = 1.0m
10. Accidental oil out flow performance Reg. 23
To be dealt with oil flow discharge oil tankers delivered after 1st Jan 2010.
11. Oil tankers of 150 tonnes & above shall be provided with slop tanks except for
tankers having voyage less than 72 hrs. & with is 50 nautical miles.
12. Crude oil wasting requirements Reg. 33
Oil tankers 20,000 DW 7 above delivered after 1st June 1982 must have cow system
class approved and RO.
13. Shipboard Oil Pollution Emergency Plan Reg. 37
Administration approved 50 per plan should be there for tankers 150 GT 7 above and
others 400 G & above.
14. Reception Facility Reg. 38
The Government of each party to the convention to ensure provisions at loading
terminals, repair ports, in other parts where ship have oily residue to discharge must
have reception facility without delaying ship.
b) Annex VI Prevention of air pollution form ships.

An International Air Pollution Prevention Certificate shall be issued for the ships
of 400 GT & above and every fixed and floating drilling rigs and other performs by
the Administration, which shall not exceed 5 years.
In initial survey before the ship is put into service or before the certificate
required under reg. 6 of this Annex is issued for the first time. This survey shall be
such as to ensure that the equipment, system, fittings, arrangements and material fully
comply with the applicable requirements f their Annex.
2. Ozone depleting substances Reg. 12
Deliberate emission of ozone depleting substances shall be prohibited unless saving
life at sea or due to accident or breakdown of equipment. Deliberate emissions
include emissions occurring in the course of maintaining, servicing, repairing or
disposing of system or equipment.
New installation which certain ozone depleting substances shall be prohibited on all
ships, except that new installations containing hydro chlorofluorocarbons (HCFCs)
are permitted until 1st Jan 2020.
These substances should be collected properly and delivered to the reception
facility ashore.
3. Nitrogen Oxide (NOx) Reg. 16.
This regulation applier to each engine 130 kw & above O/P installed on ship
constructed after 1st Jan 2000. or the diesel engine goes major conversion after 1 st Jan
2000 . Major conversion means 10% change in MCR.
His regulations will not apply to emergency generator lifeboat engines and any device
or equipment which to be used solely in case emergency or costal voyage vessels
which must have alternative Nox control provision set by Administration.
Nox Limits from the engines should be following:
i) 17.0 g/kwh the engines should be following:
ii) 45.0 x n-0.2 G/kwh when n >130rpm n<2000rpm.
iii) 9.8 g/kwh when rpm n h 2000 & above.
Provisions 6/ NOx technical code should be applied to all ship i.e. alternative
provisions gives by Administration.
4. Sulphur Oxide (SOX) Reg. 14.

The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m. The
fuel supplied on board shall be mentioned under the guide times developed by MEPC
82(43).
SECA Sox Emission Control Area
1. Baltic sea & North sea.
under SECA either the fuel should not contain sulphur more than 1.5% m/m or
emission from engine should not exceed 6.0 g SO x / KWh or any approved method by
Administration to control six can be used.
5.

Volatile Organic Compounds Reg. 15

The emission of volatile organic compound (VOCs) from tankers are to be regulated
in ports or terminals under jurisdiction of a party to protocol 1997.

6. Shipboard Incineration Reg. 16

Shipboard incineration in allowed except for oil sludge & sewage sludge in
Port harbour & estuaries.
Shipboard incineration is prohibited for following
i)
ii)
iii)
iv)

7.

Annex I, II and III cargo residues of the present convention and related
contaminated packing material.
Polychlorinated Biphenyls (PCBs).
Garbage containing more than trace of heavy metals i.e. batteries, mercury,
lead etc.
Polyvinyl Chloride (PUCS) exception in IMO type approved incinerator.
Monitoring of combustions flue gas outlet temperature shall be required at all
times & waste shall not be fed in continuous feed shipboard incinerator when
temperature is below 850oC & unit shall be so designed to reach combustion
temperature to 600oC within five minutes after start up.

Reception Facility Reg. 17

The Government of each party to protocol 1997 undertakes to ensure the provisions
of facilities adequate to meet reception of ozone depleting substances, exhaust
cleaning residues without causing undue delay to ships.

8. Fuel Oil Quality Reg. 18

Fuel oil onboard for combustion purpose should meet ISO 8217 standards with
following requirements.

ii)

Fuel oil shall be blend of HC derived from petroleum refining & small
amounts of additives are permitted to improve performance aspects.

iii)

Free from inorganic acids

iv)

Fuel Oil should not have added chemical base which can jeopardize the ship,
be harmful to persons, and contribute to additional air pollutions.

v)

Sulphur content must not exceed 4.5% m/m & SECA area 1.5% m/m.

vi)

BDN must be retained board for minimum 3 years readily available for
inspection.

vii)

Fuel Oil samples sealed and signed by supplier or supplier representative or

master or officer in-charge of bunker operations. Samples to be retained on
board for minimum 12 months.

With reference to "emergency preparedness", discuss (i) Search and Rescue (ii) Evacuation of critically
injured personnel (iii) Helicopter operations (iv) Rescue from enclosed spaces (v) Abandon ship. April 05

NG VI
Emergency preparedness procedures are provided in the section 8 of companys safety
management system. Manual under the heading Contingency plan these are as follows for
given scenarios:
(1)
Search and Rescue
Search:
(1) Contract Port which sent distress and nearest coast station or MRCC and request advice
(2) Give information about your own vessel i.e., position course speed type of ship etc and
confirm that you are heading for search area
(3) If this is the case also inform to your company and charterer and keep log to all events
(4) Establish continuous radio watch and on all frequencies as advised by MRCC
(5) Before reaching to search area post additional look out to continuously monitor search area
(6) Rig equipments such as net ladder etc to aid rescue make ready first aid equipments and
hospital
(7) Co-ordinate search pattern with other ship/MRCC cost radio station
(8) Monitor X band radar for locating survival craft transformer (SART) signal with 600 or
12NM range scale.
Rescue:
(1) Contact surviors if possible o establish local conditions and situation
(2) Rescue may be effect from the deck or by use of survival craft or from sea
(3) If survival craft is set adrift after rescue
Notify nearest RCC advising position type of craft and weather any radio equipment left
on board that transmit distress signal automatically.
(2)
Evacuation of critically injured personnel
(a) If it is decided to evacuate the critically injured personnel the decision for deviation has to be
made

(b) Inform office and P&I correspondent for deviation in order to land sick seaman
(c) Inform port health authorities and the local agents to take care of legal matters and
responsibilities
(d) Keep monitoring the person and provide first aid and treatment advised by Radio medical
advice.
(e) Keep the persons documents (pass port, CDC, health book) ready
(f) Prepare the casualty carefully and secure him in a stretcher
(g) Keep O2 or EEBD on his mount to assist in his breathing if required.
(3)
Helicopter Operation:
Prior to helicopter operation following contingency plan to be
followed
(a) Inert gas pressure should be reduced 30 min before the helicopter operation
(b) Vessel with IGS in the tanks should be ventilated to reduce the LEL in the tanks below 4%
(c) Prior to helicopter operation all cargo and ballast tank opening pump rooms closed and
secured
(d) Lose object from the area should be removed
(e) Has a pendant or wind sock has been hoisted at point conspicuous to helicopter pilot to
indicate wind direction
(f) Fire pump should be running with adequate pressure
(g) A competent person should be stand by at foam system
(h) Foam monitors portable foam nozzles and foam liquid supply should be ready
(i) Deck fire fighting and rescue team should be ready with wearing all protective year
Following equipment should be kept at hand (a) 2 Life boys (b) Portable DCP (c) 1
Portable CO2 extinguisher (d) a large axe (e) crow bar (f) wire cutter (g) Read emergency
signal/ torch (h) first aid kit (i) Rope managers for securing helicopter (only on pilots
instruction)
(j)Rescue boat ready for lowering
(k) Ship should be displaying signal as per rules of road
(l) Deck party aware of hand signals
(m) Communication with helicopter pilot and radio channel set
(4)
Rescue from enclosed space
a. Sound alarm inform master
b. Mobilize emergency squad with SCBA and spare bottles
c. Mobilize stretcher party with first aid equipments to stand by at the scene at incident
d. Ensure or improve ventilation at space
e. Rig harness and rescue lines
f. Two persons wearing SCBA enter space with harness and EEBD
g. Remove the casualty from space and transfer it to hospital for treatment
h. A test office team
i. Take radio medical advice
j. consider for deviation to land the person if situation demands
(5)
Abandoning ship
Decision at abandoning ship will be taken by master either himself or in consultation
with company.
a. Emergency alarm will be sounded allowed by captain announcement on P.A. system
b. Prior to abandoning
(i) Inform company

(ii) Inform ship in vicinity

(iii) Advice MRCC
(iv) Transmit distress signal
c. Muster all persons on board and taken head count search for missing person if any
d. Select survival craft/raft and prepare for launching
e. People will perform their assigned duty as per muster list with regard to
(i) Collect official log book (Deck and Engine)
(ii) Collect passport/CDC etc
(iii) Collect extra water and ration
(iv)Collect VHF SART EPIRB
f. Launch the boat go away from ship but stay in the vicinity
g. Activate Epirb and sart
h. In the case of ship sinking stay in the vicinity at the ship
i. Be calm and together execute the survival techniques and try t keep your self busy
wait for rescue
j.Keep look out and use pyrotechniques when required to attract the attention of others

and

Underline the importance of "communication" in "emergency preparedness" on ships. Under these safety
procedures, discuss contingency plans for the office invoking
(i) Contact between ship and the office
(ii) Communication equipment
(iii) Dealing with the media
(iv) Dealing with relevant "next of kin"

Communication is of utmost importance in any emergency preparedness it should be clear

concise and quick for effective response any emergency, it may be oral or written via any
communication media or between two persons on board the ship, it may be between ships to
shore and vice versa or between master effective communication helps each and every member is
a emergency team to understand his instruction clear and enable him to act according during
emergency it also enable every member to participate in drills and understand his duties,
communication between office and ship during and emergency may be in the four of initial
report, a detailed situation report and a report giving remedial suggestion to prevent further
occurrences.
A contingency plan for the office involving contact between ship and office may include the
following.
Appoint a shore based contingency team composition and duties of persons acting within the
contingency plan.
Procedures to follow in response to different type of accidents or harbor accident.
Procedures for mobilization of an appropriate company response.
Procedures for establishing and maintaining contact between ship and ms ashore
The availability of ship particulars plans stability information safety aid environment protection
equipment carried on board, photographs of the ship, crew list, ship insurance condition.
Check list appropriate to the type of emergency which may exist in the systematical
questionnaire of the ship during response.
List to contact name and telecommunication details of all relevant parties who may need to be
notified and consulted.
Procedures for issuing information bulletins to announce queries from media and public.

Backup arrangements for the co initial response in the event of protracted emergency.
The restoring of co personnel and specialties dedicated to support the response and adequate
relief for maintenance of their routine duties.
Informing local authorities and local Agents.
Informing classification society, P.S.T.
Contingency plan for office for communication equipment may include.
Identifying the list of contacts on the ship and shore in case of emergencies.
Typing out communication between ship which may include the following Fax, telex or any
emergency communication that is to be used in emergency.
The designated person ashore on contingency teams leaders 24hrs contact is to be displayed
and mock call to be drills.
Contingency room communication equipment to be tried out
Contingency plan for office for deal with media.
In event of an emergency the office should inform the media and acknowledge occurrence of
such as emergency. It should provide sufficient information to media and information which may
hamper emergency response and subsequent insurance claims should be with held from media
after consulting legal advises.
The following information may be given to
The position / place of accidents and type of emergency
The extent of emergency
The no of people involved.
Type of ship and cargo
Rescues and search operation time when state and authorities involved.
Weather conditions.
Information about contingency team
Dealing with relevant next of kin
Obtain a list of crew team ship
Obtain information about any person duly missing and inquired.
Establish contact between relevant next to kin and notify them about the emergency.
Inform the relevant next of kin in event of death, missing or injured and the subsequent step to be
taken.
Arrange the dead body to be brought to next of kin, information authorities and engages search
for missing person , transport injured pees inform medical attentions.
Company should assume the next of kin and take part in the less and complete satisfactory.

In case of a major fire onboard, explain the salient advantages of documentation

under emergency preparedness over normal fire fighting procedures.
Before implementation of the said code the fire fighting operations onboard
have successfully carried out in numerous cases- with the context of the
statement give your recent opinion for requirement of documented plans
under emergency preparedness.
Ans) As per ISM code company need to have in place adequate procedure for dealing quickly
and efficiently with all identified emergency situations.

The procedures cover the requirements that all drills and training be analysed and
recorded. Also as per SOLAS CH II deals with the carriage of following:

Maintenance plan for the free protection system

Fire training manuals
Fire control plan
Fire safety operational booklet
The ship is provided with various safety measure dealing with fire
prevention and detection
The document under emergency preparedness for major fire on board reflect that
the company as well as shipboard management, identifies the potential emergencies
that may arise due to fire on board and contingency plan and response by the ship
staff for the same is in readiness.
In case event of major fire a proper layout of action is drawn to regain control and
restore normalcy
Composition and allocation of duties of person acting within contingency plan is
laid out this removes any cause of ambiguity during fire fighting
All crew members are trained as per the documented fire control plan and muster
list duties to fight fire
All drills should be carried out in a realistic manner in this regards
In case if there is fire at the primary muster station; crew member should assemble
at the secondary muster station in case emergency team leader is unavailable to
carry out his responsibilities the deputy will take case of his duties that should be
clearly mentioned in the muster list.
Documentation is laid out and procedure is drawn for the requirement of
assistance from third party
Documentation has laid to development of proper reporting method with list of
contact names and tel nos. this helps in mobilization of appropriate company
emergency response to restore normalcy in time.
Documentation also ensures that all loopholes are attended to and thus last
minute panic situation can be avoided
Ships particulars, plan and stability information are documented both on board as
well as at company office. This will help to arrest any damage to ship, property and
consequently to any loss of life at sea.
All items related to safety dealing with fire prevention, should be regularly
maintained, inspected and tested so that all equipments are in effective and good
working condition in case of emergency
Fire training manuals explain in details the following.
General fire safety practice
General instruction of location and use of shipboard fire fighting equipment

Before implementation of the said code, the fire fighting operation on board have been
successfully carried out in numerous cases
In context of the above statement any opinion regarding the documented plans under
emergency prepared nets is that they are important and no matter what documented plan for
emergency preparedness should be followed because it produce full proof method and that to
document each and every individual is made assure of his duties and his role in case of
contingency major fire.
Documentation also ensure every member is accounted for
Fire has been fought successfully before implementation of said code but may be due to some
officers (or crew) member who kept there presence of mind and avoided mistake.
In case of key person becoming available the situation would turn out into a panic, the
documentation only helps in making the fire fighting system more effective, fail safe and helps in
producing all individual to develop confidence and competence.
The person who ought to fire on his last vessel may not do it .. his next vessel if he is signed
on a different type of vessel. To familiar his with the ship, specific safety measures a document
plan checklist would help. It is much easier to explain the duties to joining person by safety
officer.
Documentation not only ensures that all safety aspects have been looked into but also an
optimal solution for fire fighting and prevention.
The safety drill should be carried out as soon as new persons join the vessel or next
opportunity. Evaluation meeting is held after drill in order o learn lesson.
This checklist helps to know exactly what happen in drill and how to improve
A fire checklist can also be made to ensure that all points are covered for fires
This checklists contains:

Immediate Action
Follow up action
Fast fire fighting measures
Report to owners
Re-entry to the place

Now it is very obvious that with the help of ISM code, each and everything is pre-planned well
expressed so that action are quick and correct in case of emergency.
Though it is said that before implementing ISM code the fire was fought successfully i.e., true
but if you see the less which could be very-very small if it is followed as per ISM code.
Before implementing ISM code no one knew there duties and every time the duties need to be
assigned at the time of emergency.
After implementation of ISM code the fire fighting operation on board have been successfully
carried out.

Piracy and terrorism is a fearsome situation for shipboard personnel and frequent in present shipping
activities. As a Chief Engineer onboard and as a member of SMS implementation team, draw an emergency
preparedness plan to encounter such situations involving ships personnel. What measures shipboard
personnel can take under contingency plan while vessel is (i) in a port (ii) at sea A need for security was

felt after the attack on USA - 11th September 2001. This resulted in the introduction of additional
chapter in SOLAS- chapter XI, Part 2, and Enhanced security of ships as given in ISPS code.
(International ship and port facility security code.)
Chief Engineers role: A chief engineer / Master in consultation with crewmembers,
prepare the ship security assessments which are sent to the company. Assessment is
done after taking care of all the aspects of security, like assess control, identification of
restricted areas, duties of crew under different security levels, etc. On the basis of ship
security assessment a ship security plan is prepared. SSP is approved by
administration after surveying the ship for implementation of security. Normally this is
done after companys internal verification of ship security system. The emergency
preparedness plan should give the duties of all shipboard personnel under different
security levels to combat piracy and act of terrorism. Security level of the ship must be
either same or higher than the port of call. The contracting government declares
security level of port.
At Port:
Security level 1 (Normal)
Checking the identity of all peoples onboard ship.
Access points should be attended to or secured to prevent unauthorized entry.
Search should be carried out randomly to all those seeking to board the ship.
Restricted areas should be clearly marked and sealed / locked to prevent
unauthorized access.
Check to ensure that cargo being loaded matches the cargo documentation.
Off site checking, sealing, scheduling and documentation can be agreed upon.
Checking all stores match the order.
Any unaccompanied bag should be screened or searched.
Security measures should be established - lighting, watch keepers, security
guards or use of security and surveillance equipment to assist ships personnel.
Security level 2 (heightened)
These measures should be applied to protect against a heightened risk of a security
incident, ensuring higher vigilance and tighter control by:
Assigning additional patrol and limiting the number of access points to the ship.

Deterring waterside access to ship.

Increasing the frequency and details to search persons, personal effects, and of
vehicles being embarked or loaded.
Dedicating extra personnel to guard and patrol restricted areas.
Increased frequency and details to check seals, ensuring tampering is prevented.
Additional security measures to be applied when handling unaccompanied
baggage, which should include 100% X-ray screening.
Increasing the coverage and intensity of lighting and ensuring co-ordination with
waterside boat patrol (if provided).
Security level 3 (imminent danger)
The plan should detail the security measures, which could be taken by the ship in close
co-operation with port facility when there is an imminent danger of security breach. This
may include:
Limiting access to a single controlled access point.
Granting access only to those responding to the security incident or threat thereof.
Directing persons onboard.
Suspension of embarkation or disembarkation.
Suspension of cargo handling operation, delivering, etc.
Evacuation of the ship.
Movement of the ship.
Preparing for full or partial search of the ship.
Searching of restricted area as part of a search of ship.
Suspending the loading or unloading of cargo.
Preparation for restriction or suspension of handling of ships stores.
Switching on all lighting or illuminating the vicinity of the ship.
Preparation for underwater inspection of the hull of the ship.
Initiation of measures including the slow revolution of propeller, if practicable, to
deter underwater access to the hull of the ship.
At SeaA thorough search for bomb, explosives, stowaways should be carried out prior
departure. When passing through extra sensitive areas, a special exercise should be
carried out with a charged fire hose. The main aim at sea should be to prevent pirates
or terrorist from boarding the ship. In case of such circumstances, the ship security alert
system can be activated.
Training and drillsRegular drills should be conducted so that all personnel onboard are aware of what
actions to be taken under different situations. Various contingency plan include:

Action on bomb threat.

Action on finding a suspicious device or package.
Action of searching of ship.
Establishing a search plan.
Action on weapons / explosives discovered onboard.
Action on hijacking or hostile boarding.
Action on a suspect boat approaching the vessel.
Action on a breach of security.

Explain the influence of following external factors in higher consumption of fuel oil and how at best they
could be controlled? (i) ships hull condition (ii) weather condition (iii) maintenance of different elements in
fuel oil system

3. As there is very close business competition in the market each and every company keeps a
very good eye on their quality/ a part of daily expenses of ship running cost it takes about
40% cost of overall expenses for bunker and related operations.
Hence savings in fuel is as very important part for shipping companies and also part of
machinery genuine malfunction. Few savings in bunker expenses becomes surprisingly a
significant amount in a life time period of the ship.
1) SHIPS HULL CONDITION
Resistance as most of us avoid in our daily life is also true for a ship. In general ships frictional
resistance
R x fssw
Where f is a factor which depends upon density, hull where f is a factor which depends upon
density, hull roughness and length of the ship
Other resistance is residual resistance which due to wake forming tendency, caused due to the
movement in water and shape of the ship
Thus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL RESISTANCE
So as far as ships hull condition is concerned frictional resistance plays a very important role. It
could be up to 70% of total resistance in a badly fouled ship. Thus importance of a good clean
hull can be seen unfortunately there can be several methods developed but most of them are
effective over a long time. Hence regular dry docking is the best solution.

It is found that ship fouling pattern is not very regular. As shown in (speed/power) graph, it may
be very slow in initial stages or may be very standardized in the initial years but in over a period
of time it becomes very stiff are very fast.
In order to meet the very strick charter party alarm a ship must have a very good and smooth hull
surface
Factors responsible for fouling of the hull are as follows:
Use of improper techniques in applying paints
Poor quality of applied paint
Long port stays/or at rest
Damaged hull surface
Poor maintenance of hull protecting system such as ICCP
Poor ship design increasing resistance in water
Thus appropriate measures should be taken for the above mentioned points and a
good surface should be prepared prior applying the approved quality of Speed and
power graph also indicates that the engine may be thermally overloaded with a badly
fouled hull resulting in a decrease of the operating life of machinery parts causing
frequent breakdown and coating very heavily on shipping companies
Antifouling paints of approved type and a well maintained antifouling system plays
an important role in ships regular operating period between dry docks

Weather Condition
Ships are designed and constructed to withstand the forces of nature up to a
certain extent for a certain time depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions are
favourable it may result in a +ve ship and vice versa with a bad or heavy weather
condition it may result in a ve ship resulting in a extra fuel consumption due to
higher power demands and overloading of engines.
Thus good judgement can be the key element in tackling bad weather conditions,
avoiding transmitting from and low pressure areas for a few days.
It is the responsibility of the master to take the safest route to avoid the harshness
of weather for a few extra sailing hours
The cost of extra fuel consumption in negligible than the consideration of the
safety of the vessel
Engine manufacturer guidelines should be strictly followed in severe weather
conditions. Governor load index, hunting, R.P.M, scavenging air limit torque limits
must be taken into account to avoid thermal and mechanical overloading of the

engine. Thus these guidelines can be kept in mind for keeping fuel consumption
within limit. Also effect of plugs a .. role and is also important as it
reduces the Nox limit humidity effects the density of charge air, development of
power heat release more temperature in a unit and exhaust temperature. Climatic
conditions play an important role in the optimum performance of the engine.

MAINTENANCE OF DIFFERENT ELEMENTS IN FUEL OIL SYSTEM

Although the condition of the hull and weather play a significant role in regulating
fuel consumption, elements which directly control fuel have a proportional relation to
the consumption of fuel.
It is meant that if parts or equipments used are in good condition then lot of fuel
can be saved for example 1) d\fuel injectors, fuel pipes, fuel pump and VIT RACK
shock absorber if maintained in a good way in regular inspection and overhaul
problems of fuel leakages can be minimized.
Similarly pipe joints, V/V glands booster pump section or any fuel oil leakage in
fuel oil system if attended immediately also improve the safety of the ship.
Proper temperature of fuel supplied to the engine should be maintained for
optimum efficiency.
Operation of purifier and performance should be regularly checked resulting in less
over flow of oil
V.I.T. mechanism and fuel control burr and its connection with governor must be
lubricated periodically to eliminate sluggishness and wear and tear.
65A. (a)What are P & I clubs? Describe how P & I clubs collect fund from ship
owners.
(b) What are the risks that are covered under the term protection and indemnity?
Ans: P & I clubs are insurance mutuals or clubswhich provide collective self insurance
to its members. P & I stands for protection and Indemnity. P & I is insurance in respect
of third party liabilities and expenses arising from owning ship or operating ships as
principals. The P & I club membership is comprised of a common interest group who
wish to pool their risks together in order to obtain at cost insurance covers. The P & I
clubs are not for profit clubs and are owned by its insured. As it has no shares to issue,
it does not need to make a profit or pay dividends. A group of shipowners will form a
club of which day to day management is done by professional managers who consist of
lawyers , underwriters etc.
Each shipowner contribution is decided on the basis of (a) tonnage (b) types of
ships (c) expenses of clais with particular ship owner etc.
80% of required funds are collected for a club year and remaining 20% may be
collected, to a lesser or greater extent, depending upon likely expenses towards claim
by shipowners.
Each shipowner who decide to become a member of certain P & I club shall
apply for entry furnishing all details regarding its fleet, total tonnage, types of ships to be

covered and any insurance claims in past. The P & I clubs operate on a non profit
making mutual basis, that is to say members pool their resources together in order to
meet losses suffered by each individual member. The basic principle is that the
contribution paid by the members in relation to any one year should be sufficient to
meet all the claims, reinsurance and administrative expenses of the club for that year. If
there is a shortfall because claims are high, the members may pay additional money
and if there is surplus, a return may be made to members or it can be transferred to
reserve to meet losses of other years.
(b) P & I clubs provide third party liability or Protection and Indemnity insurance to
shipowners. Protection generally means for people and ships whereas Indemnity means
cover for cargo.
The risks covered under P & I insurance are indicated in Rule 198 of P & I rule
book, they are
1)Liabilities in respect of seafarers
2)Liabilities in respect of supernumeraries
3)Liabilities in respect of passengers
4)Liabilities in respect of third parties
5)Liabilities in respect of stoways
6)Liabilities in respect of diversion expenses
7)Liabilities in respect of life salvage
8)Liabilities in respect of person in distress
9)Liabilities in respect of quarantine
10) Liabilities arising from collision.
11)non contract damage to ships
12)Damage to property.
13)Pollution
14)wreck removal
15)Towage
16)Contracts, indemnities and guarantees
17) Liabilities in respect of cargo
18)Liabilities in respect of general average
19) Fines
20)Legal cost, sue and labor
21)Risks incidental to shipowning
22)special cover
23)special cover for containers
24)special cover for salvors
25)special provision for charterers entry

Que: A successful voyage as C/E is combination of trouble free run of

machineries, optimum use of fuel, minimum interpersonnel conflicts &
minimum intervention of shore authorities. Do you believe this is to be true?
Considering the ship as an organisation, explain how you, as the manager
can achieve this ?

Ans: Success is the achievement of ones goals. All the items listed above are true and
important for the safe running and profitability of a ship operations.
Safety on a ship is critically dependent on not just the safe manning of various
machinery but also on the existence of values and relationship, which officers and
crew share with each other. It is not always the technical approach that makes the
difference in safety, but the relationship that people built, that play a great role.
Failures of any machinery items may not necessarily lead to an accident . as a
matter of fact , in the majority of accidents reported , human error
has often being cited as the single largest cause . when a person knows
what is to be done and how , why does he/ she make the mistake? This is difficult
to pin point . one of the likely cases is in the wrong attitude of people , the so called
lack of motivation.
People may be de motivated for a variety of reasons personal(family problems),
social ( conflict due to differences in class/caste/economic level) or attitudes with
fellow sea farers or managements (lack of morale due to bad reputation).
Conflicts & work stress on board may also reduce ones willingness to cooperate in
team work and hence safety may be compromised.
A chief engineer has a very important role as a manager basically to keep conflicts
among his staff to a minimum doesnt effect the working atmosphere in engine
room .
Interpersonal conflict can occur due to the following reasons:
1 Personality clashes
2 Human expectations
3

Poor organisation

4 Lack of communication skill

5 Wrong style of functioning
6 Limited resources
7 Drug or alcohol abuse
Such matters which may lead to conflict , should be taken by the chief
engineer and resolved at the earliest by holding a joint meeting between
the concerned parties . he should make them understand the importance
of team in running the vessel and how their conflict may lead to
compromise in safety. Both the parties must be lead to a win win situation.
A close interpersonal relationship is maintained by building trust ,
acceptance, support.
Apart from the above the c/e must-

Ensure healthy environment on board the ship

Have good managerial skills to get the best out of limited manpower

Have good technical skills to train & advice his staff in proper running
and maintenance of machinery.

Ensure good planning and proper utilisation of time(work/rest hrs)

Select right person for particular jobs

Conduct training sessions & ensure competency of his staff

Management of
economically

Manage f.o & l.o. consumption , record regularly & investigate any
deviation from normal.

Communicate effectively from time to time with the office to avoid

unnecessary reminders and interventions.

Ensure proper housekeeping.

efficiently&

Que: Briefly discuss the reason for bulk carrier losses in the last decade and
explain how provision detailed in chapter XII of SOLAS 1974 as amended will
contribute towards the safety of bulk carrier.
Ans: Studies show the majority of the bulk carrier losses in the past decade were due
to plate failure and water entering the hull. Most of the bulk carrier losses were due
to severe structural damage . IACS found out that if a ship was flooded in the
foremost hold, the bulkhead between the two foremost hold may not be able to
withstand the water pressure.
The various reasons for the bulk carrier losses may be the following:
1

Age of ship

Corrosion and fatigue Both increases with ships age, due to stress to which
the ships hull is subjected to due to routine ,operation , cargo loading , waves
& effect of sea water on steel.

Operational factors Bending of the ships structure due to the action of the
sea . corrosion leads to weakening of the hull . loading pattern can make the
affect worse. Dense cargoes such as iron ore are often carried to alternate
holds, in order to raise the c.g. of the ship and moderate its roll motion. Due to
partially filled holds, the cargo may shift to one side leading to ships sinkage. It
also leads to increased stress on inner hull components. Large hatch openings
to facilitate cargo loading/unloading serve as weakness in the hull structure by
reducing the tersional resistance of the hull.

Following a spate of losses of bulk carriers in the early 1990s,IMO in November

1997 adopted new regulations in SOLAS containing specific safety requirements
for bulk carriers, chapter XII- Additional safety measures for Bulk carriers. This
entered into force on 1st july 1999. the regulations state that

All new bulk carriers (built after 1 july 1999) 150 m or more in length carrying
cargoes with a density of 1000 kg/m land above should have sufficient
strength to withstand flooding of any one cargo hold, talking into account,
dynamic effects resulting from presence of water in the hold.

All existing bulk carrires carrying cargoes with density 1780 kg/m and aboveThe transverse watertight bulkhead between the two foremost cargo holds &
the double bottom of the foremost cargo hold should have sufficient strength
to withstand flooding & related dynamic effects in the foremost cargo hold.

As per IACS guidelines , during special surveys , the bulkhead between no. 1 & 2
holds at the forward end of the vessel and the double bottom at this location must
be thoroughly , checked for strength & thickness and reinforcements to be carried
out, where felt necessary. Surveyors can also consider restrictions on the cargo
carried 7 the bulk carrier should be permanently marked with a solid triangle on its
side shell if the cargo carriage restrictions are imposed.
December 2002 Amendments to ch XII require fitting of high level alarms
And level monitoring systems on all bulk carriers, in order to detect water ingress.
A new regulation XII/13 on Availabilty of pumping systems would require means for
draining and pumping dry space bilges and ballast tanks any part of which is
located forward of the collision bulkhead to be capable of being brought its
operation from a readily accessible enclosed area.
Regulation II

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