Professional Documents
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Defines the legal status of being on the ‘High seas’ and regulations for the control
of marine pollu0tion.
Key areas covered under the convention
1. Territorial Sea
2. Contiguous Zone
3. Exclusive economic Zone
4. Continental Shelf
5. High Seas
Territorial Sea:
Extends to 12 nm from the baseline foreign flag vessels have a ‘Right of Innocent passage’
thro 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 it is essential for the protection of coastal
state it’s security or for weapons exercise.
In internal waters the coastal state can exercise jurisdiction overall vessels. In territorial seas,
it should both exercise criminal jurisdiction except:-
1. If the consequences of crime extend to the coastal state.
2. If crime disturbs the peace of the country or good order of the sea
3. If master of a vessel or an agent of the flag state, requests the coastal
state to exercise jurisdiction
4. If jurisdiction if necessary to suppress illicit traffic of narcotic drugs.
Contiguous Zone:
Extends 12nm beyond the territorial sea limit coastal state must exercise controls necessary
to prevent infringement of its customs fiscal immigration or sanitary laws and regulations
within its territories.
Vessels covering noxious dangerous substances or waste may be turned away on public
health or environmental grounds
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.
Continental Shelf: The outer limit of the continental shelf shall not exceed 350nm from the
baseline or shall not exceed 100nm coastal state has exclusive rights for exploring and
exploiting its natural resources. The state also has the exclusive rights to authorize and regulation
drilling on the shelf for all purposes.
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 construct artificial islands installation, 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, arrest and hot
pursuits.
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2. What are the UNCLOS provisions concerning ship’s flag and nationality? In
observation of UNCLOS what the duties are of flag States and how is it
enforced?
Ans. The United Nations conference convention on the laws of the sea (UNCLOS) was an outcome of
the third UN conference in 1982 and entered into force on 16th November 1994.
The UNCLOS provides a universal legal frame work for the rational management of marine
resources and their conservation. The treaty document consists of 446 articles grouped under 17
part headings and 9 Annexes.
SHIPS FLAG AND NATIONALITY
Part VIII : High seas consists of Provisions concerning ships flag state and nationality
Article 90: Every state coastal or land locked has a right to have its ship fly its flag.
Article 91: State should lay down conditions / requirements for granting its nationality,
registration and the right to fly its flag. Ships have the nationality of the state whose flag
they fly. There must be a genuine link between the state and the ship. The state must issue
documents to ships flying its flag.
Article 92: Ships to fly flag of only one state and are subject to its jurisdiction on high seas. A
ship cannot change its flag during a voyage or while in a part of call. Change is allowed in
case of transfer of ownership or change of registry.
Duties of flag state:
Article 94 initials duties and responsibilities of the flag state salient parts are:-
1. State shall effectively exercise its jurisdiction and control in Administrative technical and soul
matters over ships flying its flag.
2. State should maintain a register of ships flying its flag i.e. names and particulars of ships.
State should assure jurisdiction under its laws over ships flying its flag its master officers and
crew in respect of Administrative technical and social matters concerning the ship.
3. State to take such measures for ships as necessary to insure safety at sea with regards to
Ans.
Salient considerations leading to first United Nations Conference on the Law of the
sea:
The ocean is vast, covering 140 million square miles, some 72 per cent of the earth’s
surface. Climate and weather, even the quality of the air people breathe, depend in
great measure on interplay between the ocean and the atmosphere in ways still not
fully understood. Not only has the oceans always been a prime source of
nourishment for the life it helped generate, but from earliest recorded history it has
served for trade and commerce, adventure and discovery. It has kept people apart
and brought them together. Even now, when the continents have been mapped and
their interiors made accessible by road, river and air, most of the world’s people live
no more than 200 miles from the sea and relate closely to it.
For centuries the doctrine that governed ocean spaces and resources was “freedom
of the seas”. Coastal state claims were restricted within narrow limits. The first
change in this regime came with the emergence of the doctrine of the continental
shelf, spurred by the development of offshore oil and gas fields. The US in 1945,
was the first to proclaim jurisdiction over the natural resources of its continental shelf
“beneath the high seas” (beyond US territorial limits). Other nations were quick to
follow suit. Many of them were seeking to extend their jurisdiction over fisheries.
The UN in 1958 convened the first conference on The Law of the Sea. The initial
conference approved conventions on the continental shelf, fishing, the high seas,
and territorial waters and contiguous zones, all of which were ratified by the mid-
1960s. A further attempt made in 1960, at the second conference on the Law of the
Sea, failed to define the territorial sea.
The committee’s work was adopted by the general assembly in 1970, proclaiming
that the seabed and ocean floor and its resources beyond the limits of national
jurisdiction “are the common heritage of mankind” and that no nation should exercise
sovereignty or right over any part of the sea. The declaration also called for the
establishment of an international regime to govern the exploration and exploitation of
the sea’s resources for the benefit of the mankind. The Seabed Committee, in
preparation for the conference, also had to deal with not only with international
seabed but also with such issues like the regime of high seas, the continental shelf,
and territorial sea (including the question of limits, fishing rights, preservation of
marine environment, scientific research and access to the sea by land locked states.
Thus a third UN conference on the Law of the Sea was convened to prepare a single
comprehensive treaty and is generally known as UNCLOS. Some 140 countries
have ratified the resulting Law of the Sea Treaty (1982). This has gained nearly
universal acceptance since its entry into force on 16 November 1994.
The 1982 United Nations Convention on the Law of the Sea provides, for the first
time, a universal legal framework for the rational management of marine resources
and their conservation for future generations. Rarely has such radical change been
achieved peacefully, by consensus of the world community. It has thus been hailed
as the most important international achievement since the approval of the United
Nations Charter in 1945.
UNCLOS attempts to codify the international law of the sea. It is a treaty document
of 446 articles grouped under 17 part headings and 9 annexes.
UNCLOS III was again at Geneva in 1974. It was adopted in 1982, ratified by 140
countries and entered into force on 16th November 1994.
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Oceans always have been a prime source of nourishment for life. Climate and weather changes
depend on the interplay between oceans and the atmosphere. They also serve as a convenient
medium for trade, commerce, exploration, adventure and discovery.
As the mysteries of the oceans gave way to their mastering, a lot of customers’
traditions and laws arose defining the rights of the ship and the marines what plied the waters of
the ocean.
Attempts were made to regulate the use of ocean by conventions acceptable to all
nations. The UN has made considerable progress in developing and …….... the laws of the sea.
There UNCLOS (United Nations Convention on the Law of the Seas) have been convened
The outer limit of the continental shelf shall not exceed 350 nautical miles from the base line
or shall not exceed 100 nautical miles. Coastal states have exclusive rights for exploring and
exploiting its natural resources. The state also has the exclusive right o authorize and regulate
drilling on the shelf or all purposes.
V. HIGH SEAS:
Part of the sea that is not included in the exclusive economic zone in the territorial sea or in
the internal waters of a state or in the Archipelagic waters of an archipelagic state.
High seas are open to all states for freedom of navigation, freedom of over flight, freedom to
lay submarine cables and pipelines, freedom to construct artificial islands and installations,
freedom of fishing freedom of scientific research.
High seas shall be reserved for peaceful purposes. Other high seas precautions are
prevention of slave trade, privacy, seizure of ships, illicit narcotics, trafficking and unauthorized
broad casting
For enforcement purposes, there are provisions for relevant rights of visit, seizure, arrests
and hot pursuits.
5
5. Explain the key features of the United Nations Convention on the Law of
The Sea? When this convention was opened for signature and when it
entered into force? How many articles and annexes it contains?
Enumerate the areas covered under this convention?
It was outcome of 1982 UNCLOS III and come into force internationally on 16 th Nov
1994. It is a treaty document of “446” articles grouped under “17” parts and “8”
annexe
Areas covered under this convention:
A) UNCLOS provisions relating to zones of coastal state jurisdiction and high
seas
1. UNCLOS sets the width of the “territorial sea” 12Nm with a “Continuous
Zone” at 24 NM from the lease line.
2. It defines “innocent passage” through the territorial sea and defines
transit passage through international straits.
3. it defines archipelagic state and allows for passage through
archipelagic waters
4. UNCLOS established exclusive economic extending to 200 NM from
baseline
5. It defines “continental self” and extends jurisdiction over the resources
of the shelf beyond 200Nm where appropriate
6. UNCLOS defines legal status of the “high seas” and establishes
regulations for the control of used for the purpose of committing one of
one acts mentioned a leave
7. On the high seas, or in any other place outside the jurisdiction of any
state, every state may seize a pirate ship and arrest the person and
seize property on toward.
8. The courts of the state which carried out the seizure may decide upon
the penalties to be taken with regards to the ships, aircraft, and
property subject to the rights of third parties acting in good faith.
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7. Explain the procedure and the role played by main bodies/organs of IMO
towards adopting a convention from the suggestion from one of the
committees of IMO. How much time is allowed for the convention to be
open for signature by attending states? Explain the term (i) Signature (ii)
Ratification as followed by a state to express its consent to be bound by
a treaty.
1. Assembly
2. Council
3. Five main committees
a) Maritime safety committee (MSC)
b) Marine environment protection committee (MEPC)
c) Legal committee
d) Technical co-operation committee
e) Facilitation committee & no. of. Sub committees.
IMO come into existence in 1958. but before that General conventions already been
developed.
This is the part of process with which IMO as an organization is most closely
involved. IMO has six main bodies concerned with adoption or implementation of
conventions. The assembly and council are the main organs and above mentioned
committees are involved in adoption of conventions. Development in shipping and
other related industries discussed by member states in these bodies, & the need for
new convention amendments to existing convention can be raised in any of them.
Normally suggestion is first made one of the committee; since they meet more
frequently than council. If agreement is reached in committee, the proposal goes to
council and then to assembly.
If the assembly/ council as the case may be, give the authorization to proceed with
the work, the concerned committee consider the matter in greater detail and
ultimately draw up a draft instrument.
In some cases the subject may be referred to specialized subcommittee for detail
consideration.
Invitation to attend such conferences are sent to all member states of IMO & also to
all state which are members of UN or any of its specialized agencies. In addition,
organization of the united nations system & organization in official relationship with
IMO are invited to send observer to the conference to give the benefit of their expert
advice to the representative of governments. Before conference opens, the draft
convention is circulated to invited governments and organizations for their comment
the said draft and suggestions are closely examined by conference and necessary
changes are made in order to produce draft acceptable to all majority of governments
present. Convention thus agreed upon is then adopted by conference and deposited
with Secretary General who send copies to governments. The convention is opened
for signature by states usually for period of 12 months.
Signatories may ratify or accept the convention while non – signatories may accede.
The drafting and adoption of convention may take several years. Though in some
cases where quick response is required to deal with an emergency situation,
Governments have been willing to accelerate this process considerably.
Ratification :-
Before convention entry into force, that is, before it becomes binding on
governments, which have ratified it, it has to be accepted formally by individual
governments.
When the appropriate conditions have been fulfilled, the convention enters into force
for the states which have accepted. Generally after period of grace intended to
enable all the state to take the necessary measures for implementation.
8
Ans. Usually, a convention enters into force according to procedures set out in
the convention itself. For instance, a convention may provide that it shall come
into force (i.e. become binding on the countries that have ratified it) after a certain
specified number of countries with the stipulated minimum tonnage have ratified
it. If no such provision exists, then the convention enters into force after all the
negotiating parties have formally conveyed their consent. It may be interesting to
note that some conventions have not come into force even after a lapse of many
decades (e.g. Conventions on Maritime Liens & Mortgages 1967 & 1993).
The adoption of a convention is only the first stage of a long process. Before
the convention comes into force, which means before it becomes binding upon
Govts. (which have ratified it), it has to be accepted formally by individual Govts.
Each convention states the conditions which have to be met before it enters
into force. These conditions vary with conventions but, generally speaking, the
more important and more complex the document, the more stringent are the
conditions for its entry into force. For example, the SOLAS convention provided
that entry into force requires acceptance by 25 states whose merchant fleets
comprise not less than 50% of the world’s gross tonnage; and (2) the
International Tonnage convention required acceptance by 25 states whose
combined merchant fleets represent not less than 65% of world tonnage.
When the stated conditions have been fulfilled, the convention enters into force
for the states which have accepted it. Between the date on which conditions are
fulfilled and the date of coming into force, there is usually a graced period which
enables all the states to take the necessary measures for implementation. E.g.
Annexe 4 of Marpol (sewage) was accepted by Norway in Sept 2002, thus
completing the required number of states and the tonnage. This Annexe will
come into force in September 2003 after 1 year grace period.
Accession:-
Most conventions are open for signature for a specified period of time. If a state
did sign the convention within this period, Accession is the method used to
become a party to a treaty. Technically, accession requires the state in question
to deposit an instrument of accession with the IMO.
Background of ILO
World War I transformed the world’s social and economic map. The International
Labour Organization (ILO) emerged together with the League of Nations from
the treaty of Versailles in 1919. It gave expression to the concern for social reform
that grew with the industrial revolution and the conviction that realistic reform
had to be conducted on an international plane. The members of the ILO were to
be countries of the world member states.
Created to develop international labour standards and to ensure their application,
the ILO devoted the bulk of its energies to this major task during its firs forty years.
During the twenty year period from 1919 to 1939. 67 conventions and 66
recommendations were adopted.
Originally, standards focused on working conditions. The first convention in 1919
dealt with hours of work, the famous eight-hour day and forty eight hour week.
In 1926, an important innovation was introduced when the International Labour
Conference set up a supervisory system on the application of standards which still
exists today. It created a committee of independent jurists responsible for examining
government reports on the application of conventions ratified by them and presenting
its own report each year o the conference. Its mandate has since been broadened to
cover reports on ungratified conventions and recommendations.
In 1944, delegates to the International Labour Conference adopted the Declaration
of Philadelphia which annexed to the constitution, still constitutes the charter of the
aims and objectives of the ILO. The declaration opens with a reaffirmation of the
fundamental principles on which the ILO is based notably that
“Labour is not a commodity”
“Freedom of Expression and of association is essential to sustained progress” and
“poverty anywhere constitutes a danger to prosperity everywhere”
The declaration anticipated and set a pattern for the United Nations Charter and the
Universal Declaration of human Rights.
In 1946 the ILO became the first specialized agency of the newly formed United
Nations organizations.
In 1969, on its 5oth Anniversary, it was awarded with the Nobel peace prize
The ILO: How it works
The International Labour office in Geneva is the permanent secretariat of the
International Labour Organization, its operational headquarters research centre and
publishing house. Administration and management are decentralized in regional
area and branch office in more than 40 countries.
Under the leadership of a Director general who is elected for a five year renewable
term. The office employs some 2500 officials and experts at Geneva headquarters
and in more than 40 field offices around the world.
Regional meetings of the ILO member states are periodically held to examine the
matters of special interest to the regions concerned.
The work of the governing body and of the International Labour office is aided by
tripartite committees covering major industries and by committees of experts on
such matters as vocational training, management development, occupational safety
and health industrial relations workers education and special problems of certain
categories of workers (young workers women, the disabled etc). The International
Labour office maintain a very comprehensive website at http://www.ilo.org/
The international labour conference meets annually. It provides an international
forum for discussion of world labour and social problems and sets minimum
international labour standards and broad policies of the organization.
Every two years, the conference adopts the ILO’s beneficial work program and
budget which is financed by member states.
Each member country has the right to send four delegates to the conference:
Two from the government and one each representing workers and employers each
of whom may speak and vote independently.
The ILO is unique among world organization with its “tripartite structure” in that
employer and workers representatives the “social partners” of the economy have an
equal voice with those of governments in sharing its policies and programs. The ILO
encourages triparteism within member states as well by promoting a “social
dialogue” which involves trade unions and employers in the formulation and where
appropriate, implementation of national policy on social and economic affairs and a
host of other issues.
Between the conferences, the work of ILO is guided by the governing body.
Comprising 28 government members and 14 worker and 14 employer members. This
executive council of the ILO meets three times a year in Geneva. It takes decisions on
action to give effect to ILO Policy prepares the draft program and budget which it
then submits to the conference for adoption and elects the Direct General.
Ten of the government seats are permanently held by states of chief industrial
importance (Brazil, China, France, Germany, India, Italy, Japan, Russian federation,
United Kingdom, and United States).
Representatives of other member countries are elected by the government delegates
at the conference every three years, taking into account geographical distribution.
The employers and workers representatives elect their own representatives in
separate electoral colleges.
The international Labour conference meets in June each year in Geneva; delegates
are accompanied by technical advisor. As well as the government delegates, the
cabinet minister responsible for labour affairs in their countries also generally attend
the conference and take the floor. Employers and workers delegates can express
themselves and vote independently of their governments. They may well vote
against each other as well as their government representatives.
One of the ILO’s oldest and most important functions is the adoption by the
tripartite International labour conference of conventions and Recommendations
which set international standards. Through ratification by member states,
conventions create binding obligations to implement their provisions.
Recommendations provide guidance on policy legislation and practice.
Each member state is required to submit all conventions and recommendations
adopted by the conference to the competent national authority for a decision to be
taken number of ratifications of these conventions have continued to increase. The
ILO has established a supervisory procedure to ensure their application in Law and
practice. It is based on the objective evaluation by independent experts of the
manner in which obligations are complied with and on examination by the
organizations tripartite bodies.
Mandate of the ILO
The ILO formulates International labour standards in the form of conventions and
recommendations setting minimum standards for basic labour rights:
Freedom of association
Right to organize
Collective bargaining
Abolition of forced labour
Equality of opportunity and treatment and other standards regulation
conditions across the entire spectrum of work related issues.
Seafarers’ wages, hours of work and the manning of ship recommendation 1996
Ans World Health organization is a specialized agency of United Nations established in 1948.
WHO’s objective is the attainment by all peoples of the highest possible level of health.
WHO’s objective is the attainment by all peoples of the highest possible level of health.
WHO collaborates with member governments, United Nations agencies and other bodies to
develop health standards. Control communicable diseases and promote all aspects of family
and environmental health.
Purpose: WHO regulations were adopted and came into force in 1959, as international
sanitary regulation which later renamed in International health regulation in 1969.
Its purpose is to ensure the maximum security against the international spread of
diseases with
minimum interference with world traffic.
Maritime declaration of health.
At every port of call master of ship has to give a declaration of health to authorized
offices which states
1. Particulars of ship
2. Ships crew and officers are fit for service on board
3. During the voyage any case of suspected case of plaque cholera or yellow
fever.
4. Any illness of infectious nature, death of any person on board during the
voyage otherwise than as a result of accident.
5. Ship is free from rodents and deratting certificate or exemption is valid.
13. How many maritime labour conventions have been in force concerning
seafarers? Highlight Merchant Shipping (Minimum Standards) 1976 and
its protocol and its contribution to uplifting the working condition of
seafarers on board.
Ans. The ILO has adopted various conventions dealing with issues affecting the
seafarers. These conventions are developed through a joint Maritime
Committee and special maritime sessions of ILO. There are 36 conventions
developed by ILO over the years covering employment, medical fitness, wages,
hours of work, repatriation etc. Besides these there are 4 other labour
standards which apply to all workers including seafarers. ILO also has
developed certain recommendatory conventions (26 in no.) which serve as
guidelines on work hours, manning, employment & wages.
Merchant Shipping (minimum standards) convention 1976: This convention
attempts to combine various ILO conventions & recommendations in a single
convention. Thus this convention becomes the basic reference point in shipping
industry for minimal & acceptable standards for the safety, health, social
security, living & working conditions for seafarers. This is ILO 147 convention
commonly known as Minimum Standards Convention. This convention has 11
Articles, the important provisions contained in these articles are:-
(a) Applies to all sea going ships thus no tonnage limits/types are
applicable
(b) Requires every member to have laws or regulations for ships
registered in its territory for :-
(i) Safety standards, including std. of competency, hours of work &
manning, so as to ensure safety of life on board.
(j) Appropriate social security measures.
(k) Ship board conditions of employment & ship board living
arrangements, in so far as these are not covered by CBA or laid
down by courts.
(c) The members should also exercise effective jurisdiction or control over
ships registered in its territory as regards the above points
(d) Every party must ensure that :-
(i) Adequate procedures exist for engagement of sea farers on
ships registered in its territory & for complaints arising in that
connection.
(j) Adequate procedure is provided for receiving complaints by its
seafarers employed on foreign ships & mechanism is formed to
forward the complaints to competent authority of flag state of
ship with a copy to DG of International Labour Office
(e) Seafarers employed on ships registered in its territory are properly
qualified & trained for duties with regard to vocational training of
seafarers
(f) To verify by inspection or other appropriate means that ships
registered in its territory comply with applicable ILO conventions.
(g) It must hold an official enquiry into any serious marine casualty
involving ships registered in its territory, particularly those involving
loss of life, the final report of such enquiry should be made public.
(h) Article 4.1 of this convention is of particular importance as it gives
powers to port state to check & verify compliance with these
procedures & to take any measure necessary to rectify any conditions
on board which are clearly hazardous to safety & health.
(i) This convention will come in force 12 months after the date on which
these have been registered, ratified by at least 10 members with a total
world tonnage of 25% or more
The conference adopted an optional protocol to the 1976 protocol allowing
states to accept new obligations but retaining flexibility of original
convention. A supplementary appendix which can be accepted by ratifying
states includes ILO conventions regulating accommodations of crews,
hours of work & manning, seafarers identity documents, health and
repatriation.
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15. Address the salient issues as underlined in the Health Protection and
Medical Care (Seafarers), 1987 convention of ILO. As a Chief Engineer
comment its contribution to the improvement of medical care of
seafarers on board ships.
Ans. ILO means International Labour Organisation, which was created in 1919 to
develop international labour standards and to ensure their application. The
organisation standard includes related social policies, human and civil rights
matters. These standards have resulted from international tripartite agreements
on these matters. The ILO standards take the form of around 30 international
conventions and about 20 recommendations. These apply exclusively to
merchant shipping. A new consolidated ILO Convention covering all present
conventions is planned for the future.
Health Protection and Medical care (seafarers), 1987
Convention: Convention No. C 164
Date of Adoption: 08.10.1987
Came in to force: 11.01.1991
The general conference of ILO having been convened at Geneva by the
governing body of ILO office, and having met in 74 th session on 24th September
1987. Noting that the following standards have accordingly been framed with the
co-operation of the IMO and the WHO (World Health Organisation) and it is
proposed to seek their continuing co-operation in the application of these
standards with regard to health, protection and medical care for seafarers, which
is the 4th item on the agenda of the session.
This convention has total 21 Articles.
Salient Issues Underlined In This Convention:
Article 3: makes ship owners responsible for keeping ships in proper sanitary
and hygienic conditions
Article 4: Aim at providing seafarers with health, protection and medical care
as comparable, as possible to that which is generally available to
workers ashore. Guarantee seafarers the right to visit a doctor
without delay in ports of call where practicable. Ensures medical care
is provided free of charge to seafarers.
Article 5: Every ship to which convention applies shall be required to carry a
medicine chest. The contents of the medicine chest and the medical
equipment carried on board shall be prescribed by competent
authority taking in to account such factors as the type of the ship, the
number of persons on board and nature, destination and duration of
voyage. Above equipments and chest should be properly maintained
and inspected at regular intervals not exceeding 12 months, by
responsible person. Expiry dates of medicines to be checked. The
competent authority shall ensure that the contents of medicine chest
are listed and labelled with generic names in addition to any brand
names.
Article 6: Every ship is required to carry a ship’s medical guide, which will
explain how the contents of the medical chest are to be used.
Authority shall ensure that most recent edition of International
Medical Guide is available on board.
Article 7: The competent authority ensures by a pre-arranged system that
medical advice by radio or satellite communication to ships at sea,
including specialist advice, is available at any hour of the day or night,
free of charge to all ships irrespective of the territory in which they are
registered.
Article 8: All ships carrying 100 or more seafarers and engaged on
international voyages of more than 3 days duration, shall carry a
medical doctor as member of crew responsible for providing medical
care
Article 9: Ships which do not carry doctor will carry one or more specified
persons in charge of medical care and these persons shall have to do
a course approved by competent authority, regarding theoretical and
applied training in medical skills.
Article 11: Any ship ≥ 500 GRT, carrying 15 or more seafarers and engaged in
voyage of more than 3 days duration, a separate hospital
accommodation shall be provided. Some relaxation can be given for
ships operating in coastal trade. Hospital accommodation shall not be
used for other than medical purposes.
Article 12: A standard medical report form shall be adopted by authority. The
information contained in medical report shall be kept confidential and
shall be used for no other purpose than to facilitate the treatment to
seafarers.
Comments: The main contribution of this convention is it has made the
employer to ensure for the health and safety of seafarers on board
and to ensure ships are kept in proper sanitary and hygienic
condition.
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16. Explain (i) WHO International Health Regulations (ii) ITU International
Tele- communication Regulations. What impact these treaties have on
modern shipping ?
The world Health Organisation, the United Nations specialized agency for health was
established in 1948. WHO’s objective, as set out in its constitution, is the attainment by all people
the highest possible level of health. Health is defined in WHO’s constitution as a state of
complete physical, mental and social well being and not merely the absence of disease or
infirmity. It collaborates with member Govt., UN agencies and other bodies to develop health
standards, control communicable diseases and promote all aspects of family and
environmental health. WHO is governed by 192 member states through the World Health Assembly.
The Health Assembly is composed of representatives from WHO’s Member States.
Article 81 of the IHR states that no health document other than those provided for in there
Reg shall be required in international traffic separate vaccination certificates were once
required for small pox cholera and yellow fever. The eradication of small pox was confirmed by
WHO more than 10 years ago. It also states that vaccination against cholera cannot prevent
the introduction of the infection into a country and the WHO therefore amended the IHR in
1973 so that cholera vaccination should not longer be required of any traveller. A certificate of
vaccination against yellow fever is the only certificate that should now be required, if any, for
international travel. Most European countries have no vaccination requirements for
international travellers, while most Asia and African countries require a yellow fever
vaccination.
In 1865, the first International Telegraph Convention was signed in Paris by the 20 founding
members, and the International Telegraph Union (ITU) was established to facilitate subsequent
amendments to this initial agreement. Today, some 135 years later, the reasons which led to the
establishment of ITU still apply, and the fundamental objectives of the organization remain basically
un changed.
Following the patenting of the telephone in 1876 and the subsequent expansion of
telephony, the ITU began, in 1885 to draw up international legislation governing telephony.
With the invention in 1876 of wireless telegraphy. With the invention in 1896 of wireless
telegraphy- the first type of radio communication and the utilization of this new technique for
maritime and other purposes, it was decided to form a preliminary radio conference in 1903 to study
the question of international regulations for radio telegraph communication. The first Int. Radio
Telegraph conference in 1960 in Berlin signed the first Int. Radio Telegraph convention.
Under an agreement with the newly created United Nations, it became a UN specialized
agency in 1947 with its headquarter in Geneva. In 1957, the first satellite, sputnik-1 was
launched and began the space age. In 1963, the first geostationary communication satellite
synom-1 was put into orbit. Conferences made allocations and put in place regulations
governing the….. by satellites of the radio frequency spectrum and associated orbital slots. In
1992, allocations were made for the first time to serve the needs of a new kind of space
service using non-geostationary satellites.
The ITU is unique among international organization in that it was founded as the principle of
cooperation between governments and the private sector. With a membership encouraging
telecommunication policy-makers and regulators, network operators, equipment manufacturers,
hardware and software developers, regional standards making organizations and financing
institutions. ITU’s activities policies and strategic direction are determined and shaped by the
industry it serves.
ITU publishes books and documents used by ships radio operators, including:
1. ITU manual for use by the Maritime Mobile and Maritime Mobile- Satellite
services 1992
2. ITU list of coast stations
3. ITU list o ship’s stations
4. ITU list of radio determination and special services and
5. ITU list of call signs and numerical table of identities of stations used by the
Maritime Mobile and maritime Mobile-Satellite services
17
17. For the safety, welfare and working condition of seafarer on board ship,
enumerate the various ILO/IMO regulations.
The main IMO conventions regarding safety, welfare and working conditions of
seafarers onboard are given below:-
4) COLREG – 1972
Deals with rules and regulation for preventing collisions and technical
details
1995 amendment including STCW code entered into force on 1st Feb
2002
Parties must have adequate SAR services in their coastal water and
to cooperate with other SAR organization.
9) SUA 1988 ( Convention for the suppression of unlawfull acts against the safety
of maritime navigation
In force 1st March, 1992, SUA protocol 1988 in force 1st March 1992
The main ILO convention related to safely, welfare and working conditions of sea
farers on board ship are as follows (About 30 convention related to seafarers)
1) ILO -147 Minimum standards convention
6) ILO -180 Sea farers hours of work and the manning of ships convention – 1996
8) ILO – 163 Sea farers welfare at sea and port convention 1987
10) ILO –165 Social security for sea farers convention 1987
12) ILO – 146 Sea fares Annual leave with pay convention 1976
Convention – 1948.
18
18. Under “Indian Merchant Shipping Act”, explain (i) Indian Courts and
their procedures towards a major casualty on a foreign flagship (ii)
Arrest of Maritime property (iii) Arbitration (iv) Liens
Ans 1) Indian Courts and their procedures on India we have the following Judicial
system
i) Lower Courts: For small Cities/ Towns
ii) High Courts: in each state
iii) Supreme Courts: in new official language of high court and supreme court is
English.
A part of civil law that deals with shipping field regarding collision damage of
cargo, salvage, arrest of ships etc. is called admiralty law. All cases that fall in
this category are heard by admiralty court.
At the time of independence only high courts of Mumbai, Chennai and Kolkata
had admiralty jurisdiction. By a judgement of Supreme Court, all the cases
regarding shipping field can be heard in the other high court.
Any suits against foreign ships owned by foreign companies which do not
residues or business in India are liable to proceed in the admirably side of high
court
The high court possesses jurisdiction over
1) MSAC Merchant Shipping Act 581 part ix safety any claims regarding.
a) Building, Equipment or repairing of a ship
b) LSA, FFA
2) MSA part X, collisions, accidents and liability any claims to damage one by
ship, loss of life or property due to collision
3) MSA pad XIII, Salvage, any claims in nature of salvage services
4) MSA part VII seaman and apprentices any claim by master or crew ……
wages agreements
5) MSA paid XII, investigation and inquiries any claims lot shipping causalities
1) Vessel registered in India
2) Any foreign vessels. India on India terrestrial wages
ii) ARREST OF MARITIME PROPERTY: Any ship that is not considered fit for
the proposal voyage or if she is a danger to the environment or vehicle for life in
any aspect that ship will be considered unseaworthy and she can be arrested
Any ship which is in India water can be arrested if required laid down by MSA S8
are not fulfilled.
1) MSA part IX safety
a) If ship does not comply with the requirements for hull, equipment and machinery
b) Does not comply with cautious regulations regarding lights to be carried and exhibited
distress signals to be observed and followed.
c) Ship not provided with proper LSA and FFA
d) If a ship has deficiency in radio telegraph its installation and operations on a
signalling ..
e) Does not carry valid certificates
2) MSA Part VI certificates of officers, if ship does not carry the minimum mandatory
requirements and their required certificates are not as per STCW 95
Ship can be given provisional detention by a surveyor of D.G. Shipping detention to master in
case of making the ship unseaworthy. The copy of this report must be given to the officer
concerned if the ship is a foreign flag.
The owner/circular officer can appeal against this report to court of survey for the port where
ship is detained. The owner may appoint an independent assessor who must be recognized by
both the surveyor as well as he independent assessor agree on declaration/release of ship than
the vessel will be accordingly declared as released.
The D.G. Shipping may at any have order the official release …. With as without conditions if
satisfied that the detailed ship is not longer considered.
It is appears that there was not reasonable cause for provisional detention the central govt.
shall be liable to pay the vessel owner his costs incidental to detention and survey by owner. If
the vessel is however proud has to pay on costs, expenses and fines to control govt. in addition
the owner must repair or remove the cause of detention at his own cost.
Arbitration
MSA 58 does not say much about arbitration. But is 1996 the Indian parliament passed the
arbitration and convention Act. This act recognizes the need of an arbitration award. It is the
resolution of the dispute, by one or more arbitration appointed by parties is disputed
1. Fast settlement
2. Low cost
3. Less formality
Lien is a claim or charge upon property, securing the payment of some debt or the satisfaction
of some obligation or duty. There are two classes of lien concerning ship:-
1) possessory liens
2) maritime liens
Possessory Lien :- A lien is a right to retain possession of a movable property(ships as well as
goods), pending the discharge of an obligation incurred for services rendered to or in respect of
the movable property.
It must be noted that the right to retain the property is based on possession; ON SURRENDER
OF POSSESSION THE RIGHT IS LOST; e.g. Port lien on the ship for services provided to her. A
carrier(the owner or charterer who enters in to a contract of carriage with a shipper) by sea, has
in common law, a possessory lien on goods in his possession in three cases:-
1) to recover unpaid freight (but not dead freight, demurrage or damages for
detention, for which a lien for recovery must be specifically contracted for)
2) to recover expenses incurred in protecting cargo(since the master may have acted
as an agent of necessity for the benefit of cargo owner)
3) to recover a General Average contribution due from cargo(although in practise
cargo is normally released once a General Average bond or guarantee has been
signed or security has been provided)
Possession of the goods may be actual (i.e. where the goods are on board the
carrier’s vessel) or constructive (i.e. where they are not on his ship but still under his
control e.g. in a warehouse etc awaiting delivery)
Maritime Lien: Maritime lien is a claim on a ship, her cargo, or both, as well as on the
freight she will earn, in respect of a service done to or injury caused by any of them. A maritime
lien is enforceable by proceedings “in rem” i.e. against the property involved, and not against
any person or persons who might own or manage or have possession of the property.
The lien can be enforced by arrest and sale of the property(unless security is given) and
the lien accordingly travels with the ship or cargo whenever possession of it changes, and is
good against a bonafide purchaser without notice, it is not dependent on possession.
Maritime lien survives even after the property passes into the hands of a bonafide
purchaser even though he neither knew about the lien nor could have known of it even after
exercising reasonable care.
So unlike mortgages, maritime liens are difficult to detect as they are not registered.
The purchaser of a vessel often comes to know of the existence of a maritime lien only after a
claim is made on the vessel by the concerned interests. For this reason, maritime liens are often
hidden or invisible liens.
No precise definition of a maritime lien is provided either in the domestic legislation in
India or in any source of international law including the relevant conventions of 1926, 1967 &
1993.
However, equitable lien is lost by sale of the property to a bonafide purchaser for value
provided the purchaser did not know about the lien attached to the property or could not have
learnt of it by exercising reasonable care before purchasing the property
19
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:
(j) A shipping casualty has occurred within the meaning of Act.
(k) The details of the voyage leading to the casualty.
(l) Events that led to the casualty
(m) Extent to which loss of life or loss of property has occurred due to
shipping casualty
(n) The causes that led to the casualty including act of incompetency,
negligence or misconduct of person or persons is concerned
The preliminary enquiry, which is held under section 359 of M.S.Act is
departmental enquiry and the proceedings of such enquiries are not released
to public. In conducting the preliminary enquiry, the officer has the following
responsibilities:
(1) To inform the central government and the state government concerned
where necessary of the detail of the shipping casualties occurring within
their jurisdiction
(2) To go on board the ship and inspect the same including machinery and
equipment, but not unnecessarily detaining or delaying her from
proceeding on any voyage
(3) To enter and inspect any premises to facilitate the completion of the
preliminary enquiry
(4) To summon persons he thinks to take statement to complete the
preliminary enquiry
(5) To demand the production of all log books, documents or papers he
considers necessary for the enquiry
(6) To submit the report to central government
If any person refuses to attend and answer or to produce necessary
evidence or to impede the enquiry, officer should call his attentions to the
power given to him. In case he still refuses, he can take action under chapter
X of the Indian Penal Code.
Persons who may be present at the examination; where the owner or
agent of a ship, a casualty to which is being investigated signifies his desire to
be present but only while witness belonging to the ships at which he is directly
interested are being examined, and he must be requested to remain silent.
He may take note of evidence, if he desires but should not interfere
examination of witnesses. Barring this, no person is to be present in room
during the examination of the witness excepting the deponent. The officer
conducting the enquiry and his clerk and if necessary an interpreter.
Professional lawyers are not admitted in to the proceedings of preliminary
enquiry or formal investigation. Whenever it appears that the event leading to
ship casualty, demand a formal investigation by court, the D.G.Shipping, by
virtue of power delegated to him under section 360 of M.S.Act may direct the
same to be held. On receipt of the order of director general the proper officer
shall make an application to the court of empowered under 361. the objective
of court empowered under 361 is not to punish anyone who may have been
at fault, but to throw light on the cause of casualty and to consider steps to
prevent such casualties in future. Only first class magistrates are empowered
to conduct these formal investigations.
The courts are assisted by assessors having the requisite technical
knowledge and are independent of all the interest concerned. The assessor
are appointed by the court out of the list which is maintained by the
directorate.
Where formal investigation involves or appears likely to involve any
question regarding cancellation or suspension of certificate of competency of
master, mate or engineer, the court shall be assisted by not less than two
assessors having the requisite experience in merchant marine service.
Apart from the officer on whose application this investigation is
undertaken, any person upon whom a notice of investigation has been
served, any other interested parties may be permitted to appear at
investigation and become a party to the proceedings.
On the appointment time and place for holding investigation, the court
can proceed with investigating witness the parties upon whom notice of
investigation have been served are present or not.
Report of court, unless the cancellation or suspension of any officers
certificate is not involved, the court need not tell its decision in open court. It
may send or deliver to the parties a copy of the report as required by 369 of
M.S.Act to be transmitted to the central government. The court should submit
its report to the central government in duplicate. Where cancellation or
suspension of officers certificate of competency is involved, the court may
deliver its decision in open court and also send or deliver to the parties a copy
of the report to be transmitted to the central government. Where the certificate
is suspended and the court has recommended a certificate of lower grade
should be issued, the same shall be issued by D.G.Shipping through the
principal officer concerned.
The power to cancel certificate of competency – The certificate of
competency may also be cancelled by central government under provision of
373 of M.S.Act
20
. 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) Surveyor’s Certificate
b) The Builder’s Certificate
c) Any instrument of sale, by which the ship was previously sold.
d) All declarations of ownership.
1) Surveyor’s Certificate:
The owner of the ship which is to be registered in India makes the
arrangements for the vessel to be surveyed by a surveyor, who then ascertains
the tonnage of the ship. The surveyor grants a certificate, specifying the ships
tonnage and other particulars. This certificate is delivered to the Register for
purpose of registry.
2) The Builders Certificate:
In case the ship is built in India, a Builders Certificate i.e. true account of proper
denomination and the tonnage of the ship as estimated and the name of the
person, if any, on whose account the ship was built o be submitted to the
Registrar. If the ship is built outside India, the same evidence should be produced
as in case of a ship built in India. If the place and time of her building are not
known or if the builders’ certificate cannot be produced, then the instrument of
sale under which ship was sold earlier is required.
3) If the ownership of the ship has been changed in the past. Those
instrument of sale is required at the time of registry.
4) Declaration of Ownership :
Owner (i.e. a person/company) should sign a declaration of ownership in the
prescribed format containing following.
a) Statement containing citizenship of India.
b) A statement of the time and place where the ship was built. If the ship
was built outside India. 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 wih the merchant shipping (Tonnage
measurement) Rules 1987, as amended from time to time, for the purpose of
issue of a certificate of survey.
After the formalities enumerated above have been gone thro’, Registrar issues
a carving and marking note. This note is o be returned to the registrar after
carving and marking have been duly carried out on the ship in the prescribed
manner & certified by surveyor. It involves carving of name of the ship
conspicuously on each side of her bows as well as insertion permanently on her
stern the name of the intended port of Registry.
After entering the required particulars of the ship in the register, the registrar
issues a certificate of Registry to the owner.
21
Ans. The main source of ship finance in India is now “ The Shipping Credit and
Investment Corporation of India”, and the Nationalised Banks. The Shipping
Development Fund committee provided for continuous & non-lapsable source of
finance to shipping until its abolition in 1986.
A registered ship or a share therein maybe made a security for a loan or
other valuable consideration and the instrument creating the security is called a
mortgage.
Mortgage constitutes an ideal form of security since it allows the mortgager
to continue his business as a going concern, at the same time subjects the
mortgaged property to some sort of control by the mortgagee.
It enables the mortgagee to take possession and realise the security if the
owner/debtor defaults or jeopardises the value of the security.
Mortgages are visible claims as national laws generally provide for
registration of mortgages with the registrar of ships & when the ship is mortgaged
to more than one party, the priority between them is determined by the date of
registration & not according to the date of mortgage itself.
From the date of registration, mortgagee is protected against all
unregistered mortgages or charges as well as against its trustee in bankruptcy.
Section 47 & 54 of M.S. Act 1958 & M.S Rules 1960 contains provisions
related to mortgages of ships. Under section 51 as amended in 1993 details of
rights of mortgagee is described.
When there is only one registered mortgagee of a ship or share, he shall be
entitled to recover the amount due under the mortgage by selling the
mortgaged ship or share without approaching the high court.
When there are two or more registered mortgagees of a ship or share, they
shall be entitled to recover the amount due under the mortgage in the high
court, and when passing the decree or thereafter, the high court may direct
that the mortgaged ship or share be sold in execution of the decree.
Every registered mortgagee of a ship or share who intends to recover the
amount due under the mortgage by selling the mortgaged ship or share shall
give an advance notice of fifteen days relating to such sale to the registrar of
ships port of registry. This notice shall be accompanied with the proof of
payment of the wages and other amounts due to seamen in connection with
their employment on that ship in accordance with the provisions of the M.S.
Act 1958
22
1) When a seaman dies during a voyage on Indian Coast & ship proceeds to a port
in India, Master shall within 48 hrs after his arrival at his port of destination in
India, pay and deliver any property to Shipping Master at that port.
2) Deduction made by master in such account shall not be allowed unless
verified by an entry in official log book, and also by such vouchers, if any, as
may be reasonably required by shipping master.
3) A shipping master in India shall grant to a master upon due compliance with
such provisions of this section as relate to acts to be done at port of destination
a certificate to that effect.
4) Shipping master to whom effects of a deceased seaman are delivered, or
who take charge of such effects under this act may if he thinks fit, sell the
effects & proceeds of any such sale shall be deemed to form part of property of
seaman.
5) Before selling any valuables, shipping master may try to endeavour to
ascertain the wishes of next of kin of deceased seaman as to the disposal of
such valuables, if practicable and lawful, comply with such wishes.
6) If seaman engaged in any ship, voyage of which is to terminate in India, dies
during that voyage, master of ship shall report death to next of kin of seaman
and to shipping master at his port of engagement and shall take charge of any
money or effects belonging to seaman. Master shall enter in official log book,
the following particulars:-
i) a statement of amount of money and detailed description of other effects.
ii) a statement of sum due and amount of deduction if any.
7) The said money, balance of wages and other effects are in this act referred
to as property of seaman or apprentice.
8) If master fails to comply with provisions of this act, he shall be accountable
for such property to the shipping master, and shall pay and deliver accordingly.
9) Where any property of a deceased seaman is paid or delivered to a shipping
master, the shipping master, after deducting for expenses incurred in respect of
that seaman or of his property such sums as he thinks proper to allow may pay
and deliver the residue to claimants who can prove themselves to the
satisfaction of said shipping master and said shipping master is discharged
from all further liability.
10) Where no claim to property is received within one year, shipping master
shall sell the property and pay proceeds of the sale into public account of India.
11) If after proceeds of sale, any claim is made to the satisfaction of shipping
master, claim shall be paid and if claim is not established, claimant can
approach court.
12) After expiration of 6 yrs, from receipt of such property by shipping master,
no claim to such property shall be entertained without enacting of central
government.
23
Ans) (1) Apportionment of Damages: When ship collides, most important aspect is
to come to the degree of blame attaching to each ship, which is arrived at an the
basis of faults in navigation of each ship for instance 60-40, 70-30 etc., each ship is
responsible to that percentage of the total claim.
(2) Proportionment fault: Proportionment fault is the degree of blame attaching to
ship
(3) Collision liabilities: In case of collision the …….. doing ship is liable to make good
all damages/less suffered by the other ship. This includes cost of repairing the other
vessel cost of cleaning pollution caused by collision removal of wreckage and also
loss of earnings of the other ship
(4) Proportionment fault: In certain countries both vessels are presumed to be
negligent on 50-50 bases
(5) Jurisdiction in collision case: Jurisdiction in case of collision means which
country’s law will apply. Generally the law of the country where they sue of filed
applies. But by agreement generally it is United Kingdom jurisdiction, because the
clubs who are active in determining collision liabilities they prefer London
jurisdiction.
24
24. What are the various collision liabilities under international maritime
law? How the economic laws in ship collisions are assessed? Highlight
your views on “ collision and conflicts of law “?
Ans. Collision Liability
When ever by the fault of two or more ships, damage or loss is caused to one or
more of them or to the cargo of one or more of them or to any property onboard
one or more of them the liability to make good the damage or loss shall be in
proportion to the degree in which each ship was at fault. If it is not possible to
establish different degree of fault, the liability shall be apportioned equally.
Salvage or other expenses, consequent upon that fault, recoverable in law by way of
damages.
When ever loss of life or personal injuries are suffered by any person onboard a ship
owing to the fault of that ship and of any other ship or ships, the liability of the
owners of the ship concerned shall be joint and several.
When a proportion of the damages is recovered from the owner of one ship, which
exceed proportion in which she was at fault, the said owner may recover by way of
contribution the amount of the excess from the owner of the other ship or ships to
the extend to which those ship were respectively in fault.
In every case of collision between two ships it shall be duty of the master or person
in charge of each ship, if and so far as he can do so without danger of his own ship,
crew & passengers if any as to rendered to the other ship, her master crew &
passengers if any.
a) To render to the other ship, her master crew & passengers, it any such assistance as
may be practicable and may be necessary to save them from any danger caused by
the collision.
b) To give to the master of other ships the name of his ship and of the port to which
she belongs and also name of port from where she comes.
When ship has sustained or caused loss of life or any serious injury to any person or
material damage or hull damage, effecting seaworthiness, the owner or master shall
with in 24 hours transmit to the central Govt. or the nearest PO with full ship details
non appearance of the ship, owner shall inform Govt. in writing with all ship details
name, official no. port of Registry etc. Internal convention for unification of certain
Rules of law with respect to collision between vessels, 1910 (Brussels) Ratified by
India.
1. At least one vessel must be a sea going vessel, collision may take place any where.
2. In case of doubt or force majored damages are borne by those who suffered them
even if one of them is at anchor or made fast.
4. If two or more vessels at fault liabilities in proportion to the degree of faults resp.
committed. If in doubt, liability is equal (MS act section 345).
6. Limitation of liability of ship owner to persons on board is left to each country (MS
act s-345).
8. Right of action for recovery not subject to fulfillment of any special formality.
9. Barred after two years. Action for recovery of other ships contribution barred after
one year from date of payment can be extended by the law of court.
10. Master is bound to render assistance to vessel, crew and passengers of other
vessels, exchange names, port of Registry and ports from and to (MS Act s-348)
11. Without prejudice to ship owners limitation of liability or obligations arising from
contracts of carriage (MS act -345)
12. Application for damages even when no collision actually takes place.
Where the payment by the assured is a result of a collision with the other vessel.
Can be extended to 4/4 th cover (if clause 40 is expressly agreed to in writing by the
underwriters.
was formally called, and is still often referred to as, the running down clause or
(RDC).
was originally intended by under writers to make ship owners more careful with the
navigation of there vessels, since they would be carrying a quarter of the risk
themselves.
The one fourth of liability not covered by the underwriters under the policy is
normally insured under the ship owner's normally insured under the ship owner's P
& I club policy.
Allows vessels owned wholly or party by the same owner, or under the same
management, to be treated in the event of collision or salvage as if they were owned
by different companies. In such cases liability is to be referred to a mutually agreed
rule arbitrator.
Conflicts of law : When collision take place in international water, it become difficult
to decide that which ships, flag / state law will apply or law of near coastal / state
will apply.
25
25. Differentiate between official logbook, deck and engine room log books.
Highlight their salient features and differences. Also, enlist the number
of documents, which are handed over by relieved Chief Engineer during
signing off from a vessel.
2) Must be completed in accordance with M.S. (official log book) regulation 1981, as amended
3) Must be kept in one book covering all seaman onboard and remains in force from time of
opening crew agreement until closure of crew agreement.
6) Each entry must be dated and the master commits an offence if an entry is not made, signed
and witnessed in accordance with the regulations and the schedule.
it maintains recording of the openings and closing of watertight doors and connivances
listed in the M.8. (closing of openings in hulls and in water tight bulk heads)
regulations 1980
b) Radiotelegraph (W/T) wg
it includes routine tests of equipments in part ‘1’ and part ‘2’ records duty of radio officer
and particulars of messages transmitted and received.
It records details of operators battery condition, battery charging, messages transmitted and
received.
d) GMDSS Log
Required under regulation 17(1) of the M.S. (Radio Installations) regulations 1992, be
maintained on all vessels and made available for inspection. It records details of:-
Under regulation 10 of M.S. regulations 1996, must be kept onboard all tanker (above
150GT) and all non tankers (above 400GT) for machinery space operations (all ships);every
oil tanker of 150 GT and above must also have an oil record book (part ‘2’) for cargo and
ballast operations.
The E/R and Mates log book should be signed by chief engineer and chief officer,
ensuring correctness of its contents
a) Bridge books and movement book
Record entering and leaving of port, engine movements, change of course etc.
Cargo Record Book
It is required as per regulations. It is a requirement under chemical and gas
carriers codes, as well as for ships carrying noxious liquid substances.
Number of documents handed over by chief engineer during sign off:
1. List of status of surveys/certificates , quarterly listing
2. ‘Condition of class’ (stated) if any
3. Handing over report
4. Fuel oil, diesel oil/lube oil soundings confirm actual figures
5. Voyage requirements for fuel. Lubes
6. Bunkers expected and consumption record
7. Oil record book
8. ‘PMS’ status of main, auxiliary and electrical machineries
9. Spares onboard
10. Stores onboard
11. Alarm checklist
12. Critical equipment checklist
13. Special and precision equipment onboard
14. Records of port state inspections-LSA/FFA
15. Cargo equipment maintenance records
16. Technical file: list of critical components/spares affecting NOx/SOx
17. Bunker delivery receipts
18. Special tools
19. List of manuals and drawings available on board
20. Training records
26. State the Importance of maintaining log book records during a watch
and vessels stay in port. Elucidate the procedures involved relating to the
entries made for the data during watch – keeping. Which data records
concerned with main engine you find most important and why ?
i) The log book serves as a legal document in the event of an incident to prove the functioning of
equipment.
ii) It serves as evidence of various requirements of different states regarding tests / checks to be
carried out prior arrival of their waters (These should be logged accurately).
iii) Recording of various parameters of machinery helps in identifying a trend. And deviation them
normal parameters would point an impending breakdown of machinery.
iv) Logging of the parameters terms an important part of the condition monitoring process and
hence plays a important role in the preventive maintenance.
v) Last but not the least, it ensures that watch keepers take diligent care in checking the
equipment / condition of machinery as they sigh the entries in the log book for their watch
thereby taking responsibility of the watch.
Procedures relating to entries in the log book.
i) Entries to be made neatly clearly and legible.
ii) It there is any need for cancellation the previous entry is to be legible and countersigned by
the person carrying out the cancellation.
iii) As far as possible readings to be taken from the local instruments and not the remote gages.
iv) Entries to be accurately made and filled in the relevant column / row.
v) All the entries relevant to the machine to be made as far as possible.
vi) Additional operations / incidents to be logged down in the reruns / column.
All operating parameters of operating machinery should be logged down in the respective
columns or spaces reserved for them. The flow meters should be logged down to enable calculation
of consumptions other than the above C/E will log down following after calculating.
F.O. consumption for M/E, A/E & Aux blr.
Engine rpm
Distance by engine observation
Propeller ship.
F.O. / L.O. / FW ROB
The most important parameter regarding M/E would be the main L.O. pressure.
Maintaining the L.O. pressure within the specified range would ensure proper supply to the
bearings sliding surfaces, thrust pads, pistons etc. If the L.O. pressure is lower than what is required,
starvation of oil would lead to damage to bearing chances of hot spot and crankcase explosion.
There by putting the main propulsion machinery out of action.
Other than the above, the other parameters are
i) Exhaust temperatures.
These would indicate proper combustion
ii) Scavenge pressure and temperature
iii) Engine load (fuel index)
iv) Piston cooling temperatures.
v) Jacket water temperatures.
27
Ans.
General Cargo Ship with Ro/Ro side ramp and icebreaking capability. Single screw,
CPP, geared to two main engines.
• The ship’s capacity is 140 cars, 36 trailers, and 576 containers (TEU).
Turning Circles
Full Ahead
Slow Ahead
• ”Full Ahead,” both engines on line, with a pitch setting of “10,” and 540 rpm is
listed on the maneuvering diagram as 18.1 knots.
• ”Slow Ahead,” both engines on line, with a pitch setting of “4,” and 420 rpm is
listed on the maneuvering diagram as 11.4 knots.
All these data were confirmed by the surveyors by checking manuals, log book
records and planned maintenance. They found that the engine condition was
satisfactory at the time of incident.
Nisqually Reach
Balch Passage, between McNeil and Anderson Islands, was the path the Pilot
intended to take from the start of the transit.
Nisqually Reach, south of Anderson Island, was the track the Master understood the
vessel would follow.
The Pilot: Master 1600 gross tons, Second Mate any gross tons, Oceans. First Class
Pilot any tons, Puget Sound. Sixteen years experience as pilot. No other incidents.
The Master: Master’s license (Russia). Reported working as a pilot in Murmansk for
five years. Worked aboard MONCHEGORSK before. Russian was first language,
scored well on English language proficiency test. No interpreter necessary.
Course recorder information had to be adjusted for both course and time because
the Chief Officer did not start it before the MONCHEGORSK departed the dock. He
annotated the time as 1737. Using the ship’s position as recorded by the Chief
Officer on the chart, an additional correction of 2 to 3 minutes was found to be
necessary. A suggested 6-minute adjustment was checked but did not correlate well
with other data. The 32-degree course correction was derived from the recorded
heading versus the observed grounded heading.
Extract from the bell logger tape. Note the slowing of the MONCHEGORSK’s
engines starting at 1820 as the ship rounded Devil’s Head. Note also the one-minute
backing bell at 1826.
Some of the error chain indicators that were present as the MONCHEGORSK
grounding played-out.
• Distraction. The Pilot stated that he was concerned with small vessel traffic.
• Inadequacy and Confusion [loss of control]. The Pilot said he knew the
heading had gotten too far over and realized he needed to come hard to port or stop
the vessel. The Helmsman stated he knew the ship had to proceed more to port, but
he received starboard helm orders. The Chief Mate said he wondered about the
Pilot’s starboard turn order, and attempted to contact the Master regarding the order.
• Communication Breakdown. The Chief Mate did not call the Master upon
learning of the Pilot’s intent to deviate from the intended route. The Chief Mate was
apparently unaware of the Pilot’s concern for small vessel traffic in Drayton Passage.
• Non Compliance with Plan. The planned route was not followed.
• Procedural Violation. The Chief Mate did not call the Master about the
deviation from the intended route despite a standing order to the contrary.
The engine room log book, pms records were thoroughly checked. The chief
engineer was interviewed to find out any malfunctions with the engine or steering, or
any stoppages or breakdowns before the incident. It was also checked whether any
maintenance work was carried out on main engine or steering prior departure. The
main engine trying out record in ahead and astern directions, and steering and
emergency steering trying out prior departure port records were verified and were
found satisfactory.
Alarms and controls trying out records in pms were also checked. Hence it was
confirmed that the machineries were running satisfactorily at the time of incident.
Lessons-Learned
Investigation Notes
• Alcohol testing was not conducted due to equipment problems. Alcohol could
not be ruled out categorically as a factor.
• Voyage Data Recorders - should help sort out events during future incidents
once the requirement is implemented internationally.
28. Describe the objective for maintaining records onboard. What are its
categories? Enlist the record keeping items under each categories
substantiating with reasons. Give an example by which the records
generated by the shipboard maintenance activities may also be seen as
a data base from which valuable management information can be
retrieved.
Ans. The objective of maintaining record onboard is to 1) Meet with the requirements of the
various International regulations & 2) reduce the down time which may be involved
during "critical maintenance ' or break downs" The records of regulatory certificates
reveals the certificates due for renewal before their expiry date. Action for their
renewal can be therefore taken well in advance, thereby ensuring continued
seaworthiness of vessel. Basically "Records" reveal the information for planning
maintenance in next ports and surveys to be carried out. There are two categories of
records maintained onboard.
Externally generated and internally generated records.
Externally generated records are :
1) Class survey records, reports and certificates
2) Statutory records of reports and certificates
3) Port state control reports / records
4) Report of vetting organization
"Internally" generated Records are :
1) Records of routine, inspection and maintenance work.
2) Record of testing alarms, and emergency shutdowns.
3) Superintendents visit and inspection records
4) Internal and external audit reports
5) Records of non-conformity and corrective action taken .
6) Records of accidents and Hazardous occurrences
7) Spares and store maintenance records
8) Delivery Notes
9) Personnel records comprising of
i) Seaman's Document (CDC, PASSPORT etc.)
ii) Medical fitness certificate Report.
iii) Certificate of competency of officers / ratings
iv) Statutory courses Attended.
Externally" generated records can assist giving following valuable management
information :
Class survey records / Reports :
Continuous survey and inspection of machinery within the stipulated period should always
be compared with or else the ship cannot ply (or) claim any insurance. Therefore 'Records
of class certificates help us to plan and organize the surveys due thereby maintaining the
vessel in "class" at all times.
Statutory survey certificates / Records :
All safety, pollution prevention and critical equipment onboard has to be periodically
inspected by the administration and certified well kept records will enable this inspection to
be carried out prior to expiry of the certificates, so that the vessel trading in the international
water in not effected.
PSC inspection records :
All the PSC inspections reports shall be recorded and the latest PSC records
deficiency shall be rectified within the accepted time frame and PSC should be informed. If
any vessel undergoes PSC inspection of one port, it need not be inspected by another PSC
within a period of 6 months from that date, unless otherwise any specific reason is
established this can be proved only when we have the previous records. This will be
sufficient to show weather recommendations of previous PSC inspection have been fulfilled /
completed with.
Vetting Inspection Records :
Vessels in the tanker trade need "vetting records" to be maintained it is the critical
inspection of shipboard safety and operational procedure w.r.t. preventive maintenance plan,
regulatory compliance plans and crew training programs.
Many tanker charter parties now certain venting clauses that mention owners
warrant that the vessel, at all times shall be accepted by major oil companies under their
vetting program. Owners to arrange for inspection as and when required at their time and
expense.
INTERNALLY Generated Records
i) Records of Routine (Log Books), inspection and maintenance :
This helps the vessel in general up-keep in normal operating conditions the records
unable us to plan when to carry out different types of routines inspection and maintenance.
Previous records also help us to know any special produce or tools to be used for
maintenance pertaining to that particular machinery. Therefore previous records (history
book) should be referred, before planning any maintenance.
ii) Records of safety and emergency equipment :
To ensure the safety of life and property on board all safety and emergency related
equipment should be tested and recorded, there should be sufficient spare onboard (known
from the previous consumption) and it any deficiency / shortage is observed indents must be
placed.
iii) Superintendent inspection and internal / external audit records :
As per ISM (SMS) requirements a vessel shall be inspected by a company official every 3
months; there must be a documented evidence and his reports recorded.
Reports of Internal / External Audit as per 15 m (SMS) should be documented and
should be readily available in case of a PSC inspection.
iv) Spares and store Inventory Records :
These records very closely depend upon the maintenance records. So proper
maintenance will reflect the requisition to be made for indenting spares and stores which
should be received well in time before the date of planned maintenance.
v) Delivery Notes :
When receiving F.O. or L.O. bunkers 'Delivery notes' shall be signs by both the
parties and one copy kept on board as a record and other one should be sent to the
company.
The 'note' should have all details like grade, properties, time of supply, made of
supply, name of supplier or any short supply. Any dispute should be recorded. If any enquiry
occurs for whatsoever reactions the 'delivery note' will play a vital role as a record of proof.
Personal Records :
All personnel onboard shall be in possession of required certificates / mandatory
courses as per STCW-95 and medical fitness certificate the records will shown the status /
details of all the personnel and that the immigration requirements have been met with. The
validity of the certification immigration requirements have been met with. The validity of the
certificate should be taken into account when planning sign off/ on. All overtime records of
crew shall be maintained as per 'ILO' requirements.
Maintenance records may be seen as database from which valuable management
information can be retrieved. An 'example' is given below :
Consider a particular records of maintenance of any equipment, from this the
company superintendent, can come to a conclusion that the maintenance period should be
increased (or) decreased.
We have take an example of cleaning of waterside of sea water cooled L.O. cooler of
an Auxiliary engine. Now say if ship is operating along the Indian coast them due to muddy
water; water side of the cooler will become dirty very soon and the performance of cooler will
deteriorate faster, where as when the ship is beastly plying an high sea the performance of
coaster will be normal for longer period of time.
So from previous maintenance records we can alter the maintenance plan for sea
water coolers i.e. vaulting in optimum efficiency and savings of the men working hours.
29
29. With reference to record keeping onboard, discuss (i) the necessity of
proper filing (ii) efficient control of follow up and verification activities
(iii) accident investigation.
Describe a situation onboard, which will highlight the importance of
record keeping of above three cases.
Ans. : (i) The necessity of proper filing - Proper filing of a document mean it should go in a proper
file with proper no & in proper order at proper time. It should have month & year
section. Once a file is maintained in proper order it.
(i) Efficient control of follow up & verification :- follow up means keep your self updating
regarding the inquiry you have sent for answer it to know progress. If this
communication is a paper correspondence it is very important to have initial letter no or
reference no. if it is an e-mail that it is always better the whole correspondence should
be sent every time if on communicate.
All the correspondence carried out including the follow up request should also be filed.
(ii) Accident investigations - Records are the main key to investigate the reasons for any
accident. The records can tell whom , how this problem started & what were initial
indications what steps were taken to remove the problem.
To highlighted the importance of record keeping let us take an examples of head inquiry due
to breaking of helmets by falling hammer. (Requisition filed) we received helmets in store,
the received ones were not of same standards we have asked for (invoice filed)
All the documents were filed um proper order so a smooth investigation was followed
Ans. The objective of maintaining records on board is to reduce the downtime which
may be involved during critical maintenance or breakdowns. The records of
regulatory certificates reveal the certificates due for renewal before their expiry
date. Action for removal can therefore be taken well in advance thereby ensuring
continuous seaworthiness of the vessel. Basically records reveal the information
for planning, maintenance in next ports & surveys to be carried out.
Almost every activity on a sailing ship demands for records or recording that
activity. Some of them requires time together with authorised personnel
notification and some of them are only important for the date of the activity or
task. It is such a broad term that single line definition is not viable.
To differentiate between necessary records and unnecessary records there is
not a demarcation line but we can say that certificates do have a validity period
and must be kept on board for that validity. Once it expires we can still keep till
new certificate is issued and after that the old one can be discarded, within the
accepted time frame & PSC shall be informed. If any vessel undergoes PSC
inspection in one part it need not be inspected by another PSC within a period of
six months from that date unless otherwise any specific reason is established.
Vessel in tanker trade need “vetting records” to be well maintained. It is the
critical inspection of ship board safety and operational procedures with respect to
preventive maintenance plan and crew training programs many tanker charter
parties now contain vetting clauses that mention owners warranty that the vessel
at all times shall be accepted by major oil companies and chemical companies
under their vetting program. Owners to arrange their inspection as and when
required at their time and expense.
Internally generated records:-
1) Records of routine inspection and maintenance work
2) Records of testing alarms and emergency shut downs
3) Superintendents visit and inspection records.
4) Internal and external audit reports.
5) Reports of non conformity and corrective action taken
6) Records of accidents and hazardous occurrences
7) Spares and stores maintenance records
8) Delivery notes
9) Personnel records comprising of—
a) Seaman’s documents(COC, passport, courses)
b) Medical fitness certificate report
c) Certificate of Competency of Officers/Ratings
d) Statutory Courses attended, etc.
31
Charter party: In trumping the market conditions strongly influence the freight
that has to be paid. The contract between two parties is called the charter party.
Charter parties are contracts of affreightment under which the shipowner, in return
for a sum of money called the freight or charter hire aggress to carry goods in bulk
by sea or provide services of a vessel for the purposes of such carriage.
There are no international conventions governing charter parties. Most countries
have also not made laws for regulating chartering practices. The terms and
conditions of charter parties have been evolved over a period of years in preparing
with the growth of maritime commerce and the shipping industry.
Organization like the UK chamber of shipping and the BALTIC INTERNATIONAL
MARITIME CONFERENCE (BIMCO) in Copenhagen have played a significant role
in evolving international accepted CHARTER PARTIES. Besides such standard
forms, there are also a number of private charter parties forms evolved by individual
commodity producers and merchants. Thus, charter parties could vary from place to
place and also from one commodity o another.
The chartered will normally employ brokers to fire a ship for the carriage of their
cargoes. They may be carrying their own goods or goods of another party. They
maybe a member of a consortium conference on other multi party agreement or may
be outsider.
There are three important elements concerning chartering
The owner he who puts his vessel or part of the vessel at the disposal of another
party for carriage of cargo.
THE CHARTERER : He who hires the vessel and pays for it
The FREIGHT : The amount of money which the charterer has to pay the owner for
hiring of the vessel.
According o the contract both charterer and the owner have their own
responsibilities with respect to the fired costs and the variable costs in the use of
vessel. The charter party are normally claused to allow charterers to sublet the vessel
in whole are impart on condition that the charterer remain responsible to the
shipowner for the performance of original charter.
There are different types of charter parties
1. Voyage Charter
2. Time Charter
3. Bare boat Charter
Freight:The fright is expressed as per ton loaded cargo. This is usually expresses in
dollars per MT or long ton. Freight is the remuneration payable by charters to the
owners for the performance of the contract and may be called charter party freight.
This is normally payable in accordance with the terms of a freight clause which
stipulate the amount of freight the time for payment and the method of payment.
This is often payable under the charter party terms partially or fully in advance e.g.,
on loading on issue of Bill of Lading
Dead freight is not genuine freight but owners compensation for loss of freight,
payable by charterers on a quantity of cargo short shipped i.e., a quantity they
agreed upon but failed to load
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 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.
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.
DEMURAGE: Rate of amount payable per “weather working day” a portion
thereof to the shipowner 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
shipowner or beyond control of the chartered.
OFFHIRE:It is the responsibility of the owner to provide the vessel in a
seaworthy condition for the purpose of the contract and the time of contract
making. Owners usually agree to exercise due diligence to make the vessel
seaworthy for each voyage during the charter period.
A term charter party usually contains an undertaking by owners to maintain the
vessel in a good condition throughout the charter period and owners may be
required to keep the vessel in the condition she was stated to be in when the
contract was made. The term off hire means that in certain circumstances for
which the charterer is not responsible, the hire will be temporarily suspended. So
the hire of the vessel is suspended when the charterer cannot use the vessel for
which he had hired it.
The circumstances in which “off hire” is allowed are given in the charter
party.(eg- dry docking, strike of officers, crew, breakdown of machinery, to
maintain efficiency of the vessel, deficiency of owner stores etc.)
The boiler and piston cleaning is included to allows owners to carryout
maintenance of machinery. This period is normally 48 hours per year. The vessel
goes off hire if period of maintenance is exceeded.
If deviating for owners purpose eg-landing a sick man, repairs, dry dock the
vessels will be off hire from the moment of deviation until she is ready to resume
service in a position not less favourable to the charterers.
A deduction of hire is calculated on the basis of fuel used in deviation including
F.O and D.O at the port deviated to.
But if deviation is for the charterer purposes eg.: stress of weather the vessel
will remain on hire.
32
CARRIER’S 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 SDR’s per
package or 2SDR’s 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 shipper’s responsibility to provide accurate information about the cargo.
(ii) Following information must be included in the B/L
(a) Shipper’s identity (b) Vessel name
LIABILITIES OF SHIPPER
1. If the value of goods has not been declared in the B/L the shipper will
get only 666.6 SDR’s per package or 2 SDR’s per kg
2. In case of loss or damage, written notice must be served on the carrier
within are year of delivery of goods.
. Charter : is the contract between the ship owner and the chatterer for the use of a ship or her
cargo space for a particular voyage or for series of voyages, or for a stipulated period of
time.
o Contracts for carriage of specified quantities of cargo in specified vessels between
specified ports i.e., voyage charter.
o Contracts for hire of specified vessels, including
o time charters
o bare boat charters (also know as "demise charters).
Bareboat charter :
is a contract for the hire of a vessel for an agreed period during which the charterers
acquire most of the rights of the owners.
is most usually on the BARECON 89 charter party form
is used by owners such as banks & finance houses who are not prepared to operate or
manage ships themselves.
may be hinged to a purchase option after expiry of the charter or during the hire period.
In essence the vessel owners put the vessel at the complete disposal of the charters and
pay the capital costs, but no other costs. The charters have commercial and technical
responsibility for the vessel, and pay all costs except capital costs.
The "BARECON A" from under which the owners bear responsibility for insurance
premiums, was designed by BIMCO for short period chartering.
The "BARECON B" form was designed as a long-period, financial type of contracts,
mainly for new buildings although it can be modified for second -hand tonnage. The
charters are responsible for insurance premiums.
BARECON 89 is an amalgamation of the BARECON "A" and "B" forms.
There will be an arrangement for on hire survey.
In the case of new ship building the survey procedures can be done in the yard itself
according to the agreement. Other cases there is a thorough examination considering
the following points.
- Bunkers on board
- Stores & spares on board.
- General condition of the vessel.
- Certificates validity
- Tanks condition
- Sea worthiness.
As a Chief engineer, he is responsible for maintaining the equipment in good condition.
Bunker on board to be properly calculated and kept ready for the surveyors to check
cleanliness and proper P.M.S. system has to be maintained in view of seaworthiness. It is
a more stringent survey since the charter take the responsibility of the vessel in full
respect except capital cost. All crew members to be aware of the safety procedure and
safe working practices according to the company's quality management system. In this
regard proper training and briefing to be given before surveys.
Voyage Charter : is a contract for the carriage by a named vessel of a specified quantity
of cargo between named posts or places.
The ship owner basically agrees that he will present the named vessel for loading at the
agreed place within an agreed period of time an following loading, will carry the cargo to
the agreed place, where he will deliver the cargo.
The charter agrees to provide for loading, within the agreed period of time, the agreed
quantity of the agreed commodity, to pay the agreed amount of freight, and to take
delivery of the cargo at the destination place.
In effect the chatterers hire the cargo capacity of the vessel and not the entire vessel.
The owner must provide the master and crew, act as carrier and pay all running and
voyage costs, unless the charter party specifically provides otherwise.
The survey under voyage charter is not very strict as compared to other charter party :
The charter mainly interested on sea worthiness and condition of the cargo space. The
surveyor look for whether the vessel can carry the
\
cargo of particular quantity and to be able to discharge within an agreed period of time.
As a Chief Engineer he should take care of cargo hold/ tank, cargo gear condition.
It any repairs to be necessary to keep in good condition, that has to be carried-out. He
has to prove that the ship is able to carry the cargo safely and vessel able to reach in
proper time which is agreed.
Time charter : is a contract for the hire of a named vessel for a specified period of time.
The charters agree to hire from the ship owner a named vessel, of specific technical
characteristics, for an agreed period of time, for the chatterers purposes subject to
agreed restrictions. The hire period of time, for the charters purposes subject to agreed
restrictions. The hire period may be the duration of one voyage (a "trip charter") or
anything up to several years ("period charters")
The ship owner is responsible for vessels running expenses i.e., manning repairs and
maintenance, stores, masters and crews wages, hull and machinery insurance, etc. He
operates the vessel technically, but not commercially. The owner bear no cargo handling
expenses and do not normally appoint stevedores.
The charters are responsible for the commercial employment of the vessel, bunker fuel
purchase and insurance, port and canal dues (including pilot age, towage, linesmen etc.),
and all loading stowing / trimming / discharging arrangements and costs.
A directions and logs clause requires the charters to provide the master with all
instruction and sailing directions and the master and Chief Engineer to keep full and
correct logs accessible to the chatterers or their agents so that they can monitor the
vessels efficiency stevedoring damage notification forms and log abstracts will usually be
required to be rent to the chatterers.
On-hire survey and delivery certificate : There will be usually an agreements that there
will be an on-hire survey or delivery survey to establish :
Bunkers remaining on board (R.O.B.) in order to determine the quantity the chatterers
will have to pay the owners for.
The general condition of the vessel
That tanks or holds are fit for the carriage of the contemplated cargoes.
Holds of a dry cargo vessel must be dry and swept clean, etc. and tanks for oil or
chemicals must pass survey and be certified fit.
The on-hire survey is usually carried out by jointly approved surveyors, paid for 50/50 by
the owners and the chatterer. Time spent on the survey is normally at the owner's risk,
i.e., the vessel is not on -hire until passing of the survey.
A delivery certificate should be issued by the surveyor to confine the date and time of
hand-over, bunkers R.O.B. and the condition of holds or tanks. The certificate should be
attached to the survey report and is a vital document for the assessment of hire
payments due and the commencement of various chatterer liabilities.
The on hire survey should not be confused with the condition survey that may be
required by a prospective chatterer, particularly where this is an oil company or in the
case of older tonnage.
As a Chief Engineer, one should calculate the bunker on board correctly and to keep all
machinery in good condition. He has to prove that ship is able to satisfy charter party
requirement regarding fuel consumption and speed. Any maintenance required for
cargo holds or tanks to be 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 chatterers are given the option of redelivering the vessel "dirty" a sum in
compensation to the owners will be provided for.
The off hire survey will normally be carried out by an independent surveyor to ascertain
the extent of damage done during the charter, bunkers R.O.B. etc. The redelivery clause
may provide that repairs necessary to make a vessel sea worthy must be done
immediately on redelivery, and any other repairs at a more convenient time, e.g. at the
next dry-docking.
The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b. are measured
so that they can be "brought back by the owners. The condition of the vessel and her
cargo spaces is examined for damage attributable to chatterers operations. A redelivery
certificate should be issued to the master.
As a Chief Engineer, he should check the bunkers r.o.b. and condition of the cargo
spaces. If any repairs to be done has to be notified to the surveyor.
36
Ans: (a) WORLD SCALE: This is used for tanker’s 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:
10) Simplified negotiations for tanker charterers.
11) A simple reference covers all possible voyages within the agreed
trading areas.
12) 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.
37. Company is planning to buy and old ship stationed at a foreign port and
to put the vessel immediately on bareboat charter. On your placement
as Chief Engineer on the said vessel, enlist and explain the series of
inspection / examinations / inventories you will make towards
preparation of such charter voyage.
Ans. Bare boat chartering is hiring of the ship for long time which gives charterer a possession & control
of ship including the right to appoint master and crew. The vessel owner puts the vessel without
any crew at the complete disposal of charterer. Owner pays only the capital cost of the ship and
no other costs. Usually charterer has the commercial and technical responsibility for the vessel. He
will pay all the costs like voyage costs, running cost, administration cost etc. The bare boat charter
pays for bunker stores, spares, lubes stationery . provision, wages of crew, survey fees for
classification society & flag state registration fees.
As the concerned vessel is an old ship, it will be already having all the certificates, class
survey status, flag state certificates, insurance, provisions, stores, spares, lubes bunker on
board. Examination of all certificates of class and stature is made as well as its status. Any
outstanding recommendation regarding specified deficiency and its due date is checked. If
any extension for the above is needed then flag state is requested for extension survey.
ISM certification needs an attention. As bareboat charterer is responsible for operating
and technical management, ISM certification needs to be refreshed. An interim
certification needs to be carried & for that DOC and interim DOC for this type of ships
needs to be existing. Initial verification of SMS, internal audits from company plans within
3 months, initial audit plans needs to be prepared. Any non conformity observation and
defects of previous ISM certification needs to be corrected by following corrective action
recommended.
Inspection of the whole ship for its seaworthiness and cargo worthiness will be carried out.
Ship needs to be fit for the normal perils of the sea. All her watertight and weather tight
closures will be inspected. Condition of cargo holds or tanks and water tightness of hatch
cover examined by carrying out hose test. Condition of rubber packing for ventilators
intactness of vent pipes & drips trays, their corrosion condition. Strengthening members
and tanks as far as possible will be checked . All eng. equipment and life saving appliance &
FFA will be checked for their condition & operating status. Running test of the eng.
machineries like em. fire pump, lifeboat engine emergency generator engine etc will be
carried out.
E/R ventilation system & its isolating mechanism inspected . Thorough round of E/R
is taken and as far as possible satisfactory running tests of all the machinery with normal
working parameters is checked . All pollution prevention equipments like oily water
separator & incinerator certificate are checked & condition enquired . E/R log book is
studied to find any abnormality in the operation of the power plant . Inventory of store
room & spare parts will be properly checked & critical level of spare parts needs to be
maintained at all times. Major spares of M/E. like liner, cyl. Head, exhaust V/VS. various
bearing , chain length, thrust pad, will be enlisted . Current stock of lub oil and fuel oil.
inventory will be taken . Company needs to know the brand of L.O. being used on board &
its possible compatibility with the company’s brand of L.O. studied.
Grade of F.O. in different tanks is noted and any empty tank for next bunker is
allocated . Maintenance status of all machinery & their history are collected & calibration,
inspection and maintenance reports will be properly taken over from the current staff.
Dry dock specification file of previous company will be studied and any item to the
recommended will be added after inspection & examination of E/R. Any requirements of
bare boat charterers for dry docking of ship prior putting it on sailing enquired &
accordingly preparation of dry dock started . Immediate requisition for store , spare , gas ,
lubes, f.o. / D.o. sundry oil, chemicals , stationary is made & sent to the company
Extensive preparation for on hire survey will be carried out. Special attention is given
to bunkers. Major spares & stores, sea worthiness of the vessel. Proper documentation
concerning all above are made ready for the inspection by bareboat charterer surveyor.
38
Ans. A charter is a contract for the hire of a vessel for carriage of goods/cargo for a
specific voyage or series of voyages(voyage charter) or for specified period of
time)time charter)
Nature of a voyage charter:-
A voyage charter is a contract for the carriage of a specified quantity of
cargo by a named vessel between named ports or certain range of ports. Under
the voyage charter, the ship owner agrees to present the named vessel for
loading at agreed place or port within an agreed period of time, & following
loading will carry the cargo and deliver it to the agreed place. The charterer on
the other hand agrees to provide specified quantity of agreed cargo & to pay the
agreed freight. In effect the charterer hires the cargo capacity of the vessel and
not the entire vessel.
Nature of a time charter:-
A time charter is a contract for the hire of a named ship for a specified
period of time. The hire period may be the duration of one voyage(trip time
charter) or anything up to several years(period time charter). Under the time
charter, the ship owner is responsible for vessel’s running expenses such as
manning, repairs, maintenance, stores, spares, crew’s wages, hull & machinery
insurance etc. In short, the ship owner operates the vessel technically but not
commercially. The charterers on the other hand, remain responsible for
commercial employment of the vessel, bunker fuel purchase & insurance, port
and canal dues, pilotage and all cargo handling arrangements and costs. The
time charterers normally provide the master with all instructions and sailing
directions.
Charter Party clauses specific to voyage charter:-
Freight:- This clause specifies the freight rate, how the freight will be
calculated, when it must be paid etc. Freight is the remuneration payable by the
charterers to the owners for the performance of the contract. In voyage charter ,
freight is paid on the cargo carried & is directly proportional to the volume of the
cargo carried. At times ‘dead-freight’ may be payable to the owners by the
charterers. It is not a genuine freight, but owner’s compensation for lost freight
payable by the charterers on a quantity of cargo short-shipped, i.e. a quantity
which charterer agreed but failed to supply.
Loading & Discharging costs clause:- This clause allocates the responsibility
for the costs of cargo handling. The responsibility for cargo handling can be of
the charterers which is termed as FIO, or it can be the owner’s responsibility.
Provisions regulating the rate of loading & discharging:- This clause covers
demurrage & despatch claims. Demurrage is an agreed amount payable to the
owner in respect to the delay beyond the laytime, for which owners are not
responsible.
Despatch:- if the cargo operations are completed before expiry of laytime, a
monetary reward is normally payable by the owners to the charterer. Despatch
is defined as an agreed amount payable by the owners if the vessel completes
loading or discharging before the laytime has expired.
Preamble:- This clause identifies parties to the contract, specifies the identity of
the vessel(name, flag, cargo capacity, class etc.)
Charter Party clauses specific to time charter:-
Hire:- This clause specifies the charterer’s obligation to pay hire at the
specified rate, until redelivery. In case of time charter, the hire paid is
dependent on the period of hire. The volume of the cargo carried has no
relation to the charter hire & is directly proportional to the period of the charter.
Cargo handling:- In time charters, the responsibility of cargo handling lies on
the charterers. The time charterers normally appoint stevedores for cargo
handling
Charterer’s to provide:- This clause specifies the obligation of the charterer to
pay for port charges, pilotage, canal dues, tug assistance etc.
Bunkers:- Under time charter, the charterers provide the bunkers to the vessel.
This clause obliges the charterer to buy the bunkers r.o.b. at the time of
delivery, obliges the owners to buy back the bunkers r.o.b. at the time of re-
delivery. It specifies the minimum quantity of bunkers to remain on board at re-
delivery.
Owners to provide:- Obliges the owners to pay for running expenses like
wages, provisions, stores, insurance, repairs and surveys, etc.
Preamble:- This clause identifies the parties to the contract. Identifies the
vessel(name, flag, ownership, class, tonnages, horsepower etc.) Speed and
fuel consumption are given in the charter party in function of determined
weather conditions.(e.g. in good weather and smooth waters.) and are always
(about) allowing a certain margin. Speed and fuel consumption are vitally
important for determining whether the vessel is performing the contract
efficiently. Charterers provide the master with all voyage instructions & sailing
directions. Vessel’s deck and engine room log books are to be kept available for
charterer’s inspection.
Off-hire clause:- This clause provides that no hire will be paid for any time in
excess of the stated no. of hours, if the vessel goes out of service due to
machinery breakdown, shortage of stores, dry docking etc.
The scope of activities of a Chief Engineer & his responsibilities on a
ship under voyage charter:-
o Initially when the ship has to be presented to the charterers, i.e. in an on-hire
survey the C/E should pay attention to the general condition of vessel’s
machinery & machinery spaces. Cargo gear should be working satisfactorily
o During the ship under voyage charter, the C/E should always make sure that
the vessel is seaworthy at all times in respect of the vessel’s machinery.
o A reasonable & careful inspection of all the machineries on board should be
done by the C/E before commencement of a voyage.
o If cargo handling responsibility lies with the ship owner, than C/E should
ensure that vessel’s cargo gears are properly maintained & in working
condition. The cargo gears include deck cranes for a bulk carrier & COP’s in
case of a tanker
The scope of activities of a chief engineer & his responsibilities on a
time chartered vessel:-
At the time of on-hire survey, the C/E should accurately calculate the
bunkers r.o.b. so that there is not any discrepancy in the bunker
quantity.
Since the charterers provide bunkers to the vessel, C/E should always
calculate the quantity of bunkers at all times.
The vessel’s speed & fuel oil consumption are dictated by the
charterers, the C/E should make every effort to oblige the charterer’s
demands in respect to the speed of the vessel and fuel oil
consumption; e.g. charterers may want the vessel to proceed with
economical speed or stipulated full speed etc. Such things should be
clearly taken in to account.
A particular attention is to be paid to main propulsion machinery & any
equipment which is important for full operation of the vessel, so as to
minimize/reduce the breakdown, so that the vessel is kept operational
for the charterers use, reducing the downtime required for
maintenance, during which the vessel remains off-hire.
The C/E should keep engine room log books available and accessible
for charterers or their agents.
39
Bill of lading :
- is good evidence of the existence and terms of contract between the shipper and
carrier.
- is a document of title, signifying that the holder has the LEGAL RIGHT TO POSSESSION
of goods it describes.
1. Exporter / shipper makes a goods sales contract with an overseas buyer / consigner.
3. Shipping note containing details of goods (as stated by the shipper) is presented to
chief mate or MASTER.
5. Chief mate compares ships tally or in taken cargo tonnage with details on shipping
note and issues mate's receipt from ship's TRIPLICATE BOOK. Master's receipt contains
accurate and truthful details of quantity and condition of goods i.e. their "apparent
order and condition" with reference to any shortage or damage.
6. Shipper obtains a full set of "BLANK BILLS OF LADING" from carrier, types in detail of
shipped goods exactly as stated in mate's receipt. Set most often comprises of 3
originals.
7. Shipper tenders all originals bills for signing on behalf of the carrier i.e. by carriers
head office, agent or ships master.
8. Person authorized to sign, carefully checks details inserted by shipper to see that they
correspond to those in ship's copy of mate's receipt, stamps / writes any required
endorsements, then signs all original bills in set.
9. Full set of signed original bills is issued to shipper together with copies as required.
Master retains one copy of bill of lading as on board as "captain's copy".
11. Shipper sends full set of bill of lading to consignee. At least one bill should be posted in
a later post than others. In case all are lost / stolen.
13. Consignee or receiver acting as consignee's agent proves his identity to port agent and
present one original bill of lading duly endorsed to him. Freight, demurrage or other
charges owed to the carrier are paid to the agent.
14. Agent stamps presented bill of lading "ACCOMPLISHED" all other original bills of lading
in set are now legally VOID. Agent issues delivery order to consignee or receiver to
enable collection of goods.
15. Delivery order to warehouseman (ship and goods are released into possession of
consignee or receiver and become legally delivered).
There sets of rules are in the use in international transport industry which contains
minimum terms and conditions and where a bill of lading is issued.
* To issue a bill of lading where the shipper request over carrier must before and at
the beginning of voyage exercise due diligence to (SEAWORTHINESS)
* Make the holds, refrigerating and cool chambers and all other pants of the ship in
which goods are carried fit and safe for their reception carriage and preservation.
The carrier must 'properly and carefully' load handle, stow, carry, keep, care for and
discharge any goods carried. Unlike seaworthiness this duty extends throughout the
voyage and implies a greater degree of care than exercising due diligence. Following
are certain examples where cargo is not taken care properly.
* Inadequate or no ventilation
The carrier must have a proper system for looking after the cargo when stowed. He
has a duty to use all reasonable means to ascertain the nature characteristic of the
cargo and to take care of it accordingly, although the shipper should give a special
instructions where special care is required.
After receiving the goods into his charge, the carrier, the master or the carriers agent
must if the shipper demand issued a bill of lading to the shipper.
* All leading marks for identification of goods as stated by shipper before loading
provided these are visible on the goods or their coverings.
* the carrier or master or agent need not insert any inaccurate statement on the bill of
lading or give any details which he cannot reasonably chock
* Any bill of lading thus issued will be prima facie evidence of receipt of goods by the
carrier as described but proof to the contrary will not be admissible if bill of lading is
transferred to a third party in good faith.
* Any bill of lading issued after loading must be shipped bill of lading if the shipper
demands, provided he surrenders previously issued document of title.
The contract of carriage of most ship owner carriers incorporate either the Hague or
Hague Visby rules, and in those rules. Provided such a contract is used, then even
where a count with proper jurisdiction refuses to recognize the defenses under the
rules the ship owners liabilities will be covered by his P & I club. However where he
uses a contract incorporating terms less favorable than those of Hague or Hague -
Visby rule the club will normally refuse to cover liabilities arising under the contract.
Masters should therefore ensure, especially where less favorable rules like Hamburg
rules are mentioned in the contract terms as applying, that the owners, P & I club
approves of their incorporation.
40
40. Differentiate
between “third party liability” and “contractual liability”.
When may the ship owner seek to limit his liability?
Ans. THIRD PARTY LIABILITY:- When an agreement is signed by the parties(may be 2 or more) they
agree on certain conditions and goals written in agreement. They also get certain liability to
wards each other for successful achieving of the goals. But by any reason, a third party gets
affected, then liability towards the third party is called THIRD PARTY LIABILITY. E.g.
compensation required to pay to affected cost during oil pollution becomes third party
liability. There is no such agreement between ship owner and coast; cause may be any line
operational accident, but coast get affected due to pollution. So ship owner takes P&I
insurance cover in respect to third party liability during ship operation. Hence he would give to
limit his liability(third party) with regard to:-
4) Pollution damage caused by his ship and cost involved in oil clean up & other persons
property
7) Diversion expenses
CONTRACTUAL LIABILITY:- During any agreement both parties agree for certain terms and
conditions for achieving particular goals and interests. So some liabilities are set towards
achieving goals. As agreement is signed by them, the liabilities are called Contractual
Liabilities. Liability does not come in picture if everything runs smoothly, but if anything goes
wrong then liability comes into picture.
1) With employee
Rest is all up to ship owner and cargo owner or other party involved in maritime adventure
to cover for various liabilities or bear themselves.
(1) With Employee:- Ship owner provides safe plant equipment and safe environment policy
and their due care so that he would like to limit his liability regarding;-
(6) Repair Contract:- M/c is running, so requires maintenance; hence having contract with
repair party, ship owner can limit his liability.
For eg. Pay annual fee for repair and maintenance of particular m/c instead of only
calling for visit every time.
41
41. What is a general average act? Name the essential features of a general
average act.
Ans. A general Average Act is defined in rule A of the York Antwerp rules 1994 Marine insurance Act
as follows:
“There is general average act when any extraordinary sacrifice or expenditure is intentionally
& reasonably made on incurred for the common safety for the purpose of presenting from
peril the property involved in a common maritime adventure”.
In order to have a right to claim a contribution from other parties to the ‘common maritime
adventure’ the owners at the vessel which together with as cargo & any other properly have
been from danger, must be able to show that there was a general average act.
6) The sacrifice is for the purpose of preserving the property from peril.
1 SACRIFICE OR EXPENDITURE
Examples of sacrifices that may be allowed under ‘Act’ are
It must be extra ordinary nature & not an ordinary or every day loss or expenses, incurred in
running a ship & carrying cargoes for e.g. losing an anchor in attempting to prevent a ship from
running aground is not “extra ordinary” losing on anchor during a refloat operation could be extra
ordinary & may be allowed in general average act. E.g. Damage to marine engine though over
working while trying to prevent rounding would not be extra ordinary where as damage alone during
a deflating operation would be extra ordinary & may be allowed in ‘general average act’ A wide
variety at costs even including small expenses such as superintendents taxi fare to the yard at a port
of refuge may be regarded as extra ordinary & may be recoverable as general average expenditure.
For E.G. when a ships Co2 cylinders are discharged to put out fire onboard as international
expenditure is incurred which will usually be allowed in general average act. For e.g. cline cost of
reflections in accidentally grounded ship would be allowed in general average since the act of
reflections is intentional. The cost of damage done during running aground however would not be
allowed in general average act.
Eg: Expenditure at a port of refuse even or above reasons expenditure would not be allowed in
‘General Act’
Eg. Where the refrigerating m/c of a loaded reefer vessel breaks down during a voyage through
tropical waters making if imperative for the sake of cargo to put into a port for repairs. The threat of
loss is limited to the owners of the cargo & perhaps the freight. As far as the ship itself is concerned,
could quit safety continue so the cost of deviation to the repair port would not be allowed in the
general average.
i) The peril must have been real & substantial although if need not have been imminent. A Vessel
which lost M.E. power to mid ocean would be in PERIL even though the weather at the time
might be good & there seemed to be me immediate threat. Sooner or later however ships &
cargo would come to grief, either by running aground & breaking up or foundering it. So the
cost of a tow to a port of refuge would normally be allowed on general average act.
ii) It might be agreed that expenses incurred in taking shelter from tropical storm during a voyage
should be allowed in General Average Act. Since only tropical storm constitutes a real &
substantial peril & the action of sheltering is for the preservation at all property involved. Such
action however would be ordinary practice of prudent sea men. It would not be extraordinary &
would therefore not meet all the criteria necessary to be allowed in General Average.
42.
Ans. There are various types of marine insurance policies available and they could
broadly be classified into 5 types.
1. Time policy - Insures property for a period of time.
2. Voyage policy - It insures property from one place to another it may
include a date limit.
3. Mixed policy - It covers both a voyage and a period of time of voyage and
in port after arrival.
4. Construction policy - It insures vessel while in course of construction not
for a period of time.
5. Floating policy - cargo policy that insures a number of shipments. In
Canada & US this policy is continuous and covers all shipments to a limit
of liability for any 1 loss.
The marine insurance policies that a ship owner can take are
1) Hull & machinery policy
2) Protection & indemnity cover.
The insurance policies for a cargo owner include
1) Marine cargo insurance
2) Goods in transit insurance.
(a) Port of refuge : It is a port on place that a vessel diverts to when her master considers it
unsafe to continue the voyage due to a peril that threatens its safety.
Where such a deviation is for the preservation from peril of the property involved is a
common maritime adventure, it will generally constitute a general average act.
A deviation to a pent of refuge will be regarded as a justifiable deviation if the reasons for
the deviation can be shown to be a valid one within the terms of the contract. In such a case all
contractual rights will be unaffected.
(v) Any other accident causing a serious threat to the vessel on her cargo
Paragraph (a) of Rule X – Expenses at pent of refuge etc – of the York- Antwerp
Rules 1994 provides that ‘when a ship shall have entered a port of refuge fro any of
the above mentioned reasons, the expenses incurred shall be admitted as General
Avg.’
A pent or place where a vessel seeks temporary shelter is not a port of refuge (Eg.
Due to adverse weather) since running for shelter is ‘ordinary practice and not
extraordinary’ in context of Rule A of the York Antwerp Rules.
Particular Average and general Average
A marine loss may be either:-
1. A total loss or
2. A partial loss (termed average)
Partial Loss
A partial loss may be either:
1. Particular Average:
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.
44. Why does a ship require Marine Insurance cover? Explain Hull Claims
and Cargo Claims related with Marine Insurance. State the related
documents and information required from the ship in this regard
highlighting their validity.
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 Lloyd’s agent, who can appoint surveyor and pay
small claims locally.
4) After the claim is quantified and documented the underwriter settles the claim
thro Lloyd’s 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 surveyor’s 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.
(ii) Artificial 6.A: is the ….. of a claim for 6A when even when one of the fine basic
principle found in Rule A of the York Antwerp Rules is not present
claims for 6A were originally for .. of cargo cutting away of anchor cables etc.
carried out for the common safety in order to avoid imminent ship wreck
caused by a peril of sea
The creation of artificial 6.A was part of slow evolution favouring ship owners
If peril was an essential ingredient of G.A if was reduced in importance by
“Safe prosecution” rule and peril did not have to be immediate provided that it
was real and not imaginary.
Some numbered rules and do not retain interpretation rule of Rule paramount.
Thus it is not dear weather the principles in act 193 have precedence over the
rules in out 194 or vice versa. Articles 203allows particles to opt out of
changes 10 by agreeing to a different set of rules.
Because their was no specific peril read. In rule x(b) and x1(b) claims may be
made for there is no peril. This is G/a by agreement as artificial G.A
(iii) Entitlement to 6/A: A claimant is entitled to obtain contribution from other parties
to the common venture (cargo as the ship). But a carrier is not entitled to obtain
contribution in 6A from cargo if the peril arises as a result of his actionable faults
as negligence in law as that of his employees
(iv) Contestation to 6A: GA has been in subject to dissatisfaction for the following
main 6 reasons
1. Exoneration of carriers for the faults of master and crew under the hague of
MV rules, carrier is exampled from liability for the negligence of its employee
2. interpretation of rules: Numbered Rules …… 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
46
(a) Lloyd’s Open Form (b) General Average (c) Particular Average
Ans. (a) Lloyd’s Open Form:- The first modern text of the Lloyd’s form of Salvage
Agreement known as Lloyd’s Open Form or LOF was adopted in 1892. Since then
Lloyd’s Open Form has undergone ten revisions; the current version is LOF 2000. LOF is
the most widely used no-cure-no-pay Salvage Contract. In return for salvage service, the
salver receives a proportion of salved values, the value of the ship, its bunker & cargo.
Traditional removal depends upon success, and the recovery of property. In the past, if
there was no recovery, there was no payment; whatever the expenses of the operation.
This has changed in recent years so that whenever there is a threat of damage to the
environment, the salver can expect a fair return for his efforts, even in high risk and low
property value situations.
(b) General Average:- GA is one of the oldest forms of spreading of risk by all the
interest of a maritime adventure – namely ship, cargo, freight (if at risk). Freight is at risk
when it is to be paid at destination. Thus when freight is pre-paid it is not at risk.
(c) Particular Average:- This is defined by the marine insurance as a particular loss
of the subject matter insured caused by a peril insured against which is not a general
average. It may perhaps be more directly described as a partial loss arising from any
kind of accident. General Average, sacrifices and expenditures, particular charges and
salvage charges do not arise by accident; and therefore are not included in Particular
Average. A Particular Average loss falls directly upon the party interested in the subject
matter. In the case of accidental or fortuitous damage to the ship, it is the ship owner, or,
to the extent that he is insured against such loss, his underwriters, who must bear the
loss. Similarly in the case of accidental damage to cargo, the loss rests with the cargo
owner or his underwriter.
There are innumerable variations of particular average, including such things as:-
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
Engine 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 impled.
Express Warranty: An expressed warranty must be written into the policy in any
form of words or contained in some document incorporated by ref. into the policy.
An express warranty does not override an amplified warranty unless the two
conflict.
Implied warranty: There are not written in the policy but are implied by law to exist
in the contract. There are 2 major important warranties in marine insurance policy.
(a) Seaworthiness: The hip at the commencement of the voyage be seaworthy, for
the purpose of the particular voyage insured in “voyage policy”. Where with the
assured knowledge and consent, a ship is sent to sea in unseaworthy state, the
insurer is not liable for any loss attributable to unseaworthiness.
(b) Legality: There is an implied warranty that the adventure insured (voyage time
are mixed policy) is lawful and that so far as the assured can control it. The
adventure will be carried out in a lawful manner. If the adventure is illegal at the
time of the insurance is effected, the policy will be void. Thus drug running or gun
running trips or voyages to countries or ports subject to a Govt. embargo would
be deemed unlawful).
WAR RISK CLAUSE: marine I A includes war perils within he meaning of the
term (Maritime perils).
With respect to the hull insurance in order to cover war risks it was at one time
customary to delete the (free of capture and seizure) clause (fc & s) and institute
the war clause. When the ordinary marine insurance market found itself unable to
give adequate cover on account of the enormous losses suffered during the war.
So the cover was obtained by mutual insurance through P&I club. During 1 st
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.
48
48. State the different types of Marine Insurance policies that could be
undertaken by owners, shippers or other related parties Explain the salient
liabilities and exclusions related with each case for an insurer.
Ans. There are various types of marine insurance policies available and they could
broadly be classified into 5 types.
1. Time policy - Insures property for a period of time.
2. Voyage policy - It insures property from one place to another it may
include a date limit.
3. Mixed policy - It covers both a voyage and a period of time of voyage and
in port after arrival.
4. Construction policy - It insures vessel while in course of construction not
for a period of time.
5. Floating policy - cargo policy that insures a number of shipments. In
Canada & US this policy is continuous and covers all shipments to a limit
of liability for any 1 loss.
The marine insurance policies that a ship owner can take are
1) Hull & machinery policy
2) Protection & indemnity cover.
The insurance policies for a cargo owner include
1) Marine cargo insurance
2) Goods in transit insurance.
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
A) SEAWORTHINESS:
Under the M/A 1963 ship should be seaworthy at the commencement of voyage
for the purpose of the particular voyage insured. Thus a ship is deemed to be
seaworthy when reasonably fir in all respects to encounter the ordinary perils of the
seas of the Adventure insured where ship is sent to sea unseaworthy with assured
knowledge the insurer is not liable for any loss if the ship sent to sea unseaworthy
condition with the knowledge of the owners senior management knowledge would
include both express, clear knowledge (e.g. after defects have been reported in
writing by Master or Surveyor) and deliberately turning a blind eye cover would only
be lost where the known unseaworthiness had caused the loss.
B) LEGALITY:
There is an implied warranty that the adventure insured is lawful and that so far as
the assured can control it, the adventure will be carried out in a lawful manners. If the
adventure is illegal at the time the insurance is affected, the policy will be void. Thus
drug running or gun-running trips or voyages to countries or ports subject to a Govt.
embargo, would be deemed unlawful.
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APPLICABILITY:
In case of a new vessel the value is determined by taking into account the following:
1) Cost of vessel is purchase price
2) Expenses incurred by shipowner during the construction period is cost of
superintendent standing by.
3) Cost of all equipment, fuel, ropes in short everything that goes onboard before
the vessel sails. (NOT CARGO). In other words which is required for all
purpose of voyage.
4) Shipowner can also include the insurance cost(i.e., premium) in the value of
the vessel. This amount gets reduced every month by 1/12th .
in case of old ships principal is the same of value will include a) PURCHASE
PRICE
B) Same as above p+3, whatever is required for purpose of voyage
C) Same as above p+4
In case of older ships the premium rate will be higher as compared to new vessel
51
51. Give a brief history of P & I Clubs highlighting its inception, and growth.
It is said “ Rebirth of P & I Clubs is due to growth of Third Party
Liabilities”- Elucidate.
Ans. Shipowners insure against loss of or damage to their ships with hull
underwriters. They look to the P&I Clubs for insurance against their liabilities to
others. P&I stand for Protection and Indemnity. Shipowners take P&I insurance
cover in respect of third party liabilities and expenses arising from owning ships or
operating ships as principals. An insurance mutual, a Club, provides collective self-
insurance to its members. The membership is comprised of a common interest group
who wish to pool their risks together in order to obtain “at cost” insurance cover.
The present P&I Clubs are the remote descendants of the many small hull insurance
Clubs that were formed by British shipowners in the 18th century. These were set up
by groups of shipowners, drawn in each case from a small geographical area, who
were dissatisfied with the scope and cost of the hull insurance then provided by the
two companies who had been granted in 1720 a statutory monopoly which excluded
other companies from such business, namely the Royal Exchange Assurance and
the London Assurance, and by individuals operating in London from, for example,
Lloyd’s Coffee House. These hull Clubs were essentially unincorporated
associations or co-operatives of shipowners who came together to share with each
other their hull risks on a mutual basis, each being at the same time an insured and
an insurer of others - still the basic concept of the present P&I Clubs, despite the fact
that they are now incorporated so that in law it is the Club and not the individual
Members who provide the insurance.
After the removal in 1824 of the company monopoly in favor of the Royal Exchange
and the London Assurance, greater competition had a salutary effect on the rates,
terms of cover and service offered by the commercial market and by Lloyd’s
underwriters. The hull Clubs became less necessary and went into decline. A few
exist today, but their share of the total market is not very significant.
But as the hull Clubs declined, shipowners found the need to create similar
associations for a different purpose. The need sprang partly from the steady
increase from the middle of the 19th century onwards in the burden upon British
shipowners of liabilities to third parties. It became more usual for injured
crewmembers to seek compensation from their employers, and claims by
dependants of crewmembers who were killed were facilitated by Lord Campbell’s Act
of 1846. The possibility of claims by passengers was greatly increased by the same
Act and by the vast numbers of passengers who constituted the flood of emigrants to
North America and Australia in the second half of the century. Shipowners needed
cover against these risks. They were also becoming increasingly aware of the
inadequacy of the insurance cover that they did have in respect of damage caused
by their ships in collisions with other ships. The usual cover for claims by other ships
and their cargo for damage caused in collision excluded altogether one fourth of
such damage and, more seriously, was limited in amount (apparently the maximum
recovery under the policy, including both damage to the insured ship and liability for
the damage it had caused, was the insured value of the ship).
Eventually, in 1855, the first protection association was formed. This was the
Shipowners’ Mutual Protection Society, the predecessor of the Britannia P&I Club. It
was intended to operate like a mutual hull club, but to cover liabilities for loss of life
and personal injury and also the collision risks excluded from the current marine
policies, particularly the excess above the limits in those policies. Other similar
associations were formed.
In 1874 the risk of liability for loss of or damage to cargo carried on board the insured
ship was first added to the cover provided by a protection Club. The values of
cargoes had risen and cargo underwriters had become keener on recovering their
losses from shipowners, in which they were encouraged by a somewhat more
sympathetic approach by the courts. After 1874 many Clubs added an indemnity
class to provide the necessary cover. Subsequently, most of these separate classes
have been amalgamated with the class reserved for the original protection risks, and
today the distinction between the two classes has virtually disappeared within the
P&I Clubs.
While all the original P&I Clubs were based on various towns and cities within the
United Kingdom, Clubs were subsequently established and today flourish in
Scandinavia, in the United States and in Japan. Most of the major Clubs now belong
to the International Group for reinsurance and other purposes. Moreover, many
Clubs originally based in the UK have comparatively recently been re-formed in
such places as Bermuda and Luxembourg in order to secure, in respect of Clubs’
funds representing calls or premiums paid by their Members but not yet used for the
payment of claims, freedom from exchange controls. Such freedom is demanded by
the shipowners from all parts of the developed and developing world who now
make up the truly international membership of the larger Clubs. The popularity of
the Club system of insuring liability risks can be judged from the fact that
approximately nine out of ten ocean-going ships are currently entered in a P&I Club
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Ans. P & I stands for ‘Protection’ and ‘Indemnity’. Here protection is ship owner's protection from
third party liabilities i.e. the 1/4th of collision liability traditionally H & M insurer
did not cover.
'Indemnity' refers to clubs indemnity' or compensation for liability to cargo under the
contract of carriage.
So ship owners take P & I insurance cover in respect of third party liabilities and expenses
arising from occurring ships as principals. An insurance mutual, a club provides collective self
insurance to its members. The membership is comprised of a common interact groups who wish to
pool their risks together in order to obtain "at cost" insurance over.
How these clubs operate world wide ?
P& I club are associations of member ship owners and charters; which are owned and
controlled by the insured ship owners or charters members for the purpose, precisely of mutual
insurance against third party liabilities which arise in connection with the operation of ships.
P & I clubs operate on non-profit making basis.
For their management, these clubs do hire an organization or agency which can be an
insurance company or a Law firm for their day to day management. For this the manager or
management agency charges the managing fees from the club :
For their operation P & I clubs retain correspondents at numerous ports world wide. In some
countries the correspondent may be a firm of insurance specialist acting for more than one club or
alternatively a ship broking or insurance company or law firm with maritime law practitioners. P & I
clubs issues handbooks containing club rules and list of correspondents which care very useful to a
master seeking advice and assistance when in any kind of trouble.
There are 13 P & I clubs belonging to the International group clubs. Together these clubs
insure over 90% of the worlds blue water tonnage.
Connected with P & I clubs Explain :
CONTROL : Ship owners who are the members of the P & I club are required to maintain their ships
as per clubs rules.
Club may subject a ship of member for random inspection. If on the basis of random
inspection there are reasons to believe that vessel is not being of random inspection there are
reason to believe that vessel is not being operated as per clubs rule. Then ship will be subjected to
more intense condition survey by independent surveyors called by the club manager.
An owner who fails to keep his vessel in the continuous required by the clubs rule may be
expelled from the club.
DIVIDENDS : As the P & I clubs do operate on non-profil making basis, there is no policy of giving
dividends to club members or manager of the club.
SCOPE OF COVER :
P & I clubs may cover their members exposure to claims for damage of compensation of the
following :
Crew : The members liability for injury, illness or death and medical expenses arising from
injury, illness or death, costs of repatriation and maintenance ashore resulting from injury
illness or death, costs of repatriation and maintenance ashore resulting from injury illness or
death.
Personnel Injury to or loss of life of stevdores.
Personnel injury to or illness or loss of life of passengers and others.
Loss of personnel effects
Ships Diversion expenses including running expenses and port charges incurred solely for
this purpose.
Life salvage : award to a person who has saved or attempted to save the life of person
onboard the salvaged vessel.
One fourth collision liability
Oil pollution
o Standard oil pollution cover
o Oil pollution cover for USA
Liabilities under contracts and indemnities
Wreaks liabilities
Cargo liabilities
The members liability for cargo loss, shortage, damage or delay occurring in relation
to the carriage of cargo on the entered vessel.
Cargos proportion of general average or salvages.
Certain expenses of salvers
Fines
Legal Cost
Omnibus Cover : In recognition of the fact that the list of liabilities to which ship owners are
subjected is constantly increasing in unforeseen ways, the valves of the clubs give their
directions discretion to pass for payment certain claim that are not expressly covered by any of
the heads of cover set out in their rules provided that they are within the general scope of the
club cover and are not expressly excluded elsewhere within the rules.
Letter of Undertaking :
When there is an incident of pollution following a bunkering accident or jelly damage to jelly
caused by the ship then club may be required to post the bond to avoid the arrest of the ship
which can lead to delay of ship schedule.
To avoid this the correspondent of the club can offer a letter of undertaking on the
instruction of club; to pay for the possible liabilities of the ship arising from the accident or
damage.
53
53. Illustrate the present service philosophy of P & I Clubs and how they work
on a day- to- day basis world- wide? How is it controlled?
Ans) Introduction:- P&I clubs properly called “Pollution and indemnity associations”
Protection in the little originally referred to shipowners protection from the ¼ of collision
liability that traditionally. London Hull and machinery I owners did not cover while “indemnity”
referred to club indemnity or compensation for liability to cargo under a contract of carriage.
P&I clubs are association of members ship owners and charteres, owned and controlled by
the in oured shipowner or chatered members for the purpose of basically of mutual insurance
against their party liabilities which arise in connection with the operation of ship.
P&I club include 13 members of the international group of P&I club and their 4
associates clubs
Service philosophy
P&I club offer shipowners and characters various classes of over eg. Protection
and indemnity strike freight demurrage and damage etc. Most clubs offer two
principal classes of …
a) PROTECTION AND INDEMNITY KNOWN AS CLASS I
b)FREIGHT, DEMURAGE AND DEFENCE (fdd) KNOWN AS CLASS II
{Some clubs impose a limit of 1000 million USO for each accident or occurrence in
respect of each ship entered on behalf of owner, demise or bare boat charter}
such as claim is called overspill claim and would be funded by each club from club
reserves or by making a special “overspill call” on the membership
P&I Club Control and Management
P&I clubs are controlled by boards of directors representing the ship owners
members large claims are examined and approved by the directors at regular
melting before payment is made
Are managed by firms of ………. Experts maritime lawyers and mariners
Operated on a non profit making basis
Club members entered ships may be subjected to random ship inspection
concentrating on management of vessel. If failed a more intensive condition survey
by independent surveyors may be called by the club manager.
An owner who fails to keep the vessel in condition required by the club rules may be
compelled from the club
Mangers generally strive to keep the “calls” on members to a minimum e.g., through
loss prevention methods and such as information on bulletins, handbooks and
videos aimed at owners and ship officers
[these should be on board entered ship and not kept in owners/managers office]
54
(i) He may find that his commitments on any one ship or in any locality have
become too burdensome. Declarations under open covers or floating
policies and acceptances by his agents in other markets may give him an
accumulated liability considerably in excess of his usual retention.
(ii) He may have accepted a line on “all risks” terms and then desire to re-
insurance in respect of total loss only.
(iii) There may be a possibility of placing the risk in some other market at a
profit.
(iv) He may have decided after due consideration that his acceptance of a
particular risk was an error of judgement. By section 9 of the U.K. Marine
Insurance Act 1906 the insurer has an insurable interest in his risk and
may re-insure in respect of it. Unless the policy otherwise provides, the
original assured has no right or interest in respect of such re-insurance.
Hence if any action is brought by the original assured against his insurer,
the latter can’t bring his re insurer is entitled, when sued, to insist upon
strict proof of the loss and of the reassure’s liability.
An underwriter may re-insure in the following ways:
(i) Facultative: Facultative re-insurance is the direct re-insurance of individual
risks through a broker in the same way as the original insurances are placed.
The re-insuring underwriter may fix the rate of premium or, if the re-insurance
is affected on the identical conditions of the original policy, he may be content
to accept the original premium of the re-insured. The speculative re-insurance
of an overdue vessel or a vessel which is known to have met with same
casualty may be affected in this way. In the early stages, the original
underwriter may be able to re-insure at a reasonable commensurate premium,
but if with the passage of time no good news is received then re-insurance
rates would increase and should the vessel be eventually posted as “missing”
she may well become uninsurable.
(ii) Open cover re-insurance: It’s often used by underwriters in respect of their
cargo business, say to re-insure their interest on particular voyages,
commodities or types of vessels. Such open covers may be effected on free
from particular overage conditions at lower rates of premium than the original
insurances effected on more comprehensive terms.
(iii) By means of a re-insurance treaty: Re insurance treaties can be used for
either hull or a cargo reinsurance. They are usually very elaborate contracts
between insurance companies providing for the session of some proportion of
the whole of the re-assurer’s business to the re-insuring company at the
original premiums less an over-riding commission.
Irrespective of which of the three methods of reinsurance is used, the original
underwriter has a choice of reinsuring on a first interest basis, a quota-shore
basis or an excess basis. If an underwriter accepts $2,000 on a vessel and re
insurers $ 1000 on a first interest basis and only $1600 is finally “closed” to
the underwriter, the re-insurer’s line would still remain at $1000. if the re-
insurance is placed on quota share basis, the re-insurers line would be
reduced to $ 800. If the same re-insurance were arranged “excess of $1000”,
the re-insurer’s liability would be $600, whilst the reassured would retain
$1000. Re-insurance policies are in virtually the some form as original policies
but with the addition of the Re-insurance clause. The usual wording of this
clause is “Being a re-insurance and subject to the same clauses and
conditions as the original policy and to pay as may be paid thereon”. Where
reinsurances are effected on restricted conditions, the clause is qualified by
adding suitable words e.g., w.r.t hull re-insurance there may be added “but
against total and/or constructive and/or arranged total loss only”. When a P&I
club member makes a claim against his club the first 5 million, is met by the
clubs own resources claims in excess of $5million up to $30 million are
divided among the members of the I.G. pool for claims in excess of pool limit,
the I.G. arranges on excess of less re-insurance contract in the market which
currently provides over for $2billion in excess of $ 30 million in relation to all
types of claims except oil pollution where the limit is $1 billion.
(c) Representative function: P&I clubs retain correspondents at numerous
ports worldwide. In some nations the correspondent may be a firm of
insurance specialists acting for more than one club, or alternatively a ship
broking or insurance company only occasionally handling P&I business. In
the USA a correspondents if often a law firm with maritime law
practitioners. In all cases correspondents:
1. Are for legal reasons, representatives and not agents of the club
2. Will attend members vessels when so requested by the master or agents in
order to protect a member’s interests.
3. Are well acquainted with the clubs rules and policy etc.
4. Will report only occurrence likely to result in a claim on the club to the club’s
managers, but will generally be able to anticipate o the manager’s reply and
instructions
5. May, pending instructions, appoint surveyors to inspect damage etc.
6. May be instructed by the club to offer a letter of undertaking in cases of
possible liability. In most cases, e.g., where there has been pollution following
a bunkering accident or jetty damage caused by a ship this will avert the need
for a bond to be posted to avoid arrest.
Most clubs provide each entered ship with a list of correspondents for the use
of the master. In the absence of such a list on board the port agent should be
able to furnish the name of the nearest correspondent of the club.
55
55. What are the salient differences of Marine Insurance with a shore based
installation Insurance? With respect to Marine Insurance explain:
(a) Agreed Value and ACV Policies (b) P & I Liability (c) Water craft
Liability (d) Hull Coverage
Ans. Salient differences between Marine Insurance and shore based insurance are:-
(a) Agreed Value and ACV Policies:- Agreed Value Contracts or policies will
insure properties for an amount which is agreed to by insurer and the insured at
the time the contract is made; in the event of a total loss a definite amount will be
paid by insurer. These policies are used for insuring items that are difficult to
evaluate after a loss.
Actual Cash Value (ACV) :- In these policies, in case of a loss, the insured will
be put back in to same financial position as just prior to the loss. The insured
must not profit from loss, hence these policies are on actual cash value i.e. the
value of an equivalent piece of property of the same age and condition and
subject to the same wear and tear as the property that was lost or destroyed.
(b) P&I Liability:- Ship owners insure against loss or damage to their ships with hull
underwriters. They look to the P&I clubs for insurance against their liabilities to
others. P&I stands for Protection and Indemnity. Ship owners take P&I insurance
cover in respect of third party liabilities and expenses arising from owning ships
or operating ships as principals. This is based on the principle of mutual interest
between members in a club having common interests and risks in order to obtain
“at cost” insurance cover.
List of P&I clubs:- There is no Indian P&I club. There are 13 P&I clubs belonging
to the International Group Clubs. Together these groups insure over 90% of
worlds blue water tonnage. List of members of International Group Clubs is given
below:-
(1) American Steamship Owners Mutual Protection & Indemnity
Association
(2) Britannia Steamship Insurance Associations Ltd.
(3) The Japan Ship Owners Mutual Protection & Indemnity Association.
(4) The London Steamship Owners Mutual Insurance Associations Ltd.
(5) The North of England Protection & Indemnity Associations
(Luxemburg)
(6) Etc.,
P&I club Insurance Cover:- Damage & Compensation in respect of following are
covered
(1) Crew :- The member’s liability for injury, illness or death, hospital and
medical expenses arising from injury, illness or death, costs of repatriation
and maintenance ashore resulting from injury, illness or death, the costs of
funeral or sending home of the coffin or ashes, and personal effects of a
deceased crew member, cost of repatriation incurred as a result of leave
to attend the funeral of a close relative who has died or become seriously
ill after crew member signed on, wages to serving crew member or if
deceased, their dependents as a result of injury, illness or death,
compensation for loss of employment to serving crew member as a result
of being signed off due to a major casualty to a vessel, which renders the
vessel unseaworthy and costs of providing a substitute crew member
required as a result of injury, illness or death of a crew member or
repatriation.
(2) Personal injury to or loss of life of stevedores
(3) Personal injury to or illness or loss of life of passengers and others
(4) Loss of personal effects
(5) Diversion expenses :- The ship owner may suffer losses through having to
divert his ship in order to obtain treatment for an injured or sick person on
board or for the purpose of landing stowaways. It covers port charges
also.
(6) Life salvage :- A ship owner may become obliged to pay a life salvage
onward to a person who has saved or attempted to save the life of
persons on board the salvaged vessel.
(7) ¼th Collision Liability :- The hull policy covers ¾th of collision liability, rest
¼th is covered under P&I liabilities.
(8) Oil Pollution :- Standard oil pollution cover, actual or threatened escape or
discharge from the entered vessel of oil or other polluting substances,
costs of measuring reasonably when taken for the purpose of preventing &
minimising pollution or any resulting from damage together with any
liability for loss or damage caused by the taking of such measures, costs
incurred in order to comply with an order of any government or authority
for the purpose of preventing or minimising actual or threatened pollution;
is covered.
(9) Oil Pollution Cover for USA :- Separate cover has to be taken for oil
pollution incident in USA, extra premium is to be paid under OPA 90 and
COFR (Certificate of Financial Responsibility) requirements
(10) Liabilities under Contracts and Indemnities
(11) Wreck Liabilities
(12) Cargo Liabilities
(c) Water Craft Liability :- This liability is vast in its nature as there are many
kinds of water crafts to be insured such as (i)sail boat (ii)power boat (iii)yacht
insurance (iv)water craft insurance (v)charter boat insurance (vi)charter
fishing insurance and (vii)motor boat insurance.
In water craft liability, following are the different covers which an owner
enjoys:-
(1) Third Party Coverage:- In this, damage or injury to other persons or
property is covered. This policy is mandatory by law.
(2) Agreed Value Coverage:- In this there is an agreed value between owner
and insurance company of water craft i.e. in case of total loss of craft that
value will be reimbursed to owner.
(3) Actual Cash Value:- In this, depreciation is taken into account and re-
imbursement is done; taken into consideration of actual value of craft at
that particular time.
(4) Hull Coverage on Property damage:- In this, damage to boat, machinery,
sails, spars etc. are covered.
(5) Personal Property Coverage:- Covers for clothing, personal effects, fishing
gear & sports equipment.
If a water craft is chartered, to anybody else, then charterer is made
responsible for insurance premiums etc. There are many different clauses for
chartering also. It depends upon owner and insurance company to come to a
conclusion what kind of responsibility is given to charterer. For larger crafts
P&I Club coverage is also available.
(d) Hull Coverage :- This coverage comes under Institute Time Clauses – Hull
1.11.95. :- These clauses are 27 in number and named standard clauses with
effect from 1st Nov 95. They are numbered as follows:-
(1)Navigation (2)Contamination (3)Breach of Warranty (4)Classification
(5)Termination (6)Perils (7)Pollution Hazard (8)¾th Collision Liability
(9)Sister ship (10)General Average and Salvage (11)Duty of assured(Sue
and Labour) (12)Deductible (13)Notice of Claim and Tenders (14)New for
Old (15)Bottom Treatment (16)Wages and Maintenance (17)Agency
Commission (18)Unrepaired Damage (19)Constructive Total Loss
(20)Freight Waiver (21)Assignment (22)Disbursement Warranty (23)Return
for Layup and Cancellation (24)War Exclusion (25)Strikes Exclusion
(26)Malicious Act Exclusion (27)Radioactive Contamination Exclusion
Above stated clauses are very vast and cover almost every thing related to hull.
Important statements are:- ¾th Liability for Collision; New plates for old plate
renewal is paid etc.
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51. A serious fire has taken place in the bridge of a vessel arising out of short
circuit. Describe the type of insurance coverage the ship is entitled to and
what type of policy will cover the maximum damage recovery? What is
uninsured boater coverage?
Ans.:- As the case is of a serious fire taken place on the bridge of a vessel, it
will be considered as a partial loss of Particular Average nature.
Particular Average is a partial loss, proximately caused by a peril insured
against & which is not a general average loss. It does not include particular
charges.
Particular Average may consist in a loss of quantity, sometimes referred to as a
partial loss, or a loss of quality, or a combination of the two.
Whether or not Particular Average is recoverable under a policy depends upon
the terms of the insurance. If the terms are Free of Particular Average (F.P.A.)
will not be recoverable. If the terms are F.P.A. Institute Clause a Particular
Average is recoverable provided the vessel has been stranded, sunk or as in our
case burnt or damage has been caused by fire. There need not be any
connection between the Particular Average damage & burning of the vessel.
Under these terms underwriters also pay the insured value of any packages lost
in loading, transhipment or discharge.
The merchant whose vessel has been damaged by a fire insured against, has
on his hands a vessel which is not capable as she was before of carrying cargo
and earning freight. The only way to indemnify the ship-owner is to restore the
vessel to her former capability by repairing her. In consequence, the measure of
Particular Average on vessel is the reasonable cost of repairing her and restoring
her to her former efficiency.
As the vessel is classed with any of the Classification Society, the society is
also notified of the survey so that it may attend to make sure that such repairs are
made as are necessary to enable the vessel to meet the society’s requirements.
The vessel’s logbooks should be available to the surveyors at time of survey.
Surveyors are not presumed to have any knowledge of insurance conditions and
have no power to commit underwriters to the payment of any loss. Their approval
of repair costs is always without prejudice & subject to the terms and conditions
of the insurance policies.
Policy of Marine Insurance for this incident which will cover maximum coverage
:- A policy of marine insurance is an instrument embodying a contract of Marine
Insurance. It must specify the assured (principal or agent), the underwriter, the
subject matter and peril insured against, the amount, the beginning & end of the
risk 7 underwriter’s undertaking to indemnify the assured.
Ans) Marine insurance is the method whereby one party called the assurer or
underwriter, agrees; for a stated consideration known as a premium, to indemnity
another party, called the insured or assured, against loss, damage or expenses in
connection with the commodities at risk if caused by perils enumerated in the
contract known as the policy of insurance. This policy pledges to compensate the
insured, for damage derived from the loss of or injury to the property insured, but
does not guarantee the continued existence or replacement of the goods itself. The
insured must not profit from the loss. Policies are on an actual cash value (ACV)
basis i.e., the value of an equivalent piece of property of the same age and condition
and subject to the same wear and tear as the property that was lost or destroyed.
All ship owners and Shipping Merchants should insure their property against losses
or damages. They are not legally bound to insure except for liability for oil pollution
claims. However, the modern methods of financing, trade and shipping make it
essential that they do so. The capital that is exposed to loss in modern ships is so
huge that no shipping 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.
Insurance provides individuals and organizations with financial protection against
the outcome of events which involve monetary loss or liabilities which were not
anticipated or predicted and over which they have no effective control. In the case of
a ship owner or ship manager, insurance is usually confined to the financial
consequences of damage o its own ship, damage to other people’s property or death
or injury to people. Charters insurance requirements particularly a time charterer’s
are similar in many respects to those of the ship owner. Cargo owners requirements
are usually confined to loss or damage of its cargo.
Risk/liabilities involved in cargo transportation that are not generally covered
under insurance are as follows:
1) Damage due to war, hostile acts, capture, seizure, arrest, strikes etc. are
excluded from insurance policy. The ship owner may obtain cover for these
risks by taking insurance under institute and war and strike clause.
2) Third party liabilities, including oil pollution removal wreck etc which arise in
connection with the operation of a vessel. This is done by becoming a
member of a ‘P &I’ club and taking suitable insurance cover. For a ship
involved in cargo transportation, the following risks/liabilities are covered
under insurance.
58. Specify the related bodies and their objectives in Marine Insurance
market. Highlight the purpose and objective of P & I club insurance.
What are it’s limitations?
The related bodies of marine insurance market and their objectives are as follows :-
1. Syndicates :- Are group of members who band themselves into joint ventures. Each
syndicate has a professional underwriter and support staff.
3. Managing Agents :- Supervise the syndicates, employ the underwriters and provide
administrative back up.
5. Brokers : - Are the intermediaries between the general public and the market who
supplies business to the market. They give advice to their principals on premiums
and policy types, and buy insurance from underwriters after face to face negotiation
with them. They may also place business with insurance companies.
P & I Clubs :
Are properly called “Protection and Indemnity association” Protection means ship
th
owners protection from ¼ on collision liability which traditionally, London H & M
insurer did not cover. Indemnity refers to club’s indemnity or compensation, for
liability to cargo under a contract of carriage.
-- Issue master hand books, which are very useful to a master seeking advice and
assistance when in any kind of trouble on board the ship eg in case and
pollution incident, casualty, when under arrest, when under pressure to sign “
Clean BOL “ etc.
Board of directors will determine what limits and restrictions should be placed on the
cover offered to members, usually done and announced shortly before the next
annual renewal date of 20th Feb. A club’s rule book will reflect the current position in
the club.
2. When the member vessel is towing another vessel, loss or damage to tow or
cargo on tow, or wreck removal of tow and cargo is only covered if the towage
contract has been approved by managers.
4. Liability to seaman arising under crew contract is covered only if contract has
been approved by managers. This applies to repatriation, loss of seamen’s
effects and ship wreak unemployment indemnity.
5. Liability arising from carriage under BOL is normally covered only if BOL is
subjected to Hague rules or Hague Visby rules.
1. Custom fines
2. Immigration fines
3. Fines for failure to have proper documentation on board
4. Fines for breaching regulation relating to construction, adoption, alteration etc
of an entered ship.
5. Fines incurred as a result of conduct of crew or agent of the member
6. Fines failure to maintain safe working condition
59
59. Underlining Marine Insurance Cover, explain (i) Hull & Machinery cover,
(ii) P & I Insurance, (iii) Cargo Insurance, (iv) Pollution Liability
Insurance.
60. Explain losses and it’s categories with respect to Marine Insurance. Why
and where particular average and general average are of importance in
Loss Claims?
1) A Total loss or
There is a total loss, where the subject matter of insurance is completely destroyed
or so damaged, as to cease to be a thing of kind insured, or when the insured property is
posted ‘missing’
As per marine insurance act, a constructive total loss occurs, when the assured is
deprived of possession of his ships or goods, by a peril insured against and where the
subject matter of insurance is reasonably abandoned by the insured on account of its total
loss appearing unavoidable because it could not be preserved from actual total loss without
expenditure, that would exceed its value after expenses have been incurred.
Partial Losses
It is a partial loss, proximately caused by a peril insured against and which is not a
general avg. Thus structural damage proximately caused by collision grounding
heavy weather etc ( perils of the sea ) would normally be classed as particular
average.
b) General Average:-
It is a system, in which all interests involved in adventure viz hull and machinery,
cargo and fright at risk must contribute to losses voluntarily incurred, to save oil
interests on board.
The principal is that which has been scarified for the benefit of all, shall be made
good by the contributions of all, that got benefit from the general average act.
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 danger which
threatens all. GA losses are shared equally by all parties to the adventure.
Marine hull policies are usually time policies, the maximum period of insurance being 12 months. It
comes last damage suffered to a ship and machinery hull, the hulls, machinery, materials
and financial interests of all oceangoing vessels/ ……../
dredges/tugs/salvage/vessels/launches/ferry/ steams/boats/yachts/other pleasure
craft/self propelled bays/lights craft and other country craft can be insured marine hull
cover is generally arranged by brokers.
The insurance of goods in transit from one place to another by any single mode or combined
modes of sea, rail, road, air and inland waterways under marine cargo export and
import shipments including goods in transit by rail, road or sea can be insured. Most
goods shipped are usually insured on a warehouse to warehouse basis rather than far a sea
voyage only.
Open cover:
An open cover is a commonly used farm of long term cargo insurance contract
covering all goods shipments forwarded by an assured. The period of open
comes is generally fixed at 12 months with a 30 day notice period for cancellation
1. Deck and Engine log books covering the casualty and the repair period
2. Masters and/or chief Engineers details report (as appropriate)
3. Relevant letters of protest
4. Protests and extended protests
5. Underwriters surveyors report
6. Class surveyors report
7. Owners superintendents report
8. Receipted accounts of repairs and/or any spare parts supplied by owners, in
connection with repairs, endorsed by underwriters surveyors as being fair and
reasonable
9. Accounts covering any dry docking and general expenses relating to the
repairs endorsed as above
10. Accounts for all incidental disbursements at the part of repair
eg: for port charges, watchmen, communication expenses, agency fees etc
11. Details of fuels and E/R stars consumed together with the cost of replacement
12. Accounts for owners repairs effected concurrently with damage repairs
13. Copies of faxes and telexes sent and details of long distance calls made in
connection with the casuals.
14. Accounts for the outward port charges at the last port prior to the repair part,
inward and outward part charges at the repair part, and, if the vessel returns
to her original part from which she originally manned, inwards part charges at
that part.
15. Portage bill showing the officers and the crew during the removal to the repair
part and also for the return passage if the vessel returns to her original part.
16. details of adapters of original/dep at the relevant parts
17. Accounts in respect of and temp repairs effected solely to enable the vessel to
move to the repair port
62. What are the main statutes of marine insurance? Explain with reference
to marine insurance (i) Direct Action (ii) Reinsurance (iii) Marine
insurance and conflict of laws.
63. With reference to P&I club, write short notes on (i) Medical payment
coverage (ii) Uninsured Boater coverage (iii) Towing coverage
Ans) Ship owners insure against loss of or damage to their ship with hull under
writers. They look to the P&I clubs for insurance against their liabilities o others P&I
stands for protection and indemnity ship-owners take P&I insurance cover in respect
of third party liabilities and expenses arising from owing ships or operating ships as
principals an insurance mutual a club provides collective self insurance to its
members. The membership is comprised of a common interest group who wish to
pool their risk together in order to obtain at cost insurance cover.
P&I clubs may cover their members exposure to claims for damage or compensation
in respect of:
(1) Medical Payment Coverage: The members liability for injury illness or
death hospital and medical expenses arising from injury illness or death
cost of repatriation and maintenance ashore resulting from injury illness or
death. The clubs also cover personal injury to or loss of life of stevedores
and personal injury to or illness or loss of life of passengers and others.
64. What are the general considerations in international maritime law? What
are the general considerations in regard towage and salvage? Explain
life salvage and time for suit.
Ans. Salvage is a service rendered by a person who saves or helps to save maritime
property in danger. Salvage must be considered from three legal aspects :
(a) Common law aspects
(b) Statutory aspects and
(c) The contractual aspects
Common law aspects of salvage :
In common law any salvage service rendered will not qualify for a
salvage reward unless the following conditions are all met :
(1) The salvage service must be voluntary, i.e. the person rendering
salvage service must be “volunteer”, i.e. he must be under any pre-
existing contract or statutory duty to render the service. E.g. tugs called
out in an emgy.
(2) The salvage service must be rendered to the recognized subject of the
salvage, i.e. maritime property at risk of being lost if salvage service is
not rendered.
(3) The subject of salvage must be in danger, i.e. the real peril must be
threatening the property at the commencement of salvage, but need
not to present.
(4) The salvage must be successful. Since the salvage reward is payable
out of the value of property saved. This is what is meant by well known
“no-cure, no-pay” salvage.
These common law principles would be applied by court in the absence of
any express contract terms and where no overriding statutory provisions
applied.
The main provisions of International Convention on Salvage 1989 which
entered in to force 14th July 1996 :
(1) Salvage operation means any act or activity undertaken to assist a
vessel or any other property in danger in navigable waters or in any other
waters.
(2) Standard Towage conditions provides that Towage means any operation
in connection with the holding, pushing, pulling, moving or guiding of or
standing by the hirers vessel in return for fixed remuneration.
(3) Mere difficulty in the performance of towage does not automatically
convert towage in to salvage.
(4) Towage and Salvage cannot be performed concurrently. Where for
example a ship under tow runs aground and requires salvage services,
the towage contract must terminate before the salvage service starts or
must be superseded by the salvage services.
(5) Unless expressly stated to the contrary in the towage contract, salvage
service will not normally be contemplated by the hirer or tug owner as
being within the service contracted for. Furthermore, the agreed towage
fee will cover only those services described in the definition of “towing”
and will not usually be regarded as reasonable remuneration for any
extraordinary services.
(6) In determining whether services performed by the tug owner were
towage or salvage therefore, two rules must be applied in each case :
A Were the services performed by the tug owner of such
extraordinary nature that they could not have been within
reasonable contemplation of the parties to the original towage
service.
B Would the Salvage service in fact performed and the risks in fact
run have been remunerated if the contractual remuneration only
was paid for towage service
(7) Standard Towing Conditions provide that nothing contained in the
conditions will limit, preclude any legal rights which the tug owner may
have against the hirer of tug including any rights which the tug owner or
his servants or agents may have to claim salvage compensation or
remuneration for any extraordinary work rendered to vessels or
anything aboard vessels by the tug.
(8) Article 17 of International Salvage Convention 1989, provides that no
payment ( of Salvage or special compensation) is due under the
provisions of this convention unless the services rendered exceed what
could be reasonably considered as due performance of a contract
entered into before the danger arose.
LIFE SALVAGE :- The saving of life, called “ Life Salvage” may qualify, provided the property
also saved from which a life salvage award can be made.
65
Ans. Salvage can be described as a service rendered to save a “maritime property in danger”. The
salvage undertaken by the state or/and controlled by the state in its water or near its coast is
known as state controlled salvage. This also means that the operation of salvage has to be
controlled and guided by the state which has initiated to undertake the same.
1. Vessels crew or pilot cannot claim salvage, as they are bound by contract to protect the
vessel and its cargo from danger. Tugs are arranged previously for towage cannot claim
salvage. However tugs called in an emergency can claim salvage.
2. Subject can be a vessel, cargo, special equipment on board a ship, bunker or any other
maritime property at risk of being lost, if salvage is not rendered. Provisions, crew’s effects
etc. do not qualify for salvage.
4. Salvage claims are 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.
Salver’s Right to a “Reward” is protected by his lien (i.e. his claim) on the maritime
property. He is paid a security deposit by the beneficiaries, pending the actual
outcome of the salvage award. If no deposit is forthcoming, salver can enforce his
lien by retaining possession of the maritime property salved on applying to the
Maritime Courts to have the property arrested and sold.
-- The York Antwerp rules in context with salvage referred in Maritime contracts for the
purpose of adjustment of G.A. These rules provide a uniform method of adjustment of G.A. and
are usually used by the Average Adjuster for preparing the statement of Adjustment.
The York Antwerp rules comprise of the “lettered rules” and the “numbered rules”. The
former pertain to the principles of G.A. while the latter to the practise of G.A.
There is common maritime adventure when one or more vessel are towing or pushing
another vessel or vessels, provided that they are involved in commercial activities and not in
salvage operation. When measures are taken to preserve the vessels and their cargoes if any,
from a common peril these rules shall apply.
A vessel is not in common peril with another vessel or vessels if by simply disconnecting from
the other vessel or vessels she is in safety; but if the disconnection is itself a general average act
the common maritime adventure continues.
(a) Expenditure incurred by the parties to the adventure in the nature of salvage, whether
under contract or otherwise, shall be allowed in G.A. provided that the salvage operations were
carried out for the purpose of preserving from peril the property involved in the common
maritime adventure.
Expenditure allowed in general average shall include any salvage remuneration in which the
skill & efforts of the salvers in preventing or minimising damage to the environment such as
referred to in Article 13 paragraph 1(b) of the international convention on salvage 1989 have
been taken into account.
(b) Special compensation payable to a salver by the ship-owner under article 14 of the said
convention to the extent specified in paragraph 4 of that article or under any provisions similar
in substance shall not be allowed in G.A.
66
Annual Survey :
The purpose of annual survey is to do the general inspection of items
relating to particular certificate to ensure that they have been maintained and
remain satisfactory for the service for which ship is intended. Annual surveys
are to be held within ± 3 months of each anniversary date of initial classification
survey or the completion of the last special survey. It consists of examination for
the purpose of ensuring as far as practicable that hull equipment and related
piping are maintained in satisfactory condition.
Items to be checked for annual survey :-
(A) Hull Survey – for Cargo Ships
(a) protection of cargo hatch opening :- No unapproved changes have
been made to the hatch covers, hatch coamings, their securing and
sealing devices.
(b) examination of mechanically operated steel covers. This includes
hatch covers, stiffeners, gaskets, compression bars, drainage
channels of longitudinal, transverse and intermediate cross junctions.
Clamping devices, retaining bars, chains, ropes, pulleys, guides,
guide rails, tracks, wheels, stoppers, tensioning devices – like
gypsies, wires, safety locks. Loading pads/bars and side plate edge,
chocks, drainage channels & drain pipes.
(c) all mechanically hatch covers should be operating satisfactory
(d) protection of other openings. This includes :-
Hatchways, manholes, and scuttles in freeboard and
superstructure decks
m/c casings, funnel annular spaces, skylights
portholes and all openings
ventilation, air pipes, together with flame screens, scuppers
watertight bulkheads, bulkhead penetrations, details in
enclosed superstructures
(e) freeing ports :- together with bars, st.
(f) protection of crew :- guard rails, stanchions, life lines, gangways,
ladders, deck houses
(g) confirmation of loading guidance and stability data.
(h) No alterations have been made to hull or superstructure (relating to
load line)
(i) Anchors and chain cables
(j) Confirmation of operation of manual/automatic fire doors
(k) Salt water ballast spaces :- for corrosion and thickness measurement
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
Alarm’s
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.
Annex – 1 Reg. 9 (a) – for tanker cargo important thing is instantaneous rate of discharge 30µ
/ NM.
Annex – 1 Reg 9 (b) – all ship’s 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
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 need’s
a) COPS TURBIMES
b) CARO HEATING SYSTEM
c) PRODUCTION OF INERT GAS
d) On many tankers the deck machinery was also seam (driven specially on
old ships)
Boiler combustion control are proper 15 – 20% excess air are supplied in boiler.
Steering gear of such ship (VLCC) must be fitted with a safematic system so that in case of
Hyd fluid leakage, the pair of rams will automatically be connected & disconnected to retain
control required for tanker above 70000 DWT.
All certificates to be issued by Govt. of India will be checked as issued by Govt of India DGS.
EX – IOPP
SAFCON
SEQ
ILLC
However certificate of class may continue enforced if classification society is not changed.
Therefore continuous Survey of Machinery Record quarterly listing record, will check.
The enhance survey should have been conducted for this ship as per Reg. 13G MARPOL Annex
– 1 and therefore such certificate and survey document fill will be rechecked.
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Q. 69. A ship on which you have joined as Chief Engineer is scheduled to be put in active service
after major lay-up and necessary repairs. State the survey inspections and trials to be made by the
surveyor in presence of Chief Engineer and Master.
Major Lay Up: In this question it implies that the ship was not operational on account of undertaking
major surveys, repairs inclusive of Docking Survey. In such cases trials are to be carried out.
Trials are not made by the surveyor. The Class surveyor witnesses the trials. It is the responsibility of
the ship owners to carry out the trials in presence of surveyor.
-1. A dock trial is to be conducted at the time of dry-docking at least in the following cases.
(1) When Main engine and/or Propulsion shafting system and/or Main generator and/or
Prime mover for Main generator and/or Boiler and/or Steering gear were overhauled for
repairing or inspection.
(2) When docking work was conducted for two weeks or longer.
It may be allowed to conduct mooring run for dock trial of Main engine, Propulsion
shafting system and Main boiler. But, in principle, dock trial must be conducted prior to
sailing, and at least start engine / stop engine, change of ahead / astern and low load
operation must be conducted at the dock trial. The operational test of the machinery
concerned may be acceptable at the discretion of the attending surveyor only for
repairing of Main generator and/or Prime mover for Main generator and/or Auxiliary
-2. If the following significant repairs are carried out to main or auxiliary machinery or steering
gear, consideration is to be given to a sea trial.
(1) The welding works for cracks of frame or bed plate of Main engine and/or Prime mover
(2) Renewal or repair of Crankshaft of Main engine and/or Prime mover for Main generator.
(3) The repairing work for Camshaft and/or Camshaft driving device of Main engine and/or
(4) Renewal or repair of main parts for Main engine and/or Prime mover for Main generator.
(5) The repairing work for power transmission system of Propulsion shafting system.
(7) The welding work for Boiler plates subjected to internal pressure.
(8) The repairing work for Propeller blades affected to the balancing of Propeller.
(9) The repairing work for main power transmission part of Steering gear including Rudder
stock.
(10) Renewal of Main engine and/or Propulsion shafting system and/or Prime mover for
The extent of sea trial and survey items depend on at the discretion of attending surveyor in
When repairing work for Main generator and/or Prime mover for Main generator and/or
Auxiliary boiler were conducted, it may be allowed to conduct operational test of subject
OCCASSIONAL SURVEYS
Certificate of Classification
1 The Society will issue a Certificate of Classification for a ship registered in the
Classification Register in accordance with the provision its Rules. The Society will issue a
Provisional Certificate of Classification, which is valid until the issue of a Certificate of
Classification, for a ship which has been surveyed for classification and reported by the
Surveyors to be fit for classification.
2 The Society will issue a Certificate of Classification for a registered ship once the Special
Survey has been completed in accordance with the provisions of the Rules to the satisfaction
of the Surveyor.
3 The Society will endorse a Certificate of Classification when the Annual Survey or the
Intermediate Survey has been finished to the satisfaction of the Surveyor.
Class Maintenance Surveys consist of Periodical Surveys, Surveys under the Planned
Machinery Surveys and Occasional Surveys, which are as specified in the following (1) to
(3). At each of these surveys, inspections, tests or examinations are to be carried out to
verify that hull, machinery, equipment, fire-fighting equipment, etc, are placed in good
order.
(a)Annual Surveys
The surveys consist of open-up examinations etc.of propeller shafts and the stern
tube shafts as specified in Chapter 8 of this Part.
Part which are to be carried out systematically, continuously and sequentially so that
each survey interval for all CMS items does not exceed five years.
Chapter 9 of this Part which are to be carried out on the basis of the results of
regular condition monitoring and diagnoses according to the
STATUTORY SURVEYS
(1) SAFETY CONSTRUCTION -Initial Survey: The initial survey shall include a COMPLETE
INSPECTION of the structure, machinery and equipment. this survey shall be such as to
ENSURE that the arrangements, materials, scantlings and workmanship of the structure,
boilers and other pressure vessels, their appurtenance, main and auxiliary machinery
including steering gear and associated control systems, electrical installations and other
equipment COMPLY with the requirements of the regulations, are in SATISFACTORY and are
fit for the service for which the ship is intended and that the required stability information is
provided. In case of tankers such a survey shall also include an inspection of the pump
rooms, cargo, bunker and ventilation piping systems and associated safety devices.
Shall include an INSPECTION of -------- referred to in para (1) to ENSURE that it COMPLIES
with the relevant requirements of the present regulations.
The survey shall include an INSPECTION of (------ ) to ensure that they remain
SATISFACTORY for service for which the ship is intended. In the case of tankers, the survey
shall also include an inspection of the pump rooms, cargo, bunker and ventilation piping
systems and associated safety devices and testing of insulation resistance of electrical
installations in dangerous zones.
71
Ans) Crosshead bearing is one of the most critical component on the ships propelled
by slow speed marine diesel engines. I is a must ship to have atleast one set of open
crosshead bearings on board. When a survey of crosshead bearing is carried out care
should be taken to open one bearing at a time so that if it is found damaged it can be
replaced with spare one. But under certain circumstances it may be possible
considering the commercial aspect that more than one bearing is surveyed when
more than one bearing is surveyed and they are found to be damaged during
periodical survey than only one of the damaged bearing can be renewed. In practice
no clarification society forever could allow the ship to sail or proceed for voyage
until the damaged bearing is either renewed or attended by the manufacturer and
certified for further emergency use.
In this case it is assumed that either due to bad planning the … bearing is not on
board or more than and bearing are surveyed and of which one is renewed and the
other one is suspected under such condition a class surveyor is satisfied that as
engine was running before the survey without any trouble and if the bearing is not
appreciably damaged, then may allow the vessel to sail under verbal agreement that
in case of any trouble the C/E will proceed to the return voyage with one unit cut off
class surveyed thereby expenses condition of class. This permits the owner same
time to arrange a new set of crosshead bearing at the next port from the makers.
Therefore C/E must forward the … of the said bearing to the company without
delay for procurement he must also send a detail report o the company specifying
the impartation of CoC.
During such a voyage care must be taken to monitor he temp of the bearing shoe,
with the therneosensor, to achieve this C/E may be allowed to even stop the engine
and carryout c/case inspection o ascertain that no further damage has taken place to
the bearing during refitting.
In case such a component is not readily available with the manufacturer, the
production will take time,then the company may look for another such breaking on
its sister vessel. If transportation is feasible, they will go by the cost factor. In case a
new spare bearing cannot be arranged at next port of call, then either classification
society may be allow the ship to sail until the damaged bearing is renewed or may
conduct another subsequent survey to analyse further damage o the bearing on ship
owners request. If on a subsequent survey bearing condition is found to be
unchanged bearing monitoring during the voyage is found to be satisfactory then
under the prevailing conditions the surveyor may extend the deadline of COC.
In case the vessel is not allowed o sail, then vessel will choose its charter or the
caterers may offhire the vessel unnecessary port charges are imposed on the
vessel/owner for lays-ups apart from losing freight/per day. The class may be
surepended and certification withdrawn act this will account o a huge cost to the
owner. He may fire the managers or the C/E for inefficient and incompetent
performance if I is established due to poor management
72
Ans. The salient items to be injected on a vessel scheduled to make a voyage from India to US coast
are:-
I.S.M. Code
(a) Confirm that there is a Company Safety & Environmental Protection Policy on board &
that all the key Personnel are familiar with Safety Management System (SMS).
(b) Ensure the Safety Management Documentation & Manual are upto date & reality
available.
(c) All personnel should be able to give the identity at D.P.A. (Designated Person Ashore)
who is to be contacted for a energy ensure procedure are in place to establishing to
maintaining contact with shore management through the DPA in an emergency.
(d) Records for maintenance, periodic testing, training drills, books & safety register are to
be updated.
(e) Ensue that you (C/E) are familiar with any non conformity that has been reported to
the company & what corrective action is to be taken.
Communication:-
Ensure that all key personnel are able to communicate & understand each others signals
during drills.
Bunkering Operation:-
Ensure Bunkers Procedures are posted, understood by all personnel & Spill Equipments are
readily available. Test the means of communication between ships bunkering personnel &
shore procedures to report & detail with oil spills should be understood by all (SOPEP)
Ensure that all the operational requirements of Marpol Annex – I have been complied
within taking rate account
3) The capacity at oily water separator / incinerator. Ensure both OWS & incinerates are
functioning properly.
4) Check that oil record book is upto date & correctly filled up.
5) Ensure correct use at reception facilities, inadequate facilities noted & reported by the
master to the has state
6) Ensure that responsible persons are familiar with the procedure for handling sludge &
bilge water.
1) Emergency & stlby sources at electrical power to be listed but they are readily available.
Especially in a black art situation stand by generator engines automatic start to be tried
out.
2) Check that the load sharing system at generators is tested is functioning correctly.
6) Check life boat & rescue boat engines are working correctly.
7) Check proper functioning of safety cut-outs of ME; Aux / engine & boiler.
Basically the most important aspect at ship operation is conformance at ISM on board as any
deviation will mean a major non conformity.
Communication is the next single most important factor while dealing with emergencies.
Most common emergencies on board is a fire hence impacting knowledge about fighting fire
& its equipments is paramount in savings line ship.
Oil pollution liabilities may be so with that may can even shake up big oil companies, hence
control oil / bunker operation is important in day to day operation as a Chief Engineer.
Lastly keeping all machinery installations up to the mark with documentations
can enable satisfactory peacefully sailing for Chief Engineer & all onboard
73
D - M.O.D.U
E - Electricity
F - Fire Protection
G - Gas Tankers
K - Propellers
M - Machinery installations
N - Navigation
S - Strength of ships
5) Strength of ship
There are unified rules for thickness measurement and how much deterioration in
thickness of various shell plating is permitted.
74
UNCLOS
. The united Nations convention on the law of the sea (UNCLOS) is an umbrella convention
concerned with many aspects of the sea and its uses, including the granting of registration of a ship
by a state. Once a ship is registered, the flag state has certain duties laid out in UNCLOS.
In particular under Article 94 the flag state must effectively exercise its jurisdiction and
control in administrative technical and social matters over ships flying its flag and take such
measures for ships flying its flag as are necessary to ensure safety at sea and protection of the
marine environment.
International conventions have been agreed, setting out uniform standards to facilitate
acceptance of a ship registered in one country, in the waters and parts of another and in general
furtherance of safety at sea and protection of Marine environment. These standards are commonly
referred to as statutory requirements Broadly they cover three distinct areas.
i) Aspects of the ships design and its structural integrity load line and stability in the intact and
damaged condition, essential propulsion steering equipment etc.
ii) Accident prevention including navigational aids and pollution and for prevention.
iii) The situation after an accident (tere flooding) including containment and escape.
iv) Manning of ships labor conditions and the training of crews.
The above mentioned areas need inspection to ensure that each ship
i) Is constructed and equipped as appropriate for safety at sea pollution prevention and safe
navigation of the ship.
ii) Is manned by master / officers and crew appropriate in number and qualification.
iii) and that master officers and crew are fully conversant with the requirements of applicable
international regulation concerning safety of life at sea prevention of collisions prevention /
reduction and control of marine pollution.
The responsibility of implementation of international conventions and codes lies with
individual governments. In additions for maritime countries which have experienced administrations
the survey and certification of ships did not represent great difficulties for other nations however,
these tasks caused a demand on technical skills which most governments found and still find difficult
to fulfill, bearing in mind the number of existing international conventions and codes and their
revisions.
SOLAS and the other International conventions permit the flag Administration to delegate
the inspection and survey of ships to a Recognized organization. The organization is empower to
require repairs or other corrective action to a ship and in most cases to with draw or invalidate the
relevant certificate if the necessary action is not taken.
IMO Resolution A 739 (18) lays down minimum standards. It requires organisation to
demonstrate its technical competence and be governed by the principles of ethical behaviour.
Resolution A 789 (19) presents specification on the survey and certification functions of R.O.
Both those resolutions provide the criteria and framework to which a flag must be certified that
their RO's meet.
Following are some salient point regarding delegation of statutory surveys to classification so
Due to the international nature of shipping the ship may not call its port at registry or the
country for years. Hence surveying such ships would be difficult by the flag state.
International presence of classification societies at many ports around the world.
Good experience and technical expertise of the classification sureties.
Statutory regulations are built on the classification foundation class rules are a vital part of
the statutory legislation.
A holistic approach to the constructional safety of the ship benefits from one organization
verifying compliance with both statutory and class requirements.
IACS is the only non-governmental organization with observer status at IMO able to develop
rules. These rules implemented by its member societies are accepted by maritime
community as technical standards.
Some of the surveys entrusted to classification are
i) International load line
ii) Safety Equipment
iii) Safety construction ship safety
iv) Safety Radio
75
Ans. If a statutory certificate has just expired and the vessel is in a port having
inadequate survey facility, then the Class or the concerned authority should be
notified immediately upon which the Class or concerned Authority will extend the
period of validity of the certificate.
Extension of Certificates:
Whenever a vessel is in port in India with an expired statutory certificate and it is not
possible to carry out the survey due to non-availability of necessary repair facilities or
other causes, the Principal Officer concerned may permit the ship to proceed from
that port to another port of survey in India. Such extensions shall not exceed a period
of one month.
Whenever an Indian ship arrives at a port abroad and her certificate is likely to
expire, the Master shall intimate the nearest Indian Consular officer authorized to
deal with extension of certificates telegraphically giving him details of further voyage.
The Consular Officer on receipt of this information shall extend the certificate for an
adequate period to enable the vessel to return to a port in India but in no case shall
such period exceed five months. Where a vessel is not likely to return to India, the
Consular Officer may either request the local administration at that port for a survey
and issue of an appropriate certificate on behalf of the Government of India or
extend the certificate to enable the vessel to reach her next port of call where such
survey facilities are available.
All statutory certificates for cargo ships, tankers, containers, refrigerated vessels, will
be valid for a maximum period of 5 years. For passenger ships validity will be 1 year.
Every six-month: De-ratting certificate. May be extended by one month. Under PSC,
ships to be considered for priority inspection.
Every Year: Annual surveys / Endorsements of all statutory certificates and class
certificates. Window period is ( + 3 months).
Ans. As the condition of the one of the cross head bearing has degraded further, when the condition
of class was applied chief engineer has to take a decision so as to maintain the
seaworthiness of the vessel and at the same time has to ensure that the condition
of the bearing does not degrade further.
If the vessel is on a port where classification surveyor can visit the ship, he should ask the
agent through the company to arrange for the classification surveyor to visit the vessel. He
should also forward the report of the inspection of said bearing to the classification society and
to technical superintendent of the vessel (i.e. company)
After the comments of the classification surveyor he should take the necessary step if due to
any reason classification surveyor cannot visit the ship, then he should ask the company to get
the feed back from the classification society.
Now depending on classification society comments he should do the needful if the
classification society says to use your own judgment and plan the action for the safer return
voyage then chief engineer should check with the master and if time permits and he has spare x-
head bearing shell on board, then he can plan to renew the bearing.
But before renewing the bearing he should try to find out the actual cause for the frequent
damage of the bearing. He should check the oil flow around the bearing and the condition of
lubricating oil.
He should check the x-head bearing pin for its surface finish. If only damage has been done
to the pin surface then he should decide about the renewal of the bearing. He should take the
photographs of the old bearing in place and after fitting new bearing shells to show these to the
classification surveyor. On the completion of the job he should inform the class and should
request the company to arrange for the bearing survey at the next port if not possible on the
repair port.
If commercial aspects of the vessel, non-availability of the spare x-head bearing shell,
condition of the x-head pin surface finish, does not allow for the renewal of the bearing, then to
prevent further damage to the bearing and x-head pin, he should cut off the affected unit. He
should ask the company to arrange necessary spare's and workshop if assistance required on the
next port. He should try to complete the return leg by cutting off the affected unit. He should
keep the load on the engine as per the instructions of makers operating manual and should
inform the master about RPM that will be available. When the engine is running with one unit
cutoff, normal watch should be maintained in the engine room and attention has to be paid to
the thermal stresses coming on to the engine parts and the vibration of the engine. These should
be maintained within limits by adjusting the R.P.M.
Whatever action is taken for the safer return voyage, classification society have to be
informed about that and only after the permission of the class vessel should sail out of the port.
77
1. Classification Societies live on their reputation. Acceptance of their technical work can only
be maintained by continuously proving integrity and competence.
2. The decisive bodies by which demand for work and therefore for the existence of the
Classification Societies is ultimately governed are National Administrations and
Underwriters.
3. The Societies cover fields with their classification work which are theirs for historic reasons.
Recognized Classification Societies’ basic requirement for structural strength, and
mechanical and electrical systems have thus been made mandatory.
Societies. However the ultimate responsibility of the ships under its flag
4. Therefore the Societies shall consider all submitted information and survey reports to be
proprietary and the contents or copies shall not be made available to another party, except
as defined in the Rules of the Society required by applicable legislation court order, legal
proceedings, adherence to Flag State request, or by Owner’s authorization.
Any information published in the Register, including due dates of periodical surveys, are
considered public information and available to any interested parties.
Ans. Classification Societies are organisations that establish and apply technical
standards in relation to design, construction and survey of marine related facilities
including ships and offshore structures. These standards are issued by the
Classification Society 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. The Society issues this Certificate up on
completion of relevant Classification surveys.
This Certificate is not an express warranty of safety, fitness for purpose or
seaworthiness of ship. It is an attestation only that a vessel is up to that standard.
(1) Classification Society as survey bodies :- As an independent, self
regulating body, a classification society has no commercial interests related to
ship design, ship building, ship ownership, ship operation, ship management,
ship maintenance, or repairs, insurance or chartering. In establishing its rules,
each society may draw upon the advice and review of members of the industry
who are considered experts in their field.
A ship built according to standards of a society will be assigned a class
designation by the society on satisfactory completion of relevant survey. For
ships in service, the society carries out survey to ascertain that the ship remains
in compliance with those rules. Should any defects present which affect class,
should be promptly attended to and rectified.
A ship is maintained in class provided that the relevant rules have been
complied with and surveys carried out in accordance with its rules. The surveys
normally falling under the category of class are:-
(a) Continuous Survey of Machinery, etc. A classification survey is a visual
examination that normally consists of
An overall survey of the items for survey
Detailed checks of selected parts
Witnessing tests, measurements and trials where applicable.
A “condition of class” provision is given to owner for a specified job which is to
be carried out within specified period of time. Each classed vessel is subject
to a specified program of periodic surveys after delivery. These are based on
a 5 yr cycle and consists of annual surveys, an intermediate survey and a
class renewal/special survey(held every 5 yrs). The rigor of each specified
survey increases with the age of the vessel.
Special Surveys :- These are very strict and extensive surveys normally in dry
dock or maybe in water also. Main and auxiliary machineries are also
checked. Hull survey requires ultrasonic thickness measurements in presence
of surveyor mostly. Purpose is to assess whether the structural integrity
remains effective and to identify areas that exhibit substantial corrosion,
significant deformation, fractures, damages or other structural deterioration.
Depending upon size and type of vessel it may take several weeks to
complete.
The Intermediate Survey :- It is held halfway approximately between special
surveys. Ultrasonic thickness gauging is done to find out whether plates are
within limits, where necessary surveyor attends gauging.
Annual Survey :- Ship is generally examined. The survey includes an external,
general inspection of the hull, equipment and machinery of ship and some
witnessing of tests; so far as is necessary and practical in order to determine
whether the ship remained in a general condition which satisfies the rule
requirements. Older ships of certain types may also be subject to a general
examination of some internal areas of the hull. It generally takes several hours
to a few days.
(2) Classification Society as neutral third party :- The responsibility of safe
operation of a ship lies squarely with the ship owner. If a vessel is to operate
successfully, it is necessary to demonstrate that it is being maintained
properly and is fit for its intended purpose from the perspective of insurers,
cargo shippers, administrative authorities and other parties. Ship owners own
declaration of condition of ship may not be acceptable to insurers and cargo
interests. Knowing that the insurer or other third parties may not be in
agreement with his above assurance, the owner often engages a
classification society to survey and class the ship. The classification society,
as an independent neutral third party with broad technical knowledge and
expertise in naval architecture and shipbuilding, confirms or declines to
confirm the acceptable condition of the ship according to classification society
standards.
(3) Classification Societies as Recognised Organisation :- United Nations
convention on the law of the sea has empowered all contracting governments
to exercise its jurisdiction and control in administrative, technical and social
matters over ships flying its flag. Such measures are necessary to ensure
safety at sea. That is why UNCLOS is also termed as UMBRELLA
CONVENTION giving shelter to all other IMO conventions.
SOLAS Chapter II-1, Reg 3-1 states that, in addition to the requirements of
the other SOLAS regulations; ships shall be designed, constructed and
maintained in compliance with the structural, mechanical and electrical
requirements of a classification society which is recognised by the
Administration in accordance with the provisions of regulation XI-1 or with
applicable national standards of the administration which provide an
equivalent level of safety.
Where the classification survey is taken as evidence of compliance with
flag state; administration immediately issues a statutory certificate. And if a
ship is served a Condition of Class or suspension, immediately administration
withdraws its statutory certificate concerning construction and equipment i.e.
SAFCON and SEQ certificates.
Conclusively, SOLAS and other international conventions permit the flag
state to delegate the inspection and surveys of ships to a Recognised
Organisation(RO). IMO resolutions A739(18) lays down minimum standards
for RO’s. fundamentally it requires their competence(technical) on the basis of
ethical behaviour. IACS (International Association of Classification Societies)
members have been found to meet criteria for Resolution A739(18) by all the
administrations(approx.100) that are parties to SOLAS.
(4) Classification Society and duty of confidentiality :- Classification Societies
have recently supported to disclose class information. In addition to disclosing
information when required to do so by law, they readily disclose information
when providers/owners give consent to do so. They provide details of the due
dates of surveys and status of ships under ‘class’. According to IACS,
societies are not in a position to disclose all information provided by clients.
IACS says such calls for transparency should be directed et the parties who
provide such information to ‘class’ – that is ship owners, ship builders,
manufacturers and others. If the consent of these parties is obtained, there
would be no resistance whatsoever on the part of ‘class’ to the disclosure of
such information.
79
79. As a Chief Engineer on a fully loaded ship you are stranded in an island
near UK coast having no survey facility where the forepeak of the vessel
is severely damaged. Explain your reciprocatory actions with reasons
and the procedures to be adopted for making a safe return voyage to
India.
Ans: Under such a condition the master of the vessel should inform the class. Each
classification society has got an emergency cell for such accidental incident. Like
NKK has ETAS (Emergency Technical Assistance Services) and Lloyds has Ship
Emergency Response Services. This cell of the class should be contacted and a
reciprocatory actions established accordingly.
The company’s emergency code procedures contain checklist of actions to be
taken in case of grounding or stranding. Master or chief engineer should take
action based on structured approach such as contingency plan.
A prompt re-floating is critical to reduce risks to the environment and to the
structural integrity of the vessel. P&I clubs recognise the urgency attached to
their emergency situation and protect an owner against the financial
consequences associated with the need for the master to make decisions without
the benefit of cost estimates. Master should not delay his decision in asking for
outside help to re-float the vessel.
In case of stranding, attempts should not be made to re-float the ship under
her own power if wind and sea conditions indicate the possibility of ship working
harder aground, pounding or breaching to sea. Anchors to seaward should be
quickly laid if possible to prevent the ship from washing further ashore. Ship
should be weighed down and not alighted in an effort to help keep the ship from
working harder on the beach and secondly to prevent damage caused by working
and pounding ship on the bottom.
In consultation with the emergency technical assistance service or class,
repair for the damaged fore peak tank should be carried out for surveyor in the
next port. Keep record of all the inspections and work carried out including
photographs wherever possible. The diver will go in and assess the extent of
damage. If the extent of damage is such that it affects the seaworthiness of the
ship, then with the temporary repairs she should sail to nearest port (or ask for
the use of tugs to tow the ship to the nearest port if necessary) of refuge for
further and permanent repairs. If class allows ship to sail in such conditions to
India with temporary repairs then chief engineer should take under mentioned
precautions:
DB tanks to be kept filled at all times, ship’s draft should be monitored, shaft
generators should not be used, low sea chest to be used, engine room to be
manned, regular tank soundings to be taken, regular checks of affected area by
senior officers, etc.,
To return to India the safest route shall be via Gibraltar so the draft must be
adjusted accordingly. Isolate all the electrical power to forward like IPCC,
windlass, lighting etc. In some ships fresh water tanks are in the forward. In that
case all the fresh water will have been lost so FWG is to be run continuously
(control water supply if need be). The engine speed must be adjusted so as to
keep the scavenge pressure minimum because blower may not be rated to run
continuously. Engine must be run 75% MCR maximum.
80
World Scene
There are many international Conventions in force or waiting to come into force today. And yet,
ships are often found not fully complying with the requirements in the Conventions. Flag State control is identified
as inadequate in many instances causing the problem. As a result, the international community is prompted to
carry out Port State Control (PSC) inspections to alleviate the problem but realizing that PSC regime is an
imperfect test. The ultimate solution should come from proper flag State implementation.
Hong Kong is a responsible flag administration. She had inherited the British practices in dealing with registration
and ship inspection. The general attitude in MD was one of strict regulation
enforcement with customer convenience coming second. This attitude was not helpful in attracting new tonnage
to the register.
As a Flag State, Hong Kong always ensures that ships registered with the register are meeting
international standards and the RO's, who are delegated with the powers, are carrying out their work
satisfactorily. Some statutory inspections were carried out by MD(Marine Department) which served to monitor
the work of ROs and to ensure the safety standards of the ships. Inspections carried out by MD were more costly
than ROs. Technically speaking, these inspections duplicated the work of ROs at the expense of the ship-
owners. Ways had to be found to reduce the cost to ship-owners while adhering to our international obligations.
The objective of maintaining the Hong Kong register is not to obtain financial gain for the Hong
Kong Special Administrative Region (HKSAR) Government through the registration service but to
enhance the status of Hong Kong as an international maritime centre and the consequent economic benefits
arising from being such a centre.
It was realised that the traditional ship inspection schemes followed by all advanced maritime
control philosophy. A scheme known as the Flag State Quality Control (FSQC) System was developed under the
philosophy. Quality ships are believed to be the products of the hard work of four parties, namely, crew, ship-
owners, ROs and the flag administration. The main elements of the scheme are:
* The flag State should take the responsibilities in ensuring the safety of its ships.
* All inspection and certification functions should be delegated to ROs to minimize flag State interference on the
efficient operation of the vessels.
* Monitoring can be carried out through the information from ROs, Port State Control inspections, casualties etc.
The information is analysed to identify ships which qualities are declining.
* After the analysis, the bottom 10% of ships and their operating companies will be identified and selected for
inspections (FSQC inspections) by MD. However the cost of such inspections will not be passed on to the ship-
owners but absorbed by the revenue generated by the HKSR.
* Reports of FSQC inspections will be sent to the relevant ship operators and ROs and
meetings held with them to discuss the findings and for the remedial actions.
The implementation of the FSQC System has made it possible to monitor the performance of
the ships, recognized organisations (ROs) and ship management companies better. The ability to
select ships and inspect them on our own accord has made it possible to assess the true quality of
ships. The performance of both the ships, ROs and ship management companies can be assessed
more accurately than in the previous practice of inspecting all ships at regular intervals.
80
World Scene –
There are many international conventions in force or waiting to come in to force
today. And yet, ships are often found not fully complying with the requirements in the
conventions. Flag state control is identified as inadequate in many instances causing
the problem. As a result, the international community is prompted to carry out Port
State Control (PSC) inspections to alleviate the problem but realizing that PSC
regime is an imperfect test. The ultimate solution should come from proper flag state
implementation.
Recognised Organisations:-
Under the FSQC system, the Marine department will not be directly involved in the
surveys & issue relevant certificates to HK registered cargo ships except when
requested by the ship owners. The following Classification Societies are authorised
to carry out statutory surveys & issue related certificates on behalf of the flag
administration:-
American Bureau of Shipping
Bureau Veritas
China Classification Society
Det Norske Veritas
Germanischer Lloyd
Korean Register of Shipping
Llyods Register
Nippon Kaiji Kyokai
Registro Italiano Navale (RINA)
Equipment Approval:-
Certain equipment & materials not required by regulation to be approved may be
“accepted” by the commandant for use aboard inspected vessels, uninspected
vessels, & boats after certain control actions have been taken. Unlike approved
equipment & materials, “accepted” items are not normally published in the Federal
Register. However, they are listed in Equipment Lists & in the proceedings of the
Marine Safety Council. E.g. valves, fittings, flanges can be accepted on an affidavit
basis if certain regulatory requirements are met. Welding filler metals, elect.
equipment, ships stores & supplies to be of approved type. Each item approved is
assigned a basic approval number. This includes the number of the CFR subpart
under which an item was approved, thus identifying the general requirements for its
approval.
e.g. a) Approval of Equipment & Materials (General) – 46 CFR Part 159
Ans) Traditionally, ships have been built of steel and with minimum of operational
controls. The requirements for ships engaged on long international voyages are
therefore framed in such a way that providing the ship is presented for survey and a
ship safety certificate is issued, the ship may go anywhere in the world without any
operational restrictions being imposed.
The traditional method of regulating ships should not be accepted as being only
possible way of providing an appropriate level of safety. Numerous new designs
have been developed and have been in provide demonstrating their ability to
operate at an equivalent level of safety when engaged in restricted voyages under
restricted operational weather conditions and with approved maintenance and
supervision schedules.
High Speed Craft Code (HSC Code) 1994, means the International Code of Safety for
High Speed Craft was derived from the code of Safety for dynamically supported
Crafts (DSC Code) adopted in 1977, recognizing that safety levels can be
significantly enhanced by the infrastructure associated with regular service on a
particular route.
The safety philosophy of this code is based on the management and reduction of
risks as well as the traditional philosophy of passive protection in the event of an
accident. Risk management through accommodation arrangement active safety
systems, restricted operation. Quality management and human factors engineering
should be considered in evaluating safety equivalent to current conventions
applications of mathematical analysis should be encouraged to assess risk and
determine the validity of safety measures.
Failure Mode Effects Analysis (FMEA)
Analysis of failure performance is used to assess the safety operations of HSC’s
FMEA fot HSC is based on a single failure concept under which each system at
various levels, a systems’ functional hierarchy is assumed to fail by one probable
cause at a time.
The effects of postulated failures are analysed and classified according to their
severity. Any failure mode which may cause a catastrophic effect to the craft shall be
guarded against by system or equipment redundancy unless the occurrence of such
probable failure is extremely improbable. Results of FMEA are to be implemented
while designing and manufacturing the craft.
The HSC is of light displacement compared with conventional ship. The advantages
are high reserve buoyancy reducing the hazards addressed by ILL, 1966 height
displacement is required for higher speeds which necessitate the use of non-
conventional ship building materials
I) All craft classed with the society are to be subjected to the following periodical
surveys
a) Annual Surveys
b) Intermediate Surveys
c) Special Surveys
d) Propeller shaft and stern tube shaft surveys.
II) All craft classed with the society are to be subjected to planned machinery
surveys
III) All examinations and tests in accordance with the requirements in this chapter
are to be carried out to the satisfaction of the surveyor
Docking : For periodical surveys, Annual, Intermediate or special surveys the craft is
to be dry docked or placed on blocks of sufficient height and proper stagring except
where-in-water surveys is requested by the owner and approved by the society and
substitution for surveys in dry docks or on shipways. Any consecutive in water
survey is not accepted.
Propulsion Systems: HSC’s are normally shallow draft crafts water jet propulsion is
widely used in such crafts.
The HSC requires the following rules:
a) the craft will take a proper step, for e.g., refuge or declaration when the craft
runs into a sudden storm.
b) the craft will at all times be in reasonable proximity to a place of refuge
c) adequate communication facilities, weather forecasts and maintenance
facilities are available within the area of operation.
d) in the intended areas of operation, there will be suitable rescue facilities
readily available.
e) the stability requirements are framed for craft having appropriate stability in all
conceivable conditions. Special attention is o be paid to the stability by the
builders in design and construction stage and by the craft owners and craft
masters while in service.
82
Classification society are neutral third party survey organization under taking ship survey in support
of insurers. The societies are the primary means by which the shipping industry
regulates itself and verifies the maintenance of ship safety. Classification society
establish and apply technical requirements for the design, construction and survey of
marine related facilities. The requirements are published as classification rules.
SOLAS and other International conventions permit the flag administration to delegate
inspection and survey of ships to classification society. Thus a classification society
becomes a recognized organization by the flag state. When issuing or endorsing
statutory certificate on behalf of the flag administration verify that the condition of ship
confirms with relevant rules and regulations of the flag state (i.e.) it performs a
Governmental function). However, it needs to be clearly understood that the primary
objective of a classification society is to undertake ship survey in accordance with the
class rules.
Maintenance of class depends on the program of periodical Hull and machinery surveys,
being carried out within stipulated periods. Survey programmes comprise of special,
annual and Intermediate surveys.
Classification societies however, are private entities and class surveyors are not a
substitute for governmental officials who have enforcement powers.
1. Special Surveys : Special surveys of hull and machinery are carried out at 5 yearly
intervals in order to establish the condition of hull structure / machinery respectively, to
confirm that the same is in accordance with the class requirements. Special surveys are
intended to detect possible damages and establish that extent of any deterioration
following satisfactory completion of special surveys, a new certificate of class is issued
by the society.
2. Annual Survey : Must be carried-out 3 months before or after each anniversary date of
completion, commissioning or special survey in order to confirm that the general
condition of the vessel is maintained at a satisfactory level. following satisfactory
completion of annual survey, the certificate of class is endorsed by the class surveyor.
3. Intermediate surveys : are carried out on all ships, instead of either second or third
annual survey.
4. Docking Surveys : Docking surveys are carried-out by arrangement with owners ships
under 15 years old must be examined in dry dock twice in any 5 year period, not more
than 3 years may elapse between docking ships with 15 or more years old, must be
examined in dry dock at 2 yearly intervals with extension to 2 1/2 years, when suitable
high resistance paint is applied to the underwater portion of the hull.
5. Continuous Surveys : Continuous survey of hull are permitted on all ships other than
bulk carriers, combination carriers and oil tankers, which are now subjected to enhanced
surveys. All hull compartments are to be opened up for survey and testing in rotation
with 5 years interval between examination of each part.
6. Continuous survey of machinery : are carried-out every 5 years, with parallel
arrangement as for the hull.
7. C/E's examination of Machinery : May be made where the society agrees to some items
of machinery being examined by the Chief Engineer at ports where the society is not
represented or where practicable at sea. A limited confirmatory survey is carried out at
the next post where the society surveyor is available. Where an approved planned
maintenance system operates.
Confirmatory surveys may be held at annual intervals.
8. In-water surveys : May be accepted in line of one of the two docking surveys required
every the information, normally obtained from docking surveys. The beam must be
greater than 30m (or as agreed) and a suitable high resistance paint must have been
applied to the under water portion of the hull.
9. I. G. System Survey : Annual survey. In addition, on ship to which IGS notation has been
assigned, a special survey of the IG plant must be carried out every 5 years.
Ans. STATUTORY:- Surveys/Certificates issued are those which must comply with
the law. The flag state lays down the rules/regulations as how the ships must be
built/equipped with regard to structure, equipment and machinery. Those rules in
various flag states are similar to each other as they have been based on IMO
Conventions. These are carried out by a government surveyor or as authorised
by the govt./administration to Classification Societies.
CLASSIFICATION: 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. Though “Class”
has no legal status, a vessel must be in ‘Class’ at all times so that it is covered for
employment and insurance. As they work in interest of ship owner, their fee and
expenses are paid for every visit on ship. Classification Societies recommend
that periodical surveys for the issue of Statutory Certificate be carried out
concurrently with the Classification Special Survey so that anniversary dates of
both Statutory and Classification Certification coincide.
REGULATORY: Regulatory Surveys are those which are required by Class,
various conventions etc., and are necessary to be complied and fulfilled with.
Harmonized Survey and Certification System is planned to operate for SOLAS
and LOAD LINE Convention surveys.
OWNERS & SHIPS RESPONSIBILITIES: To maintain validity of any SOLAS
or MARPOL certificate the owner and master must ensure that the vessel and its
equipment are properly maintained. No material changes are made to the vessel
after survey without notifying the flag state. Any accident or defect is reported to
the flag state or authorised Classification Society (any of whom may decide
whether a survey is needed)
STATUTORY SURVEYS: They include the following types of surveys and
inspections-
5) Initial survey
6) Mandatory annual surveys
7) Intermediate surveys
8) Periodical surveys
9) Additional surveys and General inspections.
They do not include:
Cargo hold or tank surveys other than statutory
inspections of hazardous cargoes or their stowage
arrangements etc.
Draft Surveys
Application for survey should be made to the flag state
by the owner or manager well before the survey is due.
Records of survey of ship are enclosed by the surveyor
on the appropriate certificate stating that as completion
of the surveys the ships complied with the relevant
provisions of the appropriate regulation.
Initial Survey: This is a detailed examination including tests when
required of a ship and its equipment in accordance with the provisions of the
appropriate convention or other instrument to enable the relevant certificates to
be issued for the first time. Typically the survey will include a complete
examination of the structure, equipment, systems, fittings, arrangements and
ships materials.
Intermediate Survey(every 30 months): This is an examination of the
ship and its equipment at specified periods between periodical surveys. An
intermediate survey in respect of a 5 year certificate is normally held within 6
months either side of midpoint of the validity period of the CERTIFICATE i.e.
between 24 months and 36 months. This allows the intermediate survey to
coincide with due date of either the second or third mandatory annual survey,
which reduces the survey burden on owners. Ends of “Falls” used in lifeboat davit
must be turned at intervals of 30 months.
Mandatory Annual Survey(every year): This is an annual general
examination of a ship and its equipment. It may include operational tests of the
ships systems and equipments to the extent necessary to confirm that the ship
and its equipment remain satisfactory for the service for which the ship is
intended. Normally an annual survey is required within 3 months before or after
the anniversary date of the relevant CERTIFICATE i.e. between 21 months and
27 months.
Periodical Survey : This is a survey which will be carried out at a
maximum of 5 years from the date of completion of the initial or last periodical
survey. For passenger ships it will be 12 months.
Periodical Inspection : This is a general examination under the Load Line
Convention of the ship to ensure that no alteration has been made and that
routine maintenance has been carried out. It is equivalent to an annual survey.
Additional Survey : This is a survey either general or partial – after repair
resulting from an investigation or whenever any repairs or renewals are made
which materially affect the safety and condition of the ship. The survey ensures
that the repairs or renewals has been effectively made, that the materials or
workmanship are satisfactory and that the ship is fit to proceed to sea without
presenting an unreasonable threat or harm to safety or the marine environment.
HSSC : Amendments to SOLAS, MARPOL & LOAD LINE have allowed for
Harmonisation of Surveys and Certification required by these conventions
permitting all SOLAS Certificates other than the passenger ship safety certificate
to become 5-year certificates like MARPOL & LOAD LINE Certificate.
Special Surveys : By Classification special surveys of the hull are carried
out at 5-yearly intervals, in order to establish the condition of the hull structure; to
confirm that the structural integrity is satisfactory in accordance with the Class
requirement and will remain fit for its intended purpose until the next spl. survey
subject to proper maintenance and operation. Spl. surveys of machinery are
carried out at the same intervals, periodic inspection of Falls used in launching
(LSA) and their renewal at intervals of not more than 4 years.
Every Six Months : Article 53 of International Health Regulation (IHR)
provides that every ship must be, either permanently kept in such a condition that
it is free of rodents and plague-free or periodically de-ratted. A de-ratting
certificate or re-ratting exemption certificate will be issued by Health Authority for
a port approved for that purpose under article ‘17’. This certificate will be valid for
6 months.
Every Year :
6) Annual Surveys : Endorsement of all Statutory certificates and Class
certificates,
Window Period -- ± 3 months
Issuing Authority – ADMN/CLASS on behalf
7) Renewals of Regulatory Certificates such as Medical Chest Locker,
Annual Cargo Gear inspection etc.
Issuing Authority – As authorised by IMO/Flag State.
Every Thirty Months :
(j) INTERMEDIATE SURVEY
Window Period ± 6 months
Authority – Admin/Class on behalf
Scope of survey – As per rules
(k) MAIN BOILER SURVEY
Validity – Up to 8 years every 30 months
After 8 years – every year
Issuing Authority – Classification
Scope – As per rules
(c) AUXILIARY BOILER SURVEY
Validity – Every 30 months
Issuing Authority – Classification
Scope – As per rules
Every Five Years :
ALL STATUTORY CERTIFICATES, namely
(i) Load Line Certificate (1966) – LL Convention, Art 16, 1988 LL Protocol
Art 18
Issuing Authority – Administration
Scope of Survey – Covers watertight integrity of vessel which includes
all openings on deck, hatch covers, watertight doors, etc.
(j) Cargo Ship Safety Construction Certificate (SAFCON) – SOLAS 1974,
Reg I/12 as amended by GMDSS amendments 1998, SOLAS Protocol,
Reg I/12
Issuing Authority – Administration
Scope of Survey – Construction of hull, special survey and CSM
without and COC. Class will recommend to Administration to issue
SAFCON. In this memo last bottom survey (DRYDOCK) which is not
older than 3 months is included.
(k) IOPP CERTIFICATE – MARPOL 73/78, Annex I, Reg 5
Issuing Authority – Administration
Scope of Survey :
1) Oily Bilge Separator – Operation
2) Sludge Tank Operation and Outlet Connection
3) Oil Record Book inspection
4) ODMCS Operation (for tankers)
5) Cargo Record book
(d) ISPP CERTIFICATE – MARPOL 73/78, Annex IV Reg 5; MEPC Cir
408
Issuing Authority – Administration
Scope of Survey: As per Reg 4; survey shall cover complete survey
of its structure, equipment, systems, fittings, arrangements and
material.
(e) DOC (OFFICE) – SOLAS 74, Reg IX/4, ISM Code, Para 13
Issuing Authority – Administration
Certified by Initial Audit; Annually audited by Company HO
(f) SMC (Ship) – SOLAS 74, Reg IX/4, ISM Code, Para 13
Issuing Authority – Administration
Initial Audit is carried out before issue of SMC (interim). After 3
months operation of SMS on board/office , the SMC is issued and
window period for intermediate audit is ± 6 months
(g) ISSC – SOLAS 74(2002 Amendments)Reg XI -2/ 9.H;ISPS Code
Part A Section19
Issuing Authority – Administration/ R.O. on behalf
Scope : Security Audit as per ISPS Code
(h) FOR CARGO SHIPS,
Cargo Ship Safety Certificate – in lieu of SAFCON, SEQ & SR
Certificate
1988 SOLAS Protocol Reg 1/1 (2000
amendments)
Issuing Authority – Administration
(i) FOR PASSENGER SHIPS,
Passenger Ship Safety Certificate – SOLAS 74, Reg I/12 as
amended by GMDSS
amendment, 1988 SOLAS
Protocol, Reg I/12
(2000 amendments)
SPL Trade Passenger Ship Safety Certificate – STP 71, Rule 5
SPL Trade Passenger Ship Space Certificate – SSTP 73, Rule 5
Issuing Authority – Administration
(j) IAPP CERTIFICATE – MARPOL 73/78, Annex VI, Reg 6
Issuing Authority – Administration
Scope – Reg 5, Annex VI
(k) CHEMICAL TANKERS – MARPOL 73/78 Annex II Reg 11/12A
Noxious Liquid Substance Certificate
Issuing Authority – Administration
Scope – Reg 8 of Annex II, MARPOL 73/78
(l) BOTTOM SURVEY (DRYDOCK) – 2 times within 5 year period.
Issuing Authority – Classification Society
The interval between two successive dry dockings not to exceed 3
years
Scope – Bottom inspection & steel renewals, sea suction/discharge
valves, storm valves, rudder pintle clearance, propeller inspection,
anchor chain calibration, hull cleaning & painting.
(m) TAIL SHAFT OR PROPELLER SHAFT SURVEY :
Issuing Authority – Classification Society
Scope – inspection to inspect any corrosion hair line cracks, lignum
vitae or oil cooled stern tube condition 3 years/5 years respectively
and 7 years for monitored oil lubricated stern tube.
(n) CARGO GEAR LOAD TEST & INSPECTION
Issuing Authority – Classification Society / Dock Safety Manager
Scope – Load testing of cranes or derricks and inspection of
blocks.
(o) SPECIAL SURVEY HULL (SS)
Issuing Authority – Classification Society
Scope – Renewal survey in 5th year of validity. It includes :
1) dry dock bottom survey 2)closed inspection of hull
internal parts, hold, cargo tanks, db tanks, tests. 3)as per
thickness gauging as required under the rules. All hull
equipment items. 4)CSM cycle to be completed with no
COC.
(p) CSM – Survey of all m/c in e/r, steering pumps and rams,
windlass, mooring
winch m/c, all m/c items to be examined in dismantled
condition.
(q) CLASS CERTIFICATE
Issuing Authority – Classification Society
Scope – Ship Type Notation, survey during construction notation. It
signifies
Vessel is fully safe for navigation / propulsion / steering.
84
84. “Document File” is a vital tool required during survey. Briefly explain its
purpose, containment and support documentation. What is the process
of identifying a survey in the “Document File”
Ans. A ‘document file’ is prepared for the survey or before survey to enable quick
access to all documents available to the surveyor to carry out the tasks. It saves
valuable time of ship as well as surveyor the loss to the owner is minimum. Also it
helps shipboard personnel to know what all things are involved during the survey.
Generally a questionnaire as regards to the requirements of documentation will be
sent on board before considerable time, so that ships crew can arrange accordingly
beforehand and last minute running can be avoided.
The following documents kept on board are to be presented to the attending
surveyor prior to the surveys:
1. Certificates
a) Certificate of Class
b) Registration Certificate
c) Statutory Certificates
Cargo ship safety construction certificate
Cargo ship safety equipment certificate
Cargo ship safety radio certificate
International Load line Certificate
International Pollution Prevention certificate
IMO fitness certificate
d) Condition Evaluation report (Executive hull survey)
e) Cargo gear booklet
2. Survey record files
a) Black file (for class survey record)
b) Blue file (for statutory survey record of ships other than Japanese flag
ships)
c) Green file (for condition evaluation report of ships to which ESP has
been applied.
3. Finished plan of hull, machinery and equipment, approved manuals and
documents (loading manual, stability information etc.)
4. Service records/maintenance records.
a) Hull thickness measurement record
b) Periodical inspection table for automatic and remote control system.
c) Insulation resistance test record
d) Chief engineers report for continuous machinery survey
e) Others
5. Enhanced survey programme (ESP)
a) Condition evaluation report (Executive hull survey)
b) Main structural plans of hull
c) Cargo and ballast history
d) Repair history
e) Thickness measurement reports
f) Survey programme
g) Planning document
h) Inspection report by ship staff with reference to
Structural deterioration in general
Leakage in bulkheads and pipings
Condition of coating and/or corrosion prevention systems if
any
Record of use of ‘IGS’ and ‘COW’ system (if provided in oil
tankers)
The surveys are to be identified in a document file because the survey
can be done on behalf of classification society to maintain class, a survey can be
done by classification society on behalf of administration of flag state for statutory
certificates or a survey can be done by classification society on behalf of the flag
state to which the owner is a nationality. In such cases, if the surveys are clearly
class coded, then it becomes very convenient to distinguish in the document and
need not go through again if it is not required.
85
85. During inspection of propellers in the dry dock, a surface crack has
been noticed on one of the blades. State the steps taking by you as chief
engineer for successful handling of the situation. Also if some surface
cracks are noticed on the keyway of a tail-end shaft, state the steps
taken by you for tackling the problem.
Ans. Surface cracks have been noticed on one of the propeller blades:-
As soon as a crack has been observed on the propeller blade, the head
office as well as the Classification Society must be notified. The services of a
propeller expert would also be needed in certain cases.
Cracks on a propeller surface may be due to:-
19) Physical damage
20) Faults during casting
Physical Damage:- These types of cracks generally occur on the tips and the
leading edge of the propeller. Pitting may occur near the tips on the driving face
and on the whole of the fore side due to cavitation. Propeller blades are
sometimes damaged by floating debris which is drawn into the propeller stream.
Such damage must be made good as it reduces the propeller efficiency, while the
performance is improved by polishing the blade surface. If a built propeller is
fitted, it is necessary to ensure that the blades are tight and the pitch should be
checked at the same time. Small surface cracks can be ground out. Cracks at the
blade tips may require the cropping of the blade section. If this is carried out, a
matching section on the opposite blade would also have to be cropped in order to
maintain balance. Since thrust developed by such a cropped propeller would be
reduced, the main engine rpm will have to be adjusted to compensate for the
loss. All actions must be taken in consultation with the classification society and
propeller experts. It must be noted that most classification societies do not permit
any welding on the propeller as heat treatment and annealing is an extremely
complicated process. Therefore in extreme cases of cracks, it may be necessary
to replace the entire propeller
Cracks due to Faulty Casting:- These are extremely small cracks of the order
of length 3mm and depth 1mm. the region of the blade most prone to such cracks
are within o.2 – 0.4 of the radius of the propeller. These cracks are extremely
difficult to spot when the propeller is stationery. The cracks only open when the
propeller develops thrust in operation due to the bending moment induced. The
only lasting solution to such a faulty fabricated propeller is to change it with a new
one.
Surface cracks on the keyway of a tail-end shaft:- The area of the cracks
is to be inspected visually as well as ultrasonically (or with dye penetrant) to
detect all the cracks. Causes of this are quoted as inadequate force fit between
propeller and tailshaft causing loss of peripheral grip which allows propeller to
move and make contact with key. This causes excessive dynamic load to fall on
key and shaft adjacent to keyway. This causes incipient cracks (small and
superficial) which usually begin at high stress concentration areas i.e. around the
leading edge of the keyway. Fatigue failures may occur due to corrosion and
temperature variations in seawater, altering the force fits.
The key is also to be inspected for any damage. Also the dimensions of the
key must be accurately measured to ensure no play is present between key and
keyway. Abrupt changes of shape of section cause stress concentration to build
up due to interruption of the stress flow lines. This build up in stress causes
cracks to develop and supports crack propagation. With this in mind it can be
seen that shapes or sections which may be subject to great stresses; should be
well rounded or gradually tapered off to give smooth stress flow.
Round end keys should be used, and the keyway in propeller boss and
cone of the tailshaft are to be provided with a smooth fillet at bottom of keyways,
fillet radius at least 0.0125 of shaft diameter at top of cone. Sharp edges at top of
keyway to be removed. Two screw pins should secure key in keyway and forward
pin should be at least ⅓ of key length from forward end. Pin holes should have a
depth not exceeding pin diameter. Hole edges to be bevelled.
The cracks in the keyway can be ground depending on the depth of the
cracks. Large cracks would require welding and machining. Welding will only be
carried out after appropriate heat treatment and annealing. The annealing period
required for a tail end shaft of a large ship may extend up to 7 days. It must be
noted that, in a tailshaft with key and keyed propeller, the thrust of the propeller is
not absorbed by the key but by the shrink fit between propeller hub and shaft.
Therefore cracks in the keyway of the tail end shaft do not pose as much a
problem as cracks on the shaft itself or cracks on the propeller
86
86. Foreign going vessels are required to possess a valid safety equipment
certificate renewed at intervals after survey of safety equipment.
Compile a list of items that are contained in the safety equipment
survey. From the above list, select two ship systems, explain how they
would be examined and identify possible defects.
Ans) Safety equipment Certificate: Issued by P.O. of MMD. Issued under sec 300(1)
of M.S. Act 1958 surveyed as per M.S. (L.S.A) rule 1982. M.S. (fire appliance) rules
1969 as amended in 1977 M.S. (Prevention of collision at sea) regulation 1975 and
amended 1983 to SOLAS 1974.
Validity: 2 yrs subjected to annual mandatory survey. Basically deals with
maintenance of the LSA’s FFA’s emergency equipment like emergency fore P/P etc.
the equipments contained in safety equipment survey are:
1. Alarm and shut down testing
2. quick closing valves
3. engines trips
4. telephone/talkleacks
5. fixed fire detection system and auto ……. System
6. emergency fire pump
7. emergency air compressor
8. emergency generator/auto start
9. portable safety equipments
10. fixed safety equipments
11. fire flaps
12. electrical emergency stops
13. remote … valve operation
14. Bilge injection valves
15. Emergency steering gear
16. Engine side control (Local maneouvering)
17. Standby equipments
18. Alarm bells
19. watertight doors
The global and uniform implementation of the HSSC and certification it should be
applied to all types of ships and in respect of all relevant instruments. All statutory
certificates for cargo ships tankers containers, refrigerated vessels will be valid for a
maximum period of 5 years for passenger vessels validity will be one year
This system provides for a one year standard interval between surveys based on
initial annual intermediate periodical and renewal surveys as appropriate. The
scheme also provides the necessary flexibility for exception of each survey with the
provision that the renewal survey may be completed within 3 months before
expiry of the existing certificate with no loss of its period of validity.
External inspections of ships bottom are required for all cargo ships. A minimum of
two such inspections are required during a five year period and the interval between
any two such inspections shall not exceed 36 months. Various certificates issued
under HSSC are:
1. International Loadline certificate - 5 years
2. IOPP certificate - 5 years
3. Passenger Ship Safety certificate - 1 year
4. SAFCON certificate – 5 years
5. Safety Equipment certificate – 5 years
6. Ship Radio Telegraphy – 5 years
7. EAIPP and IAPP certificate – 5 years
8. ISSC – 5 years
9. International pollution certificate for Noxious liquid substances in bulk – 5
years
Certificate of fitness for carriage of dangerous chemical in bulk - 5 years
Enhanced hull survey system: There has been pressure on the shipping industry to
improve the ship’s structural integrity by more stringent survey methods. A
specification for such a method was derived from discussion with owners
classification and regulatory bodies. The stresses subjected to a ships hull due to
extreme climatic conditions improper loading cargo handling berthing corrosion
have resulted in the earlier years loss of ships due to structural failures.
In order to prevent such occurrences an enhanced hull safety program for bulk
carriers has been made mandatory. SOLAS chapter XI-1 reg2 in accordance to the
guidelines adopted by the assembly of the organization by resolution A 744(18).
Chapter XII of SOLAS specifies these survey requirements for bulk carriers.
The program gives special attention to cargo holds and ballast tanks. Further ships
carrying high density cargoes are subjected to more stringent surveys. These require
close up surveys of the welded attachment of side shell frames inspected holds and
thickness measurements regulations 136 of MARPOL 73/78 provides that crude oil
tankers at 20000 dwt and above shall also be subject the enhanced program of
inspection.
Guide lines for bulk carriers are given in Annex A of IMO resolution A 7444(18)
whereas guidelines for tankers are in ANNEX B of IMO resolution. The rules
applicable in 20 years special survey for bulk carriers have been enhanced so that
these are applicable/ carried out when the vessel dry docks in the 171/2
intermediate period of dry docking. The survey/inspection comprised of:
1) Overall survey of all cargo holds ballast tanks.
2) Close up examination of sufficient extent to establish the condition of lower
region of shell frames and their end attachments in a …… cargo hold. It
remedial measures are needed here there all holds should be surveyed for
tankers the survey includes examination of cargo tanks openings including
gas nets cover flame screen P.V. valves. vents COW vent piping systems
pump rooms examination of bulkheads for signs of oil leakage/fractures
sealing arrangements at all penetration of bulkheads.
In general areas found suspect should be subject to thickness measurement to
determine both general and local corrosion levels.
The owner has to maintain documentation onboard as follows:
a) Survey file comprising reports of structural survey then new
measurements and executive hull
summary
b) Support documents consist of:
1) Structural plans of cargo tanks
2) Previous repairs history
3) Cargo and Ballast history
4) Reports on leakage in bulkheads and piping system
5) Condition of coating or corrosion prevention system
6) Information to help identity critical areas
7) Survey programme prepared 6 months in advanced including the
proposals for survey
means of providing access for close up survey thickness measurement and tank
testing
88
88. To ensure that a ship remains worthy of its 100 A1 classification, annual
and special surveys are carried out by classification surveyors. Detail
the parts of the ship that would be examined during each of the
following (a) annual survey (b) special survey.
Ans. According to load line convention 1966 ships are divided into types A and B freeboard
computation Type A is the ship designed to carry only liquid cargos in bulk.
Type B-All ships which do not come within the provisions of type A ships.
89. Differentiate between continuous hull surveys (CHS) and enhanced hull
survey system. What advantage CHS provides to the ship owner ?
Underlining the salient features of enhanced survey programme and
explain “Planning of Survey”, “Close- up Examination” and “Overall
Survey”.
Ans. Continuous Hull Survey are permitted on all ships other than bulk carriers,
combination carriers, chemical tankers and oil tankers, which are subjected to
Enhanced Survey. In Continuous Hull Survey, all compartments of hull are
opened for survey and testing, in rotation, with an interval of 5 years between
consecutive examinations of each port. In general, approximately 1/5th of the
Special Survey is to be completed each year and all the requirements of the
particular hull special survey must be completed at the end of the 5 year cycle.
Enhanced surveys are mandatory for bulk carriers and tankers under Solas
Chapter XI-I (Special measure to enhance maritime safety). In this survey
programme ship is subjected to annual, intermediate and renewal or periodical
surveys. During periodical surveys all cargo hold/ tanks, ballast tanks, pipe
tunnels, cofferdams and void spaces surrounding cargo holds/tanks, decks and
outer hull should be examined, and this examination should be supplemented by
thickness measurements and testing as deemed necessary to ensure that the
structural integrity remains effective. The examination should be sufficient to
discover substantial corrosion, significant deformation, fractures, damages or
other structural deterioration.
In CHS planning of surveys is done using mandatory minimum survey
programme which is worked out for ship taking in to account the mandatory
minimum requirements for overall examination, close-up survey and thickness
measurements that have been prescribed by the classification society.
Preparation to be carried out and equipment required is also described. While
Enhanced Survey programme is based on survey planning document, which
identifies critical structural areas on an individual ship which are high risk based
on vessels structural features, operational features and its damage/repair history.
It stipulates the location, extent and means of close-up examination of the areas.
In Continuous Hull Survey reports basically report on the deficiencies and repair
on ship. In the absence of these, it is generally assumed that the condition of the
ship is to surveyors satisfaction. While in Enhanced Survey System reporting is
expanded to include statements concerning:-
(i) Extent of survey (including location, means of access, whether
close-up or overall etc)
(ii) Coating condition of each space
(iii) Structural conditions of each space and identifying the spaces
actually found satisfactory
(iv) Thickness measurement report
In Enhanced Survey system requisite documents are to be maintained on
board for the lifetime of the ship which also contains Condition Evaluation
reports. It forms the basis of future surveys
Continuous Hull Survey Advantages:- It was required by the ship-owner to
open up every tank, space and equipment and produce it for survey to the
class surveyor. This caused a huge workload and delay to the ship at the time
of survey. To avoid this, the continuous hull survey and continuous machinery
survey system was developed. This system is of great advantage to the ship-
owner as he does not have to open up equipment, and hold up the vessel
every year and every 5 year for the purpose of classification society surveyor.
Instead different items are opened up and inspected on a continuous basis
during a period of 5 years at the ship-owners convenience. The society
provides a quarterly report to ship of the items that are due for survey during
that quarter.
Salient features of Enhanced Survey Programme are:-
1) Survey Planning
2) Document File maintained (on board)
3) Improved procedures for thickness measurement
4) Harmonization between dry dock and renewal surveys
5) Extended intermediate survey
6) Possible annual examination of tanks/spaces
7) Phase-out of Continuous Hull Survey arrangements
The basic purpose of Enhanced Survey is an extensive examination of the
hull.
Planning of Survey:- It is expected that the quality of the survey will be improved
by the proper planning and co-operation between the owner and the
administration and classification society. A specific survey programme should be
worked out in advance and submitted to the classification society for approval
Proper preparation must be carried out by cleaning, gas freeing, descaling
and safe access
One of the following means of access, acceptable to the surveyor will have
to be provided by the ship, together with proper illumination
(h) permanent or temporary stages
(i) lifts or movable platforms
(j) boats and rafts
(k) other equivalent means
Planning of Survey is based on survey planning document approved by
administration. It identifies critical structural areas on an individual ship which
are high risk areas based on vessel structural and operational features and its
damage/repair history. It stipulates the location, extent and means of close-up
examination of the areas.
Where a proper survey planning document is established for a ship, a
provision exists for reduced examination of low risk areas during the renewal
survey provided the condition of the vessel is good after inspection of the high
risk areas.
The Survey Planning Document contains:-
(1) Main particulars of the ship
(2) Plans of tanks/holds with information on their use, cathodic
protection and condition of coating
(3) Corrosion risk nomination of tanks
(4) Design risk nomination of structures
(5) Tanks and areas nominated for close-up examination
(6) Structures and sections nominated for thickness measurement
(7) List of acceptable corrosion allowance for different structures.
-1. Application
(1) This system covers internal examinations, close-up surveys and thickness measurements
(2) This system is not applicable to oil tankers, bulk carriers, ships carrying dangerous
chemicals in bulk and general dry cargo ships of not less than 500 gross tonnage.
(3) For ships more than 10 years of age, the ballast tanks are to be internally examined twice
in each five-year class period, ie. once within the scope of the intermediate survey and
once within the scope of the continuous system for the special survey.
In other words CHS is not applicable to ESP ships (For ESP ships refer A.744(18)
-2. DETAILS:
(1) Each cycle of Continuous Hull Surveys is to be planned to commence at the time of the
next survey to classification survey or any special survey and complete internal
examinations (including thickness measurements) of each tank and space and pressure
(2) After confirming that the submitted CHS plan complies with the requirements for all tanks
and spaces, the application is to be approved and returned to the applicant for placing in the onboard
survey file. (One copy is to be forwarded to Classification Department.)
90
These are locations which have been identified from calculations, monitoring or from the service
history of the subject ship or from similar or sister ships to be sensitive to cracking, buckling or
corrosion which would impair the structural integrity of the ship.
Thickness measurements taken during following surveys will enable specific software programmes
developed by the classification societies to forecast structural soundness of the ship.
1. Bulk Carrier Safety : Cargo Hold No. 1 with corrugated WT Bulkhead STRENGTH MEMBERS / bulk
head plate thickness / stiffeners scantlings/ stool strength/ DB under hold strength members.
These readings are taken to determine if the ship can load cargoes with densities more than
1.78t/m3
2. Strengthening of frames of ‘Other Cargo holds ‘.Readings are taken to assess strength as per UR
S31
Above referred surveys provide input data for structural analysis carried out by soft ware
programmes developed by each Classification Society.
Above data is used during the surveys by surveyors to concentrate on areas of concern.
91
91. Protective coating has come into a lot of debate in recent years. With
reference to seawater ballast tanks how the condition is assessed for
paint coatings and how grading is done by society surveyors. Outline
the problem that occur with self polishing copolymer paints when a
vessel is at anchor for long periods or proceeding at reduced speed.
Ans. Marine paints are solvent based heavy duty paints. The deterioration of condition of ballast
tanks is not due to sea water which contains salt, but also partially filled tanks contain air and
climatic condition which adds to the corrosion problem. Applying coatings to the complex
structure found in ballast tanks is never easy and dry film thickness which is 3 to 4 times higher
than the specification are typical on areas such as welds and corners. Common sense may
suggest that “more is better” but this is not the case with many coating systems. Excessive DFT
can give rise to stress within coating, which can cause cracking, detachment and subsequent
corrosion. There is realistic ballast tank cycling test to assess the performance of coatings at
high DFT. Each system is applied to welded T pieces at 3 times the recommended DFT. The test
pieces are then cycled in natural seawater followed by hot and humid atmospheric exposure
and checked at the end of every two months cycle for cracking, detachment and corrosion.
Using a very simple & highly indicative test method called a “DFT ladder” it is possible to
compare the various coating long term anti corrosive performance in relatively short period of
time. The test involves application of a single coat to suitably prepared steel or shop primed
panels at range of DFTs. The panels are then immersed in seawater & the degree of rusting
and blistering is monitored with time.
The other factors to be checked are integrity of coating; this gives an idea as to how well
the paint has adhered to the surface and how uniform are paint layers. Thickness of coating;
the initial thickness of paint is about 300µ which reduces over a period of time. The condition
of scantling, frames, portion, corners are checked. The scratch test also gives fair idea of
adherences of paints to the surface
The above tests and inspections gives the idea of coating inside tanks. This is then
compared with the standard paint chart available and is then graded accordingly.
Premature failure of protective coatings is often found in ballast tanks of ships in service and as a
consequence will lead to rapid corrosion of unprotected steel. Following coating breakdown it is
extremely difficult, if not impossible to repair or reinstate the coating to new building standard.
The IMO committee felt that the best way to achieve this would be the development of
mandatory performance standards, including minimum target life, for ballast tank coatings. MSC
76 in December 2002 noted that SOLAS regulation II-1/3-2 made the coating of dedicated sea
water ballast tanks mandatory for oil tankers and bulk carriers with reference to the
guidelines for the selection, application and maintenance of corrosion prevention systems of
such tanks. The committee considered prevention systems of such tanks. The committee
considered that there was a need for international performance standard for protective
coatings and requested its sub-committee on ship designed and equipment (DE) to develop such
standards.
Inspection of surface preparation and coating process shall be agreed between the
shipowner, the shipyard and the coating manufacturer and presented to the administration or
its recognized organization for review.
Clear evidence of these inspection shall be reported and be included in the coating
technical file (ITF) which documents the specification of the coating system applied to the sea
water ballast tanks and double side skin spaces, record of the shipyards and ship-owner’s
coating work, detailed criteria for coating selection job specifications, inspection maintenance
and repair of coating systems will be developed by DE sub-committee (DEGO) in March 2007
Coating inspectors shall inspect surface preparation and coating application. During
the water process by carrying out as minimum, inspections of primary surface preparations,
thickness block assembly and erection o ensure compliance with the standard. Results from
the inspection shall be recorded by the inspector and shall be included in the coating technical
file.
As per IMO standards mentioned in A.744 (18) grading is done in three types:
Fair : local area cannot have wastage more than 20% R 50% and general
wastage <10%
The problems that occurs with self-polishing copolymer paints when vessel is at long
anchorage period or proceeding at reduced speed are:-
92. Enlist the salient items consisting additional survey for tankers. On
examination of tankers hull in a dry dock some areas covered with paint
were found damaged. Describe a procedure for repair of the said area
and precautions taken thereof.
93. Describe the differences and features of hull surveys of a very large
crude carrier compared to a conventional one. Which zone/ tanks/
components are awarded special precaution while carrying out bulk
carrier survey ?
Ans. Hull survey is done during every special survey and the intermediate survey.
This includes examination, tests and checks of sufficient extent that the hull and
related piping is in satisfactory condition and it is fit for its intended purpose for
the new period of validity of the cargo ship safety construction certificate. All
cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding
cargo holds, decks and outer hull should be examined, and this examination
should be supplemented by thickness measurement and testing as deemed
necessary, to ensure that the structural integrity remains effective. The
examination should be sufficient to discover substantial corrosion, significant
deformation, fractures, damages or other structural deterioration. This can be
part of Enhanced Survey Program. For different types of ships there are
different critical areas/zones which should draw special attention during the hull
survey. The VLCC and smaller tankers differs in this respect at cargo area side
structure and transverse bulkhead structure. Following are the critical areas in
each situation:
MIDSHIP SECTION for DOUBLE HULL TANKERS up to SUEZMAX size –
Critical areas for side structure
Stress concentrations at :-
21) joining of bottom hopper plate with side longitudinal bulkhead & tank
top
22) joining of web transverse for centreline bulkhead to tank top
23) joining of transverse bottom bracket to tank top & centreline bulkhead
24) joining of transverse web to side longitudinal bulkhead at the top
25) joining of transverse bracket to centreline bulkhead at the top
critical areas in transverse bulkhead
1) join of vertical corrugated bulkhead with upper & lower stool
2) join of vertical corrugated bulkhead with external deck girders
3) join of vertical corrugated bulkhead with horizontal stringers
MIDSHIP SECTION OF DOUBLE HULL VLCC –
Critical areas for side structure
1) all joins of cross ties in centre tank
2) all joins of cross ties in wing tank
critical areas in transverse bulkhead
1) all joins of cross ties in centre tank
2) all joins of cross ties in wing tank
For the survey of the bulk carrier the due attention to be given to cargo holds,
ballast tanks, pipe tunnels, cofferdam and void spaces bounding cargo holds,
decks, and outer hull.
Thorough attention to be given particularly in bulk carriers in place of hatch
covers and its coaming.
Random checking of the satisfactory operation of mechanically operated
hatch covers should be made. Thickness measurement of the hatch covers
and coaming plating and stiffeners be carried out.
94(a)
“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
DECKHOUSES PROTECTING.
95. You have been appointed as the Chief Engineer of an older vessel which
is in dry dock and recently been purchased by your shipping
company. Describe in a letter addressed to Engineering Superintendent,
your inspection to ensure that the conditions of assignment are
satisfactorily complied with.
Ans) It has been recognised that situation in the draught to which a ship may be
loaded makes a significant contribution to hell reserve buoyancy and hence the
safety of a ship. These limits are given in the form of freeboards.
Freeboards should also ensure adequate stability and avoid excessive stress on ships
hull as a result of overloading.
Freeboards are assigned to ships according to the rules of load lines convention 1966.
The convention deals with determining the freeboards by sub-divisible and damage
stability calculations. The regulations take into account the potential hazards present
in different zones and different seasons.
Condition of Assignment
These are the conditions which must be met by any ship, before the freeboard is
assigned and load line certificate is issued.
Initial survey of the ship is carried out by an authorized classification society prior to
the issue of international load line certificate (1966) to ascertain condition of
assignment of freeboard are fulfilled.
From
Mr. S.S. Kumar
Chief Engineer
M.V. Damato
Sambhavang Shipyard
Singapore
To,
The Mr. Ravi Shankar
Tech Supt
Engineering Dept
Ding Dong Shipping Co.Pvt. Ltd
Hong Kong
Dear Sir,
As per your instructions to me in the head office during my visit regarding the
condition of assignment please find the following;
Following checks were carried out
1. A complete and thorough examination of the ships structure, both internally
and externally
2. Hatchways
3. Openings in the ships tide, below the freeboard deck and in the sides and
ends of the enclosed super structure
4. Machinery casing, companion ways and deck houses
5. Freeing ports and shutters
6. Ventilators and air pipes
7. An examination of all fittings and appliances for the protection of opening
giving access to spaces below the freeboards and superstructure decks the
guard rails and of access to the crew quarters
8. Examination of the stability and loading and ballasting information
9. The determination of are necessary data required for the computation of
freeboard
After carrying out the above inspection the load line certificate was checked and
found to be satisfactory. The ship complies with the highest standard of structured
strength required by the rules. I hope above is in order and to the satisfaction of the
company.
96
Regulation 10
2-3-1, 25-8
2000 Amendment
Reg. V/14-2
Fire safety Training manual
Annex I, Reg. 5
Garbage uanacement Plan
13. MARPOL - 73/78
Annex I Reg. 26
Garbage Record Book
14. MARPOL 73/78
Annex IV Reg.5
Voyage data recorder system
certificate of compliance MEPC / circ 408
Annex V Reg. 9
16.
MARPOL 73/78
Solas 74 Reg.
18. V / 18-8
SOLAS 74
Reg. IX / 4
96. 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?
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
98
Most of the merchant ships trade internationally all over the world. Many companies today employ
multinational crew on board. People from different countries not only have different cultures but
have different beliefs values and attitudes. This kind of backgrounds can lead to differences in
opinions / perceptions which may create problems on board ships.
While satisfying organizational needs, A person in addition will try to satisfy his own
individual needs. As a result of this individuals join together knowingly or unknowingly to form
groups and social systems. Being a social animal, he has to interact with other fellow working men.
Hence there are chances of interpersonal conflict.
Attitude and behavior makes a person liked or disliked among others in a group. This results
in the formation of groups with like minded people. Wherever there are groups, there are different
arms and goals. Hence chances of conflict.
In an organization conflicts can be due to
Unnaturally competitive environment
Differences in values, goals, attitudes expectations
Stereotyped behavior stubbornness unfair decisions or wrong judgement due to some
prejudices.
Someone taking under advantage and not sharing in team work.
Misunderstanding lack of understanding or communication
Ego.
Conflicts may be actual or even threatened with the misuse of force, which proves hindrance
in any continuing social or working relationship interpersonal conflicts creates an unhealthy
atmosphere on board. It not only affects the efficient running /operation of the vessel but could also
become a safety hazard.
Strategies for Interpersonal conflicts resolution
There are lot of theories about interpersonal conflict resolution. A few of them are :
i) Lose - Lose : wherein both parties lose
This could be achieved by
a) Compromise
b) Pay off one of the party
c) Arbitration or the use of outside party
d) Resort to bureaucratic rules.
ii) Win - Lose : wherein one party attempts to marshal its forces to win and the other party
losses.
iii) Win - Win : This is the most desirable strategy of conflict resolution from a human and
organizational stand point. Energies and creativity are aimed at solving the problem rather
than defeating the other party. The needs of both parties in the conflict situation are met and
both parties receive rewarding outcomes. Win-win decision strategies are associated with
better judgments, favourable organizational experience and more favourable bargains.
Interpersonal conflict can be resolved by taking into consideration the nature of differences.
Amicable solution could be found where acceptance of differences can be agreed upon.
Interpersonal conflict can be resolved by developing a co-operative relationship based on
job related performance rather than on communal / race basis.
To avoid interpersonal conflicts or to minimize
A biased approach should be avoided
A common language should be used for communication to minimize misunderstanding.
Individual must be respected for his skill / effort.
Everybody should be made to realize that a team effort is required for efficient running of
the ship.
Instructions / Directives should be clearly explained to all.
99
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.
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 team’s 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 don’t 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 can’t 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 object’s 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 “it’s nice when a manager / chief
engineer acknowledges that we all have a life outside of work”.
Competence
Simply put, to enlist in another’s cause, we must believe that that person knows what
they are doing. Leadership competence does not however necessarily refer to the
manager / chief engineer’s 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.
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”.
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 helps evaluate and control project risk by measuring project progress
in monetary terms.
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.
It’s 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.
100. As Chief Engineer Officer how will you motivate good inter
personal relationships and teamwork.
Ans. A Chief - Engineer officer has to be a good manager to achieve his goals safely and successfully.
On board a vessel, chief engineers’ goals are mostly related to physical work
such as maintenance of machinery and running of engine room operation
smoothly etc.
Jobs involved on board ship cannot be done alone or just with the involvement of 2 or 3
persons. If needs 'team work' and good 'Inter personnel relationship' among the team member
to complete a job smoothly and safety so it becomes very important for chief engineer to
inculcate good inter personal relationship and team work in the engine room staff to get the job
done.
But there are some factors which causes dissatisfaction and de motivation on-board. Chief
Engineer should try to remove the causes for this dissatisfaction and de-motivation to achieve
his goals as teamwork.
Following are the reasons for dissatisfaction and denomination:-
1) Multinational crew onboard: Difference of culture, values language religion and poor
understanding of each others problem.
2) Reduced number of crew manpower: Leeds to overwork and work stress.
3) Commercial pressure: C Need to finish job within the short time frame, lead to overload and
extra working hours.
4) Frequent port of Call: Duties at port require more physical effort and longer working hours.
All these factors lead to do silly mistakes by a person. He adopts shortcuts to finish his job.
Following factors also leads to psychological stress and ultimately to de-motivation.
1) Problem at home e. g. family problem.
2) Not being relieved on time.
3) Difference of opinions among colleagues
4) Dissatisfaction with company policies / arguments with regard to salary / promotion / leave and
found on board.
Inter personnel Relationship : The key to good inter personnel relation ship is that the people
should know each other well so that they are able to understand the values, knowledge and the
skill other people do have. For this to happen people should come together so that they can
interact with each other. So chief engineer should try to ensure that people interact with each
other. Quite often this can be done by:-
i) Morning tool Box meeting : Should involve whole engine room staff during assigning the daily E /
Room work, safety precautions to be taken and suggestion for the improvement of work process
should be discussed.
ii) During tea Breaks : All E/Room personnel shook sit together for tea in the tea break session
during working hours where crew can discuss the work in progress or other things which they
feel to discuss.
iii) There should be training session onboard in which all crew sit together and in safety committee
meeting should try to ensure the participation of the maximum no of crew.
iv) People should sit together in officer lounge or crew lounge to watch movies or play games.
v) In a month there can be kept a day for sport where all the people should participate.
vi) Parties and get together should be organized so that people can inter act with each other.
If these above mentioned problems are addressed a good team work can be obtained while
maintaining good inter personnel relationship and goals can be achieved safely within time
frame and peacefully using resources properly.
To motivate the good inter personnel relationship and team work C/E should do the
following.
1) C/E has to communicate with people onboard (E/R staff) one should create a trust in him of
others. C/E should understand the problems of individuals through open communication. Good
communication skills help to interact with each other and create good harmony among the
team.
2) C/E should understand needs / grievances with respect to money / wages approval / promotion,
special recognition for good work by seeking to create a more transparent atmosphere so that
no ambiguities remain.
3) Recording Performance: Which will motivate the performer to work harder and create an
environment of "willingness to improve".
4) Assigning responsibilities to an individual / team for doing a particular job makes him feel
important (Give feeling of an important part of team and perform with greater skill and
efficiency).
5) Justifiable praising: which should be specific to his / her actual performance this makes
performer feel good" often a pat on back works under this motivated person will work harder
than who works for money
6) Conduct small gathering / parties / meeting: this makes the people to feel a part of the team,
interact and understand the others it helps in good inter personnel relationship and motivation.
7) Discuss problems regarding signing off, payment and through master contact the company office
to solve the problems.
8) Use common language which every crew understand, while communicating with others
onboard.
9) Also try to ensure that food is served onboard without any discrimination.
101
101. As Chief Engineer on board stress the issues you will address for
lack of motivation, differences in attitude and to increase sense of
competitiveness for better management and effective control? Also
formulate a flow chart for a work programme to be availed within a
target date from a group of Engine Room Personnel of above
mentioned mixed thought processes.
Ans. Lack of Motivation: - Man is a social animal and to make him work in isolation
will lead to dissatisfaction and unnecessary stress. Companies often employ
multinational crew, which may lead to potential conflicts. In order to improve
profitability, companies try to reduce the number of crews on board to a
minimum. In case every thing works properly, there is no perceived problem. In
case something should go wrong, the manpower available is not sufficient to deal
with the problem. This is one of the main reasons leading to stress, which would
either be physical or psychological.
Reasons leading to physical stress & then to lack of motivation could be
reduction in manpower on ships to reduce costs or frequent calling at ports. This
leads to an imbalance in the human biological clock, when working/rest hours (in
port) are different from those at sea... Duties in ports may require far more
physical effort and longer working hours due to the work load – completing the
work to sail.
Therefore officers and crew members, working in above environment, will
reveal typical symptoms of fatigue. Reasons leading to de-motivation could be:-
Problems at home/family end
Not being relieved on time which could lead to home sickness.
Differences of opinion among colleagues
Job pressures
Dissatisfaction due to company’s policy; arguments with regards to
salaries/promotion/leave etc.,
Issues and reasons related to differences in attitude:-
INTEREST: - Different people have different interests in a work organisation.
In ships environment different people like different jobs. Some people are
expert in finding out solutions to a problem, some are very good in
workmanship, and some are good in planning. But, the problem is usually
confronted when these interest are not met. Thus attitude of a person
changes. KEITH DAVIS (professor of management in the School of Business
Indiana University) said, “Human relations, an area of management practise,
are the integration of people in to work situation in a way that motivates them
to work together productively, cooperatively and with economic, psychological
and social satisfaction.” It simply means that there should be no diversity in
interest; but an attempt should be made to integrate the interest of each
person with the interest of all others in the organisation.
COOPERATION: - No objective can be achieved without cooperation among
people. In shipboard management also if subordinates are not satisfied with
cooperation of their superiors, attitude of a person is bound to change as a
result, a problem of disobedience, lack of interest or even confrontational
behaviour itself will be evident. In KEITH DAVIS’ definition; secondly, principal
objectives of integration should be to secure the willing cooperation of the
employees. As a result of sincere efforts on the part of management, the
workman can be motivated to offer their willing cooperation for achieving the
targets of greater, better and cheaper production. In ships, an environment of
cooperation is essential due to diversity in kind of work/jobs required on board
at a given time. To do this, personnel have to understand each others comfort
and care for their help in any situation.
PERCEPTION: - Human beings react to different situations differently. Even
the same human beings may react to different situations differently at different
points of time. The way a human being looks at a thing is called “perception”.
It is worth noting that perception of a fact may not be the fact itself. Then
reality as it is and the reality as we see it may be quite different. As a matter
of fact we see realities in our own way and consider that to be the only way.
There are various need levels which a human being attempts to satisfy
through work; which was first written by Mr. A. H. MASLOW, known as
MASLOW’S NEED HEIRARCY 1943:-
SELFACTUALIZATION NEEDS
achievement
ESTEEM
status
NEEDS
BELONGINGNESS
friendship
NEEDS
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.
103
103. What planning means for a Chief Engineer being the technical head on
board ships and how he can determine in advance of a personnel
programme that will contribute to goals established for the vessel?
Ans. Role of Chief Engineer:- Chief Engineer being the ‘head’ of engine room
department, can play a vital role in enforcing the elements of STCW training
such as:-
1) Identifying/training all seafarers who are newly employed on board ship
before they are assigned any duties.
2) Providing an opportunity to all newly joined seafarers to –
a) Visit the spaces in which their primary duties will be performed,
b) Get acquainted with the location, controls and display features of the
equipment they will be operating or using
c) Activate the equipment when possible & perform the function using the
control on the equipment & clearing any doubt about the operation/safety
precautions to be followed
3) C/E should establish a time period, within which a newly joined person is fully
acquainted
with area of his work, safe operation & maintenance procedures of
equipment, specific watch keeping, safety and environmental procedure
4) He can designate an officer who is responsible for giving training to a newly
joined person
5) He should make sure that drills are carried out in a realistic manner & during
drills he can judge the persons performance. If some crew members are
not performing up to the required standard additional training can be given to
them.
6) Seafarers should be invited for discussion in meetings like safety meetings,
to make him feel he is part of this important system
7) Any short comings of an individual must be brought to his notice & further
training required on board given to him.
8) Regular training sessions should be conducted on board & crew member
should be invited to participate in the meeting
STCW 95 – Section A- 1/6, deals with the training & assessment of seafarers. It
states that training and assessment of seafarers should be structured in
accordance with written programs which include methods/media of delivery
procedures and course material as are necessary to achieve the prescribed
standard of competency. Also Section B- 1/6 deals with the qualification of
instructors and assessors. It says that each party should ensure that instructors
and assessors are appropriately qualified and experienced, for the particular
types & levels of training or assessment of competence of seafarers.
105. Establish relationship between power and control underline the various potential
barriers that must be overcome for successful implementation of crew management on board
ships?
Ans) Power may be defined as the ability or the potential ability of a person or a group to
influence another person or group. A key component of that definition is the concept of
influence as the means for affecting others. Another critical dimension of the definition is the
notion of the potential to influence others whereas control may be viewed as the process by
which management assures that the actual activities conform to what was planned. Controlling
assures that the right things are done in the right manner and at the right time.
a) Lack of adequate and clear knowledge of the subject: This requires specific details
about the topic you wish to communicate without which you cannot guide anyone
properly.
b) Too much detailed communication whereby the message can become too complex
to be comprehensible only relevant material must be included, otherwise the
communication will end up being unnecessarily confusing and vague.
c) Lack of transparency in dealing with the crew should be avoided. Developing a
cooperative relationship, based on job related performance rather than a
command/race basis with motivate people to work as a team in a healthy
atmosphere.
A common language should be used for communication to reduce the possibility of
misunderstanding orders. Team work and cooperation should be emphasized when
addressing a group.
If you have reason to believe that two or more people do not get along well together,
either get them to sort out their differences or, they should not be put together for
any particular task. They must be made to realize that we must always see each
others strength and not weakness. This can go a long way in overcoming the
potential barriers leading to an effective crew management.
106
106. As a team leader and resource manager identify the issues that
could be addressed for maximum utilisation of potential of technical
personnel on board ships. Examine the development in compensation and
benefit practices and trends followed thereof?
Ans. Resource management as a team leader is very important and can be discussed under
the following heads.
1. Incentive programmes.
5. Emergency Responses.
He can also be given little extra overtime for quality & quantity of job input for the crew
hours is not just the sum of money. It's the port of recognition.
2. Long term personal development concept:- It is gaining attention in all the industries service
providers sector especially. In shipping most of the company follow the practice of keeping
personal on contract basis and one the contract is over company has nothing to do financially
with the seafarer. It is difficult to retain talent as people get altercated to the monitory benefits
offered by other companies so it is essential for the companies to retain talent for long term use
and their personal development.
Different methods & means are employed by the companies to retain seafarers like for eg pay
round the year wages or put the seafarer to the same vessel or sister vessel etc.
Small favors done by companies can go a long way in developing personnel relationship between
company and seafarers.
It is notified that 20% of the accidents in shipping are caused by human error. He operating
hands are more valuable concern than the equipment quality of personal employed onboard is
achieved by following techniques of management with respect to selection of seafarer. Training of
seafarer and subsequent exposer of seafarer with the environment.
Manning dept need to asses the potential of seafarer prior selecting them.
Various psychological, professional & aptitude tests are carried out followed by through
personal interview. Right person for the right job at right time is selected.
Most successful leaders have learned to understand the concept of human motivation and are
able to use that understanding to achieve high standards of subordinate work performance.
108
Ans) Man is a social employ multinational crew, which may had to potential
conflicts.
In order to improve profitability, companies try to reduce the number of crew and
manpower available is not sufficient to dial with the problem. This is one of the main
reason leading stress which could be either physical or psychological.
Reasons leading to physical stress could be reduction in man power on ship to
reduce cost ore frequent calling at port. This leads to imbalance in human biological
clock, when working rest hours in port are different from the those at sea.
Duties in port require for most physical efforts and longer working hours due o the
work load.
Therefore officers and crew members working in above environment will have
typical symptoms of fatigue/stress like
a) Lack of interest/motivation
b) Tendency o take short cuts o some how complete the work at time
c) Short tempers
e) Frustration
d) Job pressure
e) Dissatisfaction with company policies, arguments with regard to salary/promotion leave etc
Officers and crew under psychological stress will reveal particular symptoms like:
a) Repeating mistakes
CLOSED DARK
UNKNOWN TO
OTHERS
KNOWN TO SELF UNKNOWN TO SELF
115. State the types of communication envisaged on board ? Analyse its flow and how
they can be best improved which generally experienced onboard ships ?
Feed back is important to make sure other person is understood your intentions
& your ideas are explained properly.
To avoid misinterpretation.
To know the status of the given command or request to make sure,
involvement of both the parties.
For continuous improvement in the system.
It is always advisable of having close loop communication instead of open loop
communication to avoid communication barriers to effective executive of command /
Idea.
If the communication is open loop, then there are certain barrier which can lead to
any miss-happenings or accidents. Ex. Fear barrier, anxiety barrier. psychological
barrier, physical barrier, social barrier; language barrier; cultural barrier; economic
barrier, & barrier of hierarchy etc.
Eg. : On board the ship during de-ballasting operation, chief officer or duty officer
asked the duty engineer from tank 1p to 2p but because of no feed back
communicate from the engine side due to the engine room noise, duty engineer by
mistake change over the tank to 3 port which was already empty during previous de-
ballasting operation & on deck chief officer, on assuming that the tank is full & will
take certain time for the sounding to go down; he didn’t check the sounding; but as
the tank was already empty the pump runs dry for a long time leading to over heating
of the parts & ultimately to the seizure.
Now after doing the case study it was found that there was no feed back from the
duty E/R Engineer & because of bad or lack of communication, he changed over the
wrong tank which leads to an accident. Had he given the feed back, then duty officer
would have corrected then & there to prevent any breakdown.
The table below gives the information richness & different media.
information richness Medium feedback type of language source
communication
High face to face immediate Personal body, natural
High / Moderate Telephone personal / fast personal Natural
written
Moderate formal / written slow personal Natural
Moderate / slow Formal / written Very Slow Impersonal Natural
Low Formal / Numeric Very slow Impersonal Natural
116
Ans. Now a days information Technology has entered the field of marine
communication as well. Things which were thought to be impossible have
become possible today due to advent of information Technology in maritime
communication. Communication now a days have become economical, easier
and more reliable information Technology can be used for nautical
communication and achieve safety needs at sea. Various types of communication
achievable through it are GPS, GMDSS, fleet tracking, vessel monitoring,
messaging and communication technologies that will keep the ship in touch with
feet and shore organisation it provides reliable and high value communication.
Companies like inmarsat, network innovations, iridium are active players in
maritime communication e. g. network innovations has different communication
systems suitable for different uses like few are more suitable for ocean going
vessels and other for near coastal vessels. prominent features of some of
reputed omm. systems like fleet 77, fleet 55, fleet 33 are
High speed communication too (128 kbps with ISDN connection)
Provides with phone, Fax, email, Internet services (24/7)
Meets with latest GMDSS requirements
Global voice distress function.
Email
Fax, Voice calls, Distress calls, VPN & LAN connections
Video conferencing
Position Reporting
Onshore management system
GMDSS
Ans. General flow of information on board from office or vice versa is as follows:-
i. E-mails
ii. Telex
iii. Fax
iv. Telephone
v. Technical circulars, videos, etc.
Information received on board is sorted out and routed by master to various
persons
Master
2/O
2/E
3/O
CREW
3/E
4/E
Any act by which one person gives to or receives from another person information
about that person's needs, desires, perception, knowledge or affective states.
Communication may be intentional or unintentional, may involve conventional or
unconventional signals, may take linguistic or non linguistic forms and may occur
through spoken or other modes,
Feedback plays a very imp role in successful communication. Without feedback, one
may be able to convey his message across but may not be sure whether the other
person has understood the message the way he wanted to. There should always be
a two-day communication for better results.
1. timely
2. Specific
3. 'owned' by giver
4. understood by receiver
5. delivered in a supportive climate
119. Briefly summarise the four ‘selfs’ in the Johari Window. What
Implications does each have for interpersonal conflict onboard?
CLOSED DARK
UNKNOWN TO
OTHERS KNOWN TO SELF UNKNOWN TO SELF
‘Self disclosure’ is the act of showing respect for an sharing intimacy with another person. Such
an act of sharing requires much trust in another person and is likely to encourage the another
person to follow suit in trusting you. There can be no team work without trust.
‘Feed back reduces’ blind spot area help to increase our self awareness. Others see us by our actions
which may not be clear to the self. Unless we receive this feedback we will not know, as to how our
behaviour/ actions have influenced others. Without any feedback we are likely to be blind o their
feelings and reaches
120
120. What are the various kinds of conflict? Explain any one of them
experienced onboard ships and means to prevent the same?
Ans) When trying to resolve conflicts the strategies adopted should always aim at
achieving a “win-win” situation, unlike most cases where people think “win-lose”
which actually turns out to be “lose-lose” because the lack of teamwork causes
combine effort to be ineffective.
Present days seafarers work in multi-culture environment. Onboard people are from
different beliefs values, attitudes and background which may create conflict among
them. These conflicts onboard ship can seriously hamper not just the team effort and
efficient running of the vessel, but could also become a safety hazard.
This ‘Interpersonal Conflicts’ can be resolved by taking into consideration the nature
of differences between people of different nationalities/cultures working together
onboard a ship. As far as possible, an amicable solution could be found, where
acceptance of differences without conflict can be agreed upon.
Developing a cooperative relationship, based on job related performance rather than
on communal/race basis will not motivate people to work as a team in a healthy
atmosphere. As far as possible a biased approach should be avoided by examining
your own behaviour and prejudices so that these should not come in the way of fair
treatment to all your dealing should be transport and based on fact.
A common language should be used for communication to reduce the possibility of
misunderstanding orders. Team work and cooperation should be emphasized when
addressing a group although individual efforts are also important. Every individual
must be respected for his/her skill and effort, irrespective of nationality and culture.
This will increase trust and will finally result in dedication towards duties assigned.
If you found two or more people do not get along well together, either get then to
sort out differences or do not allot task together. They can be advised in confidence
about how their conflicts and resentment can affect others and hamper cooperation.
They must be made to realize that we must always see each others strength and not
weakness. This can go a long way in resolving ‘Interpersonal Conflicts’ and bring a
harmonious atmosphere on board.
122
Ans. An organized enterprise doesn't exist in a vacuum. Rather, it is dependent on its external
environment, it is a part of larger systems such as the industry to which it belongs the economic
system. Thus the enterprise receives inputs, transforms them and exports the outputs to the
environment. Any organisation must be described by an open system model that includes
interactions between the enterprise and the external environment. Considering the ship, the Engine
room is a subsystem responsible for propulsion power and maintenance of all machinery or the ship.
The inputs from the external environment may include people, capital, managerial skills as well as
technical knowledge and skills.
TRANSFORMATION
INPUTS PROCESS OUTPUTS
EXTERNAL ENVIRONMENT
Consider the human factor one of the inputs to the system i.e. the engine room on board a
ship.
The individuals involved have needs and objectives that are important to them some of the
needs are
Basic material (food, shelter, security)
Job security
Needs of affiliation acceptance esteem
Self actualization
Many companies today employ multinational crew our 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.
In an organization conflicts can be due to
Family problem
Not being relieved in time
Diff in opinion among colleagues.
Dissatisfaction with company polices.
123
Open System - A system that must interact with the environment to survive.
Contingent / Dependent.
Resource consumption and exportation.
Dynamic.
External focus.
Autonomous / Independent.
Enclosed / Non-interactive with external environment.
Stable.
Internal focus.
Do on your own: choose a tool or tools to create more of the desired culture.
• Choose Open culture tools to promote more honest interaction, dialogue and
collaboration.
For effective maintenance of ships machinery and fruitful teamwork a good system
that suits the environment should be selected. In management we talk about
flexibility, so sticking to one system may rule out the benefits of other. Although open
system is the current way of thinking about organizations, closed system cannot be
disregarded completely.
Ans. Before going with the statement that what is true with regard to system existing onboard I
would like to explain the term "scientific movement" and "mechanistic approach"
Scientific management : It can be regarded as the management which conducts a business or
affairs by standards established by facts or truths gained through systematic observation,
experiment or reasoning so scientific management involves.
Develop a scientific method for each job with standardized work implements and efficient
methods (through complete time and motion study)
Select workers with skills and abilities that match each job and then train them in most efficient
way to complete task.
Ensure co-operation through incentives and provide the work environment that reinforces
optional work results in scientific manner.
Divide responsibility for managing and for working while supporting individuals in work group for
what they do best some people are more capable of managing whereas other are better at
performing tasks aid out for them.
Mechanical Approach : In the mechanistic approach job experience is considered as a criterion
for the reliability and skill of the workforce. It is based on idiom "practice makes a man perfect".
People are selected on the basis of their qualification as per the requirement of the job and
after initial training (on job training) he is made to work as per the training or experience he get
during the job then he haves skills with the experience and learn from his mistakes may be
required to do different job as per organizational requirement.
Approach to personnel on board therefore can be considered as a combination of both i.e.
mechanistic as well as scientific approach.
Now a days crew is selected as per the job requirements and they are provided initial basic
training as per STCW 95 requirement ashore and on board ship then they are but on board for
their job. Their skills are upgraded continuously by onboard or ashore trainings. This is where the
scientific approach toward personnel onboard ends.
After this there comes the mechanistic approach. As with the increasing cost of putting extra
crew onboard. One person has to do different jobs. For example i.e. an engineer officer has to
keep an engineering watch, he has to carryout maintenance work on different equipment of and
connections he may have to do welding job. As per scientific approach we should put different
individuals for the different jobs so as to optimize the work process. But due to work economies
one person is during different jobs which he might not be able to do with the same perfection as
an individual who shelties only in one job as a welder or a service engineer for the maintenance
of a equipment.
125
Ans. Conflict is a process in which an effort is purposely made by 'A' to offset the offset of 'B' That
will result in frustrating 'B' in attaining his goals or frustrating his interest. It would also
be defined as the actual or threatened use of force in any continuing social relation ship
conflict surface due to :
1) Limitation of resources
2) Difference in values, goals, attitudes, expectation, etc.
3) Competitive environment as in any organizations competency is rewarded.
4) Stereo typing or sharp judgment leads to elevate others list & form hurried opinion of
them.
5) Biased behaviour
6) Habit of taking under advantage of others.
The interpersonal conflict because of above said reasons, can be best resolved or taken
case of by adopting win-win attitude. In this need of both parties in the conflict are met
and both parties in the conflict receive rewarding outcome win-win decision strategies
are associated with better judgment, favourable organization, experience and more
favorable bargains. A close interpersonal relations is maintained by building trust,
acceptance and support, in case one party becomes angry with other when failing to
meet psychological contact, these first party should constructively confront other party.
The effectiveness of constructive confrontation can & improved by observing the
following principles
i) Importance of relationship
ii) Use of empathy, View the problem from the confutes perspective
iii) Ability to confront with other persons only when you perceive he or she has the ability
to act on your feed back. If the confrontation is not changing the behaviour the
confrontation may lead to frustration.
iv) Focusing on behaviour. Focus your feedback on specific behaviour rather than the
person.
v) Use the I language such as words like I, me or we to reduce the defensiveness of
confronted your language is more closely to related to criticism.
vi) Use of descriptive statements. Describe how you are and fact about the situations
Evaluating Judgmental statement can easily evolve defensive behaviour because such
statements can be interpreted as criticism.
vii) Exploring alternative behaviour Instead of suggesting any specified solution to the
problem help the person to explore various means of overcoming it.
viii) Importance of Privacy : confront the person in private. Open confrontation can be taken
as a personal attack rather than helpful encounter.
ix) Use of non verbal behaviour use of non-verbal behaviour which speaks louder than
words to express yourself to others. Eye contact, appropriate tone of voice and correct
posture can all add the effectiveness of confrontations.
x) Selection of time since time is important for as effective confrontation select a time
when the confrontee is released or more open to receive feed back without being
defensive.
Rules and procedures should be established in advance which will regulate
interdepartmental contact.
Hierarchy : This condition is achieved by referring the problem to the common superior
in the organization (ship).
Planning : If each workgroup has specific goals for which they are responsible then each
know what it is supposed to do. Intra group tasks that create problem are resolved in
terms of goal & contribution of each group.
Potential source of conflict and dissatisfactions should be avoided and properly taken
care of These sources are as follows.
i) Inadequate training program and familiarization
ii) Poorly designed equipment and technology.
iii) Wrong choice of person for a particular job.
iv) Physical environment and lack of amenities (e.g. A/C, drinking water, sanitations etc.)
v) Personality clash.
vi) Use of alcohol
vii) Insecurity of employment
viii) Class structure and attitude
ix) Failure or insensitivity to appreciate social, personal and community relation.
Efficient of economical running of equipments / machineries.
To achieve the efficient and economical operation the following stops should be
observed.
1) Ensure a good healthy atmosphere or ship
2) Chief Engineer should know how to get best out of his mess. For this he has to develop
managerial skills.
3) Chief Engineer should try his best for economy and maximum possible output. Wastage
of material, time, money should be avoided.
Wastage of time can be avoided by minimizing fatigue and proper planning of job.
Ability of C/E to take proper decision at proper time will save lot of man house and avoid
lot of machinery breakdown.
4) Right selection of passes for a particular job is very important as it will help in
completing the job efficiently and quickly.
5) Make sure that all officers are proficient in their job. If anybody is lacking in carrying out
their job additional training programs should be developed. This may help to avoid lot of
break downs.
6) All machineries to be properly run and maintained so as to give optimum performance.
7) Planned maintenance system and conditions monitoring system to be followed strictly
to minimize the machinery breakdowns.
8) Spares and stores to be consumed only when required.
9) F.O. & C.O. consumption to be recorded regularly and any deviation from optimum
consumption should be avoided.
10) Any leakage of C.O. I.O. should be rectified immediately.
For efficient and economic running of machinery C/E should know how to get best out of
his man, how to operate machineries to optimum performance and how to minimize the
store & spares consumption.
126
126. With respect to engine room man management enlist the key
issues you will address with proper justification in the following areas
(a) Training programmes (b)Long term personnel development concept
(c)Attitude and motivation development
Ans. A man being a social animal does not like to work in isolation working an a ship is somewhat
skin to working in isolation which leads to discontent away the workers and may lead to a
stressful environment.
To reduce this companies need to reduce the discontent & motivate the people. This can be
done by
(i) Loyalty: creating trust, better communication & sharing problems. The sense of
belonging motivates the person to work.
(ii) Understanding needs, grievances w.r.t. wages, appraisal / promotion etc locates * at
creating more transparent atmosphere
(iv) Giving more responsibility helps the person to participate more in the activities.
(vii) Upgrading skills & giving necessary training manpower the quality of work
As regarding shipping training is continues process and every day persons to learns
something .
Drills for emergencies should be regularly conducted and in realistic manner. Training
programmes make people more confident in carrying out the various aspects of then jobs &
enhances then competencies.
A varity of methods & means can be adopted for training purpose an boad the ships this can
include
1) Hands or training
2) Video or audio
3) Giving short lecturers
4) Practical demonstration etc.
A well established and thought out training programme for junior officers & crew can should
be used so that it improves their knowledge & competence regarding the various aspects of their
jobs.
Now a days CBT or computer based training programme are available which enables easy &
effective training of personnel
A person is judged for his knowledge, skills and job competence. If any special skills &
innovative jobs have been carried out then they should be appreciated and recognised. This can be
entered in his appraisal report for further development without delay & can be recommended for
promotion. If a person is appreciated and this needs are fulfilled by the employer then a transparent
environment conductive to his growth is developed and this will lead to a long term interpersonal
relationship development.
Some theories like positive reinforcement behaviour modification, stress relief etc. are being
implemented by various companies for developing an individuals attitude and motivating him. If
can be in a manner of continuous employment in company & an rotation being so that the
individual can plan his leave & join back after finishing his leave. This is done for better
prospects, need for monetary gains, self-esteem & security are should deploy techniques to
identify & slowly change this behaviour of dissatisfied personnel. Due to the complexity of would
increase in consumerism etc. competition is an the rise. A parson has to prove that the can fit in
any organisation due fear of loosing a good job weights more an a person mind and thus leads to
attitudinal change & motivation
127
Ans. As a Chief Engineer all the listed are including in requisites of the job they can be achieved by:-
Chief Engineer
Company
This is subjective to the person involved however they can be added upon by keeping an open
eye and ears to other people, their experience, knowledge and this will only be showed with the
Chief Engineer if he is a good listener who encourages his to are to come up with solutions
involves their in the decision making, makes than feel important and encourage participation.
3. Equipment: machineries, equipments can be run with as less trouble as possible by:
b) A very good panning, with time personnel spares allocation, this planning should also be
allowing for breakdown and unscheduled maintenance.
Plan, work, stores, spares, personnel such that the will be minimum interruption to normal
(commercial operations of the vessel keeping safety as the top priority
Personal conflicts : This can best be avoided by or at least mitigated by skills man-
management understanding the basic psyche of the team involved this might necessitate
encouraging someone, training some one restraining anthers "cracking the with" with
someone else, however in some cases it might also be necessary to keep same individuals
out of each others preferential interaction .
Chief Engineers
Planning
Efficiency
All the elements in the organization if harnessed by the Chief Engineer should enable him to
increase the efficiency of the shipboard organization.
128
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.
Clause ‘8’ of ISM code deals with the ‘emergency preparedness’. As per this
clause, company should have an integrated ship and shore contingency plan,
which should comprise of the following—
o Composition and duties of each person in various .
o Procedure for mobilisation
o Procedure to be followed in response to different types of accidents
& hazardous occurrences.
o Procedure for establishing & maintaining contact between ship &
shore based management.
o Availability of ships particulars, plans & stability information, safety
& environmental protection equipment on board.
o List of contact names & telecommunication details of all relevant
parties, who may need to be informed & consulted.
o Reporting methods for both ship & shore based management.
o Procedure for notifying with next of kin of the persons on board.
o Backup arrangement for company’s initial response in the event of
a protected emergency
o Procedure for issuing information bulletin to media & answering
queries from media & public.
129
129. You are required to send a Voyage abstract to the head office
containing all salient data as per regulatory feature. For making the
spreadsheet, underline the specific computer application tools you will
use and formulate a format for the abstract, which will show the salient
data within available format of software to the best advantage. Use
realistic data.
Ans. Specific computer application tools that will be for making the voyage abstract
spreadsheet is Microsoft Office software and in that we will use Microsoft Office
Excel.
The abstract of the voyage should contain all salient data pertaining to a
particular voyage. The abstract is sent to head office, hence it should have all
items which can give a fair idea to owners/managers/charterers about the
voyage, related to but not necessarily limited to fuel consumption of each
machinery, different grades of lube oil consumption and their ROB’s, running
hours in that voyage of important machineries, any major breakdown or repair
during voyage, any stoppages etc. A format of abstract which will show the
salient data of a voyage abstract is drawn below.
MV Canmar 24/01/0
Name of Company Ship Name Pride Date 7
Anglo-Eastern
FEW
Departure from BITUNG Date DEC,17 hrs 21:30
ROTTERDA FEW
Arrival to M Date JAN, 24 hrs 12:30
sea
passage
Displacement t 54150 miles 9906
sea
passage
Mean Draft m 11.8 revs. 4857980
propeller
pitch
Sea Passage hrs h 713 m 4.08
average
Maneuvering hrs h 27 rpm 113.63
anchorage/harbor average
hrs h 145 speed 13.9
M.E.HFO cons.
Maneuvering
tons 9.7
M.E.lube
M.E. lube oil cons oil daily
for passage ltrs 1000 cons 85
Voyage
running Running hours L.O.
hours since decarb. cons
Aux. Eng 4
Shaft Gen.
F.O. / L.O.
STATUS
ROB
Type before Quantity Bunker ROB end sp.gr. total
0.989
HFO 326 1697 Singapore 919 7 1104
DO -- -- -- -- -- --
MGO 109 102 7
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 parameter’s 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 bulkhead’s 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 compartment’s location of
water tight doors, pumping out arrangement’s cross flooding arrangement’s etc.
I will check that all the water tight door’s in water tight bulkhead’s are in good
working order & check the controlling and indicating panel’s 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
Nut’s, bolt’s 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 Register’s for which 3rd
officer / 2nd Engineer may be responsible officer and no urgent fire fighting stores
are outstand ting.
I will personally inspect the CO2 room, the farm system fitted and inspect all the
outlet’s to confirm that everything is in order.
I will ensure that Training Manual and Training booklet for fire are available in officer
& crew mess room and that all person’s are well aware the content’s 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 item’s 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
7) Cargo gear
10) SOPEP
Maintenance routing as per Solas Chapter – III for fie fighting equipments and critical
machinery is carried out.
131
131. Detail the inspection that you as the new CE on an Oil Tanker /
Gas carrier would make on joining the ship with regard to (i) Stability
(u) Damage Control (iii) Critical Machinery
Ans. With regard to stability most important document provided on board of ship is stability booklet
which gives an accurate guidelines regarding the stability of ship under various
conditions of service. Chief Engineer must have knowledge of details given in stability
booklet. If any alternation is made to ship then C/E should ensure that amended stability
booklet is availability. He should ascertain the validity of oil Tanker / gas carrier safety
load line certificate watertight integrity of peak & space bulk heads, drainage & scupper
arrangements must be checked look for cracks, deformation or repairs carried out, if
any. Ensure that these are no opening for manhole, ventilation, pipe cable in collision
bulkhead check the effectiveness of stern tube sealing management stability aspect of
oil container / gas carrier is dealt. With in detail in SOLAS.
As stability & damage is concerned all tankers gas carrier are safest as they have zero
permeability all tight integrity of deck and low free surface effect double her
requirement for oil tanker / gas carrier provided then extra buoyancy but this lead to
high permeability due to double hulls.
Damage control : This is in dealt with SOLAS Ch-2 C/E should aware of permanently
exhibited & readily available damage control plan on navigation bridge for guidance of
officers. A plan showing clearly each tank double bottom boundaries of water tight
compartments opening wherein means of closers & position of any controls there of
arrangement of correction of any hit due to flooding. All ballasting, de-ballasting & bilge
arrangement should be properly studied. Most important is emergency power supply CE
should check handing over reports, condition of class, previous dry dock reports for any
damage faced by vessel in history damage plates or structure should be verified.
Critical Machinery : New CE for tanker & gas carrier test out critical machinery operating
procedures for along with out going CE & deficiencies rectified if any. He should
thoroughly undergo with part stay control & class surveyor inspection reports
superintendent give quite close picture of these machinery Saturday routine books
should be check for proper working of these emergency machinery. Responsible person
should be concerned for any deficiencies for operational problems. As soon as possible
all emergency equipment must practically tried out for e.g. main engine change or
procedure to emergency mode from remote / bridge control.
- Emergency steering gear.
- Fire pumps & emergency fire pumps.
- Emergency generated & emergency batteries.
- Emergency air compressor, these taken for filling up emergency air battle.
- Sprinkler, S.W. pumps, cut in / out & compressor lifeboat engines.
Water tight doors & their indicator mechanics
- O.W.S.
- Indicator
- Sewage Treatment plant.
132
Ans (a) If a ship is operating in heavy seas, there is more likelihood of structural
damage to the hull, hatch covers, ventilators, etc. due to green seas. This
could allow water ingress in to the hold & there will be an increase in the
mean draft, as a result of flooding, to make up for the lost buoyancy. In
addition, if the centre of buoyancy of the intact volume after bilging does not
lie in the same transverse plane as the centre of gravity, there will be a
change in trim, and if the bilged space is asymmetrical with respect to the
centreline of the ship, the ship will heel till the centre of buoyancy of the intact
underwater volume lies in the same fore and aft plane(perpendicular to the
equilibrium water line) as the centre of gravity. If the metacentric height GM in
the flooded condition is negative, the resulting moment will cause the vessel
to heel to the angle of loll, even though the bilged space is symmetrical with
respect to centreline. This is a permanent list, due to instability due to shift of
centre of gravity.
The result of heel and trim may also result in further entry of seawater
through non-watertight openings which would further aggravate the situation;
by causing loss of stability by flooding and free surface effect & could cause
cargo damage. So frequent soundings of the bilges give an indication of any
such damage
(b) Again, checking and sounding bilges in chain locker, fore and aft peak
tanks, cofferdams and other void spaces for water ingress will indicate any
structural damage affecting watertight integrity, e.g. chain(spurling) pipe
covers to the chain locker, air pipes to the tanks. The effect on stability would
be the same as in case of (a) above & there also may be a problem of
increased trim by head, with more green seas being taken at forward,
aggravating the problems.
(c) Checking for watertight integrity problems & particularly with fuel tanks &
fresh water tanks for sea water contamination. Fuel oil contamination with
seawater would increase the amount of water & sodium content in the fuel oil.
The presence of sodium is determined for main engine, when sodium to
vanadium ratio increases more than 1:3, this could lead to main engine
components failure due to hot corrosion with serious consequences. Fresh
water tanks contamination would lead to water shortage on board. Flooding of
ballast tanks will affect the stability of the vessel due to free surface effect and
unbalanced moments. So sounding of all above mentioned tanks is important
for vessel safety.
(d) Generally even keel is the desirable sailing condition, but in heavy seas if
a trim by stern is maintained particularly in ballast condition, then there would
be less likelihood of propeller/rudder emerging out of water. Thus propeller
racing and engine load fluctuation is avoided giving better power and steering.
A trim by the head would cause more green seas to be taken over the bows
making the condition worse. Any list would reduce the roll angle necessary for
deck immersion, hence any list should be corrected.
(e) Reduction in main engine speed would lower the effect of green seas &
thus reduce the possibility of structural damage, particularly at the fore end.
Ship motion(rolling, pitching, etc.) would generally be better & the change in
speed would cause a change in the periodic time of wave encounter; which
would reduce resonant motions & vibrations if they had been occurring.
133
Ans. According to 1996 Load Line convention adopted by IMO the freeboard of
tankers is determined by subdivision and the damage stability calculations,
while the earlier convention was based on the reserve buoyancy.
According to this new convention different hazards that could be present in
different zones in different seasons are taken into account. Different measures
are taken into account to ensure that the watertight integrity of the ship is
maintained below the freeboard deck.
According to this convention the duties of the chief engineer would be the
safeguard of the items listed below:
He has to make sure that the hatchways, doorways and the ventilation are kept
free of obstruction and they could be made watertight shut. Also the air pipes,
scuppers and the discharges should be maintained so that there is no ingress
of water. This is done because the freeboard is computed assuming the ship as
watertight and weathertight envelope. It states that adequate protection and
means of closure should be provided for all openings in the ships hull and
superstructure with a view to prevent seawater entering the ship thereby
reducing the reserve buoyancy. Also the regulation states that freeing ports
should be put in the bulwarks to prevent water accumulating on the deck. Also
guard rails and walk ways to be provided for safe passage of ships personnel.
The freeboard marks are calculated according to the geometry of the ship.
Thus the minimum computed summer freeboard (corresponding to maximum
summer draft) is known as the minimum summer geometric freeboard. Before
assigning this and prior to establishing condition of assignment regarding
protection and closure of openings and protection of crew, it must be confirmed
that the ships strength is adequate for corresponding max summer draft. This is
not always the case since a ship carrying a light density cargo may not attain
the max obtainable draft when fully laden. In such case the owner may choose
not to incur the expenses involved in the provision of adequate strength for the
deepest draft and have a greater than minimum geometric freeboard
corresponding to a maximum permissible draft for strength purposes, known as
the scantling draft. In most cases however the maximum scantling draft is as
same as that corresponding to the minimum geometric summer freeboard. The
minimum geometric summer freeboard is computed first by taking a freeboard
for a standard ship of the same length and correcting it for those geometric
properties of the ship which differ from those of the standard ship. The
geometric corrections prescribed in the regulations are those for block
coefficient, depth, superstructure trunks and sheer. There is also a regulation
which stipulates a minimum bow height. Once the summer freeboard mark has
been established it is a simple matter to further compute the additional marks
for fresh water, tropical fresh water and WNA.
International Load Line convention: It has long been recognised that limitation
on the draft to which a ship may be loaded makes a significant contribution to
her safety. These limits are given in terms of freeboard which constitute besides
external weathertight and watertight integrity. The main objective of the load line
convention to accordingly the ships are assigned load lines depending upon the
type of cargo they carry and watertight integrity they maintain. It is the
responsibility of the company as well as the ship staff to maintain the watertight
integrity and condition of assignment to retain its certificate. In this context
master and c/e play a key role. Condition of assignment is applied to any
required opening and prescribed means of protection and closure of such
opening which alternately guard or take care of watertight integrity of ships. As
a c/e one should know in detail the requirement to be fulfilled to retain the
certificate. It is master and c/e responsibility to maintain all the means which
constitute the condition of assignment.
Following are the areas to be directed and maintained for compliance
under international load line convention listed under chapter II, conditions of
assignment of freeboard.
They include the watertight integrity of hull and machinery spaces and
requirement for strength and height of hatch coaming and closing arrangement
of superstructure and bulkheads hatchways machinery space opening in
freeboard and superstructure deck, ventilator and vent pipes, cargo ports,
freeing ports, side scuttles, scuppers, inlet and discharge.
134
134. Detail the inspection that you, as the new Chief Engineer of a Ro-
Ro passenger ship, would make on vehicle decks. The followings
headings are suggested:
(i) Stability (ii) Damage control (iii) Fire fighting (iv) Machinery
Give reasoning in each clause of your inspection.
Ans. IMO - Ship constructions standard for passenger ship:- Standards for the
construction of the equipment of passenger ship on international voyage are set out in
Solas chapter II–1 (Construction, structure, Fire fighting, Protection, Fire detection and
fire extinction regulations imposed for the supervision on their closing. They also impose
requirement for the control of watertight and weather tight door fitted in bulkhead above
the bulkhead decks.
1. Stability: Under stability the subdivision load lines applicable under the different type
of voyages depending on the number of passenger carrying or cargo carrying in
passenger spaces. Regulation 31 of the MS Regulation Act 1998 provides that every
subdivided ship of the classes III, IV, V or VI (A) on completion must be inclined and
the elements of her stability determined.
For passenger ships, the angle of heel due to crowding should not exceed
10o
Similarly, the angle of heel due to turning should not exceed 10o. RoRo ship
has to conform to the Severe Wind Rolling Criterion as ships has high windage
factor.
2. Damage Control: Solas Regulation chapter II- 1B damage control plan shall be
permanently exhibited for the guidance of officer in charge of the passenger showing
clearly for each deck and hold. The boundaries of water tight compartment, the
openings therein and means of closure the arrangement for correction of list due to
flooding. In addition to damage control plan booklets containing the same information
must be made available by the owners for the use the officers of the ship. Ramp door
seals are satisfactory and in accordance with the regulations.
3. Fire Fighting: Prior to being assigned ship board passenger ships (as per regulation
II-1) seafarer must have completed the following training:-
The Chief Engineer to understand that fire protection for Ro-Ro spaces comes under
Special Category ships, requiring horizontal zoning as vertical zoning is not
possible
The Chief Engineer to ensure following safety and fire-fighting items to be ready for
any emergency use:
1. Sprinkle system.
2. Co2 flooding system.
3. Familiarization with all portable and fixed fire extinguisher.
4. Location of fire hoses and hydrants.
5. SCBA fireman outfit &its location.
6. Familiarization of all areas of E/R, accommodation & cargo spaces.
7. Fire pumps & emergency fire P/P.
8. Location of fire dampers.
9. Location of quick closing valves and remote stops for fire control station.
10. Location of water tight door local and remote operation and their control room.
11. Location of fire control plan and with international shore coupling.
The following items to be inspected for condition and operation:-
1. Main engine change over procedures to emergency mode from remote / bridge
control.
2. Emergency steering gear.
3. Fire pumps and emergency fire P/P.
4. Emergency generator and emergency battery.
5. Emergency air compressor, time taken for filling up the emergency air bottle.
6. Sprinkler sea water P/P in/ out and compressor.
7. Satisfactory operation of bow thrusters (if any fitted)
8. Satisfactory operation of fin stabilizers (if any fitted)
135
The only way to increase the ships dead weight without increasing her
length is to increase her draught without compromising the safety
to achieve a smaller free board by improving the condition of
assignment of free board.
1. Structural Strength and Stability: The ship is required to have the
necessary structural strength for the free board assigned. Certain
criteria with regard to the stability must be met by changes in design
and an inclining experiment must be carried out in order to
demonstrate compliances with regulations.
2. Superstructure and Bulkheads: Bulkheads for enclosed
superstructures must be adequately constructed. Any opening must
have a minimum …… height of 380 mm above deck.
3. Hatchways: Efficient closing arrangements for hatches ensures
minimum permissible free board substantial coamings if M.S. or
equivalent material must be fitted to all hatchways. Minimum heights as
600mm in position 1 and 450mm in ………..
4. Machinery Space Opening: These must be efficiently framed and
plated for strength. Minimum sill height for water tight doors to be 600
mm in position-1 and 380 mm in position 2. all other openings are
to have attached steel covers which can be secured weather tight if
required
5. Side Scuttles: Every side of Scuttle below the free board deck is to be
fitted with a hinged cover plated all dead weight which may be securely
closed and made water tight
6. Ventilators: Minimum height should b 900 mm in position 1 and 760
mm in position 2
7. Air pipes: Air pipes must be of efficient construction and have a
permanently attached means of closing. The opening height must be
minimum of 760mm above the free board deck and 50mm above the
super structure deck.
8. Scappers inlet and discharges: All o/b discharges either from above
or below the free board deck of enclosed spaces and to have an
efficient non return arrangement fitted arrangement and their control
are specified accordingly to the distance of the o/b discharge from the
summer load water line scappers from open spaces may be led directly
over board.
9. Freeing Ports: Where bul works on provided on any exposed decks
they must be provided with an efficient means for rapidly freeing
any accumulated sea water on deck.
The lower edge of freeing area should be located near the lowest point of the
sheer curve where sheer exists on the deck. Railings in place of ‘closed’ bul
works increases the efficiency.
10. Protection of the crew: All exposed free boards and super structure
deck must have bulk works or guad rails fitted at their perimeter with a
minimum height of 1m where rails are fitted. The deck and lower rail
capacity must not exceed 230mm and other rails 380mm.
Effective protection and safety in the form of gang ways, passages and any other
means of access required in the course of work must be provided for the safety of
the crew.
136
Ans. Intact stability for all types of vessels is covered under a single IMO Instrument
Resolution A. 749 (18), adopted on 4th November 1993, which is known as the
Code of Intact Stability.
Intact Stability criteria :
1) Area under GZ curve not less than
i) 0.055 m-rad up to 30o
ii) 0.09 m-rad up to 40o or down flooding angle whichever is earlier
iii) 0.03 m-rad between 30o and angle mentioned in ii)
2 )Max. GZ ≥ 0.20 m at preferable > 30o but not < 25o
3) Initial metacentric height GM ≥ 0.15 m
In addition to above for passenger ships :
4) Angle of heel on account of crowding of passengers to one side ≤ 10o
5) Angle of heel on account of turning ≤ 10o
For above purposes, the down flooding angle (θf) is defined as the angle of
heel at which openings in the hull, superstructure or deck houses which
cannot be closed weathertight immerse. Small openings through which
progressive flooding cannot take place need not be considered as open.
Factors for quantitative evaluation of intact stability :
A)Standard loading condition
a. Ship fully laden with cargo/passengers, full stores
& fuel
b. Ship is fully laden arrival condition with cargo, passengers and
10% fuel & stores
c. Ship in ballast departure condition without cargo/passengers but
with full stores & fuel
d. Ship in ballast arrival condition without cargo/passengers & 10%
fuel & stores
B) Assumption
1) with or without cargo/passengers
2) arrival or departure
3) ballast
4) cargo assumed to be homogenously distributed
5) change of trim
6) free surface effect correction
7) all conditions of cargo transfer operation, ballasting de-ballasting
operation
8) watertight integrity for hatchways, machinery space openings,
doors, cargo port, side-scuttles, window scuppers, inlets and
discharges, other deck openings, ventilators, air pipes &
sounding devices, freeing ports.
C) Drawing of stability curves to assess intact stability for standard
loading condition.
Ans. The term Parametric Roll is used to describe the phenomenon of large
unstable roll motion, suddenly occurring in head or stern seas. Due to its
violent nature, the large accelerations associated with the onset of parametric
roll cause concern for the safety of container ships. Possible consequences
include loss of containers, machinery failure, structural damage and even
capsize.
Parametric Roll is a threshold phenomenon. This means that a
combination of environmental, operational and design parameters needs to
occur before it is encountered. Parametric rolling is an unstable phenomenon
which can quickly generate large roll angles that are coupled with significant
pitch and yaw motions when the following requirements are satisfied:
1. The ship is in head or near head seas
2. The natural period of roll is equal to about twice the wave encountered
period
3. The wave length is of the order of the ship length
4. The wave height exceeds the critical level
5. The roll damping is low
The rolling occurs in phase with pitch and on container ship introduces
high loads in to the containers and their securing systems. It appears that
post-Panamax container ship may be particularly prone to this behaviour. This
is an important issue considering the large number of these vessels
scheduled for delivery in the next few years. In October 1998, a post-
Panamax C- 11 class container ship encountered extreme weather and
sustained extensive loss and damage to deck stowed containers.
A transversely symmetrical ship moving in pure head or following long
crested seas, will have motions of pitch , heave and surge but will experience
no transverse roll moment. Nevertheless, under certain conditions of
encounter frequency, a rolling motion can exist. The roll motion once started,
may grow to large amplitude limited by roll damping and in extreme
conditions, may result in danger to the ship or its contents. This phenomenon
is referred to as auto parametrical excited motion. The term describes a state
of motion that results not from direct excitation but by a time varying external
force or moment, but from the periodic variation of certain numerical
parameters of the oscillating system.
For a ship in head or stern seas the uneven wave surface together with the pitch heave
motion of the ship results in a time varying underwater hull geometry. This varying geometry, in turn
results in time varying changes in the metacentric height, i.e. the static roll stability.
138
Ans. The differences between statical stability and dynamical stability are as
follows:
equal GZ 0.7
0.4 0.6
0.3 0.5
GZ
equal GZ
0.2 0.4
0.1 0.3
0 0.2
0 10 20 30 40 50 60 0.1
0
0 10 20 30 40 50 60
angle of heel
angle of heel
A value of metacentric height is usually found only for the zero heel
condition. Hence, it is an accurate measure of stability only for small disturbances
– i.e., one that causes heeling of no more than about 10 o. For larger angles of
heel, the righting arm GZ is used to measure stability. In any stability analysis,
the value of GZ is plotted over the entire range of heel angles for which it is
positive or restoring. The resultant curve of statical stability shows thereby the
angle beyond which the ship cannot return upright and the angle of heel at which
the restoring moment is maximum. The area of the curve between its origin and
any specified angle is proportional to the energy required to heel the ship to that
angle.
The off-shore supply vessels that are built with high foc’le and low working
after, posses a large upright GM value due to a generous beam to length ratio,
but heel angles of maximum and vanishing stability are relatively low. This is due
to the free trim affect i.e. heeling of these vessels produces a trimming moment
by the stern. These vessels will suffer a significant trimming moment by the stern
when heeled over beyond a certain point. The resulting loss of stability beyond
this angle of heel, is partly compensated for by the relatively large beam that
such ships tend to be built with, which is an operational requirement to provide
the ship with a large working deck area aft for cargo stowage.
GZ(m)
GM
2
Angle of Heel
Such ships usually have to operate with a trim by the head and this must be
allowed for in the vessels design.
While taking over a new ship in shipyard as chief engineer, the following
governing factors for having optimum stability in both the categories(i.e. statical &
dynamical) should be inspected:-
(i) The new ship must fulfil six criteria of intact stability as follows:-
(1) The area under GZ curve should not be less than 0.055 meter-radian up
to 30o heel
(2) The area under GZ curve should not be less than 0.090 meter-radian up
to 40o heel
(3) The area under GZ curve between 30o heel and 40o heel should not be
less than 0.30 meter-radians
(4) The angle of heel for the maximum GZ must be at least 25 o and
preferably >30o
(5) The righting lever GZ should be at least 0.20m at an angle of heel ≥ 30o
(6) The minimum upright GM value must not be less than 0.15m
(ii) Where anti-rolling devices are installed in a ship, the above intact stability
criteria must be met when the device is in operation
(iii) A number of influences such as beam winds on ships with large windage
area, icing of topsides, water trapped on deck, rolling characteristics, following
seas etc. adversely affect stability, same to be taken in to account as far as is
deemed necessary.
(iv) Provision should be made for a safe margin of stability at all stages of
voyages; regard being given to addition of weights such as those due to the
absorption of water and icing and to losses of weights, such as those due to
consumption of fuels and stores.
(v) For ships carrying oil based pollutants in bulk, the above intact stability criteria
should be met during all loading and ballasting operations.
(vi) For ships carrying passengers, in addition to the general intact stability
criteria, the angle of heel on account of turning of the ship through rudder
should not exceed 10o. Also, the angle of heel on account of crowding of
passengers to one side should not exceed 10o.
(vii) For all the loading conditions, the GM and GZ curve should be corrected for
the effect of free surfaces of liquids in tanks.
After inspecting all the data and provisions, the vessel will be considered to be sea
worthy, when all the conditions mentioned above are met with. Thus we can say that the vessel has
adequate optimum stability in both categories.
139
Ans) Damage stability and buoyancy are indications of the ability of the ship to
survive a collision, grounding or explosion in which the hull is breached and water
enters one or more compartments of the ship.
There are two methods for damaged stability condition calculations
a)Deterministic calculation in which a limited number of important compartment or
combination of compartments are flooded after which the floating position of the
ship and remaining positive stability are assessed.
b) Probabilistic calculation in which a all compartments or all combination of two or
three compartments are flooded after which the floating position of the ship and the
remaining positive stability are assessed. The results of these calculations are
corrected for the chance that a damage occurs and the corrected outcome is
compared with a prescribed minimum.
140. Explain ‘ship squat’ and its relevance on super tankers or OBO
vessels. What are the factors governing ship squat ? Using relevant
diagrams explain your answers.
Ans) When a ship proceeds through shallow water, it ‘pushes’ water aside. This
volume of water must return down. The sides and under the bottom of the ship. The
streamlines of the return flow are speeded up under The ship. This causes a pressure
drop, which results in the ship ‘dropping’ (vertically) in the water.
Besides the dropping vertically the ship generally trims either forward aft. The
overall decrease in the static underkeel clearance (UKC) forward or aft, is referred to
as the phenomenon of ship squat. It is not just the difference between the draughts
when stationery and when the ship is moving ahead.
The squat depends on the square of the speed hence a super tanker/OBO moving
forward at a comparatively slow speed, in shallow water, would have a marginal
drop in under keel clearance due to squat. A passenger/ cruise ship, on the other
hand, moving at a very high speed, in the water of the some depth, would
experience a drastic ‘drop’, which would result in the vessel running aground, even
with a comparatively higher static under keel clearance as in the case of the Queen
Elizabeth, when she touched bottom with several damage to her hull.
Thus ship squat has been marginal on smaller and slower vessels, even when
underway. These squats have been a matter of a few centimetres and thus had been
considered in consequential. However, with the growth of ship size, as in the case of
modern super tankers i.e., VLCC’s/ULCC’s (3,50,000-5,50,000t DWT) which have
almost outgrown the ports they visit, resulting in small static under keel clearance
(of 1.0 to 1.5m) this can be a cause fro concern.
As a static even keel/under keel clearance have decreased and the service speeds
have increased, ship squat has gradually increased. This can now be of the order of
1.5m to 1.75m by no means inconsequential.
For ‘full form’ vessels such as supertankers or OBO’s grounding will occur generally
at the low, while ‘fine form’ vessels, such as cruise ships or container ships, risk
grounding generally at the storm. This is assuming they are at ‘even keel’ when
stationery.
In the last few decades, ships types have tended to be greater in length (LBP) and
wider in breadth (moulded). This has led to reported groundings at the bilge strake,
at or near amidships, when slight rolling motions have been present.
Signs that a ship has entered ‘’shallow water” condition can be seen from one as
more of the following:
1. Wave making increase, especially at the forwarded end of the ship
2. V/L becomes more sluggish to manoeuvre. To quote a pilot “almost like
sailing through porridge”
3. Draught indicator on the bridge or echo sounders will indicate changes in the
end draughts.
4. Propeller RPM (tachometer) will show a decrease. If the ship is in ‘open
waters’ i.e., without breadth restrictions, this decrease may be upto 15% of
the service rpm in deep water. If the ship is in a confined channel, however
this decrease in rpm can be upto 20% of the service rpm.
5. There will be a drop in speed. If the ship is in open water conditions, this
decrease may be upto 30% if the ship is in a confined channel, such as a rites
or a channel, then this decrease can be upto 60%
6. The ship may start to vibrate suddenly. This is because of the entrained water
effects, causing the natural hull frequency to become resonant with another
frequency associated with the vessel. The engines load indicator will show an
increase.
7. Any rolling pitching and heaving motions will be reduced as the ship moves
from deep to shallow water conditions. This is because of the cushioning
effects, produced by the narrow layer of water under the bottom shell of the
vessel
8. The appearance of mud could show in water around the ships hull in the
extent of passing over a raised shelf or a submerged wreck.
9. Turning circle diameter (TCD) increases, TCD in shallow water, could
increase by 100%.
10. Stopping distances and stopping times increase, compared to those in deep
water.
FACTORS GOVERNING SHIP SQUAT:
1) The main factor is ships speed: squat varies approximately with the square of the
speed. If we double the speed the squat increases four times. Here speed is the ship’s
speed relative to the water, i.e., effect of current (tide with or against the ships
direction of motion) must be taken into account.
2) Another factor is the block coefficient ‘CB’ squat varies directly with CB. Oil
tankers, having a greater CB will have comparatively more squat than a containers
ship at the same speed
3) Blockage factors ‘S’. this is the immersed cross section of the ships midship section
divided by the cross section of water within the canal or .
4) The presence of another ship, in a narrow rises will also effect squat, so much so,
that squat can even divide in value as you pass (cross) the other vessel.
Formulae have been developed for estimating the maximum ships squats, for vessels
operating in confirmed channels, as well as in ……….. conditions. These formulae
have produced several graphs of maximum squat against ships speed. Three items
of information are needed to use this diagram first, an idea of the ships CB value,
secondly the speed and thirdly to whether the ship is in open water or in confined
rives/ canal conditions
The conclusion, it can be stated that if we can find the maximum ship squat, for a
given situation then the following advantages can be gained:
1. The ships operator will know which speed to reduce to, in order to prevent
running aground and thus ensure the safety of the vessel. This could save the
cost of a very large repair bill.
2. The ships officers could safely load the ship to the maximum up to the load
line limits, thus giving the ship on extra earning capacity.
3. There is no loss of earnings grounding could lead to the ship being ‘off hire’
4. when a vessel goes aground there is a high possibility of oil leakage/pollution
resulting in serious claims which will have to be paid by hips owner.
141
GZmax
GM
GZ
Ans. Transient flooding phenomena are related to the initial stages of flooding of a
damaged ship. They could be defined, in terms of time, as phenomena
occurring in the time period required for the damaged compartment to become
fully flooded in case of a damage opening starting from the intact ship
conditions. The risks associated with transient flooding are the large
intermediate heeling angles that could lead the ship even to capsize, before it
reaches a static equilibrium after damage and the prolongation of the time of
ship exposure to wind and waves at undesired heeling angles. The latter risk is
met especially in cases of slow flooding where a long time is required to
complete the flooding.
During the transient flooding the ship generally moves under the action of
the unbalanced flood water moments and environmental forces. As the water
flows in to the damaged compartment and considering the compartment’s
geometry it will be first distributed in an asymmetrical unbalanced way. Even in
symmetrical spaces, free surface effects and the time lag observed from the
instance of water passing the damage opening until it is spread to the whole
compartment (noting the effect of internally fitted equipment), unbalanced
distribution will arise causing heeling moments. Internal phenomena increase
the moments acting on the damaged ship, affecting her motions. Therefore, the
ships heeling in transient flooding is clearly a dynamic phenomenon. The ship
heels under the action of various time dependent moments, absorbing potential
energy to the extent available. The magnitude of ship’s heel motion depends on
the amount of the instantly flooded water related to damage geometry, ship’s
inertia and hydrostatic characteristics as well as energy dissipation components
of ships hull that act as damping forces on the ship, e.g. rudder, bilge keels.
Because of the continuous kinetic-potential energy balance, the ship’s mean
position (especially her hull) deviates from the position it could reach, if moving
hydrostatically.
144
F.L.
Floodable length at various points along the length of the ship hull will be different. Its
calculation is done using standard floodable length curves, given for a ship of standard shape. To find
for a specific condition, we must use numerous other curves to correct the floodable length found
from standard curves, to suit the free board, sheer profile and block co-efficient.
B/head B/head
L/2 L/2
The figure shows a floodable length curve. Ordinate at any point represents the length which
can be flooded, with the centre at that point concerned. It is the floodable length at point A, the
position of b/heads giving the required compartment length are given by setting off distances L/2
either side of point A. The lines, at the end of the curves are caused as forward and after terminals.
The permeability's out average permeability figures for machinery spaces and compartments
forward & aft of it. This leads to 3 curves for the complete ship as shown in the figure.
Some of these amendments also resulted from the Herald of free enterprise disaster
and included details of how stability of passenger ships in a damaged condition
should be determined and a requirement for all cargo loading doors to be locked
before a ship leaves a berth. The amendments also made it compulsory for the
passenger ships to have a light weight survey at least every five years to ensure their
stability as not been adversely affected by the accumulation of extra weight or any
alterations to the superstructures.
The November 1995 amendments (conference)
Adopted: 29 November 1995
Entry into force: 1 July 1999
The most important changes relate to the stability of ro-ro passenger ship built since
1990, was extended to existing ships in accordance with an agreed phase-in
programme. Ships that only meet 85% of the standard had to comply fully by 1
October 1998 and those meeting 97.5% over above, by 1 October 2005. The SOLAS 90
standard refers to the damage stability standard in the 1988 (October) amendments
to SOLAS adopted 28 October 1988 and entering into force on 29 April 1990.
The conference also adopted a new regulation 8-2, containing special requirements
for ro-ro passenger ships carrying 400 passenger or more. This is intended to phase
out ships built to a one compartment standard and ensure that they can survive
without capsizing with two main compartments flooded following damage.
(ii) By IACS on flood control doors
DOOR CLASSIFICATION
Type A a door which may be left open
Type B a door which should be closed. It may remain open only whilst personnel are
working in the adjacent compartment
Type C a door which should be closed. It may only be opened for sufficient time to permit
through passage
SPEED OF OPERATION
All power operated door must be capable of being closed from the remote position
within one minute
Alarm 10-20 sec
Closing time 20-40 sec
Doors must be closed promptly in a emergency to prevent progressive flooding
potentially very hazardous specially on ro-ro ships. Doors should be closed in not
less than 20 seconds, but not more than 40 secs.
All crew members should be instructed on the safe operation of W.T. doors
When more than 5 doors are fitted all doors must be capable of being closed
simultaneously from central control with open/closed indicators. This central control
position gives quick, convenient, simultaneous closing of all doors.
All doors must be closed in a potentially hazardous situation except for the passage
of personnel.
A potentially hazardous situation occurs when
i. in condition of restricted visibility
ii. in port limits of compulsory pilotage limits
iii. where adopt of water is less than 3 times draught
iv. in proximity of underwater hazards
v. density of traffic if high
any other factor constitutes a hazard
146
Ans) Chapter II-1 of SOLAS was revised by the amendments of May 2005
with entry into force set for 1 Jan 2009. The revision of SOLAS Chapter II-1 Part
A,B,and -1 will be applicable to new ships built after the expected entry into force
date of 1 January 2009. The amendments which have been intensively
developed are based on probabilistic methods of determining damage stability.
The amendments made in part A regulation 1.3.4 states that the expression
alterations and modifications of major character means in the context of cargo
ship subdivision and stability and modification to the construction which effects
the level of subdivision of that ship. Where a cargo ship in subject to such
modification, it shall be demonstrated that the AIR ratio calculated for the ship
offer such modification is not less the AIR ratio calculated for the ship before the
modification. However, in those cases when the ship A/R ratio before
modification is equal to or greater than unity it is only necessary that the ship
after modifications has an A value which is not less than R. calculated for the
modified ship. Chapter II-Part B Regulation 4 was amended as mentioned below.
The ship shall be efficiently subdivided as is possible having regard to the
nature of service for which they are intended. The degree of subdivision shall
vary with the subdivision Length (Ls) of the ship and with the service in such a
manner that the highest a degree of subdivision corresponds with the ships of
greatest subdivision Length (Ls) primarily engaged in the carriage of passengers.
This bulkhead shall be located at a distance from the forward perpendicular of not
less than 0.05L or 10 m whichever is the less, and, except as may be permitted by
the Administration, not more than 0.08L or 0.05L + 3 m, whichever is the greater.
2 Where any part of the ship below the waterline extends forward of the forward
.2 at a distance 1.5% of the length of the ship forward of the forward perpendicular;
or
3 the bulkhead may have steps or recesses provided they are within the limits
prescribed in paragraph 1 or 2.
5.1 Except as provided in paragraph 5.2, the collision bulkhead may be pierced
below the bulkhead deck by not more than one pipe for dealing with fluid in the
forepaw tank, provided that the pipe is fitted with a screw-down valve capable of
being operated from above the bulkhead deck, the valve chest being secured inside
the forepaw to the collision bulkhead. The Administration may, however, authorize
the fitting of this valve on the after side of the collision bulkhead provided that the
valve is readily accessible under all service conditions and the space in which it is
located is not a cargo space. All valves shall be of steel, bronze or other approved
ductile material. Valves of ordinary cast iron or similar material are not acceptable.
5.2 If the forepeak is divided to hold two different kinds of liquids the Administration
may
allow the collision bulkhead to be pierced below the bulkhead by two pipes, each of
which is fitted as required by paragraph 5.1, provided the Administration is satisfied
that there is no practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak, the safety of the
ship is maintained.
7 where bow doors are fitted and a sloping loading ramp forms part of the extension
of the collision bulkhead above the bulkhead deck the ramp shall be weathertight
over its complete length. In cargo ships the part of the ramp which is more than 2.3
m above the bulkhead deck may extend forward of the limit specified in paragraph 1
or 2. Ramps not meeting the above requirements shall be disregarded as an
extension of the collision bulkhead.
[In passenger ships constructed before [1 July 1997], if any part of the ramp is
attached to the extension, it shall not extend forward more than 1 m forward of the
forward limit specified in paragraph 1 or 2.]
8 The number of openings in the extension of the collision bulkhead above the
freeboard deck shall be restricted to the minimum compatible with the design and
normal operation of the ship. All such openings shall be capable of being closed
weathertight.
9 Bulkheads shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the bulkhead
deck. In passenger ships an afterpeak bulkhead shall also be fitted and made
watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be
stepped below the bulkhead deck, provided the degree of safety of the ship as
regards subdivision is not thereby diminished.
1. On bulk carriers, the means for draining and pumping ballast tanks forward of the
collision bulkhead, and bilge’s of dry spaces any part of which extends forward of the
foremost cargo hold, shall be capable of being brought into operation from a readily
accessible enclosed space, the location of which is accessible from the navigation
bridge or propulsion machinery control position without traversing exposed freeboard
or superstructure decks. Where pipes serving such tanks or bilges pierce the
collision bulkhead, as an alternative to the valve control, valve operation by means of
remotely operated actuators may be accepted, provided that the location of such
valve controls complies with this regulation.
2. This means that paragraph 1 of regulation XII/13 does not apply to the enclosed
spaces the volume of which does not exceed 0.1% of the ship’s maximum
displacement volume and to the chain locker.
2.1 the valve specified under SOLAS regulation is to be capable of being controlled
from the navigation bridge, the propulsion machinery control position or enclosed
space which is readily accessible from the navigation bridge or the propulsion
machinery control position without travelling exposed freeboard or superstructure
decks. In this context, a position which is accessible via an under deck passage, a
pipe trunk or other similar means of access is not to taken as being in the “readily
accessible enclosed space”;
2.2 the valve is not to move from the demanded position in the case of failure of the
control system power or actuator power;
2.3 positive indication is to be provided at the remote control station to show that the
valve is fully open or closed;
2.4 local hand powered valve operation from above the freeboard deck, as permitted
under SOLAS regulation is requested, but is not an acceptable alternative to SOLAS
regulation XII/13.1.
3. The dewatering arrangements are to be such that any accumulated water can be
drained directly by a pump or eductor.
4. The dewatering arrangements are to be such that when they are in operation,
other systems essential for the safety of the ship including fire-fighting and bilge
systems remain available and ready for immediate use. The systems for normal
operation of electric power supplies, propulsion and steering should not be affected
by the operation of the dewatering systems. It must also be possible to immediately
start fire pumps and have a ready available supply of fire-fighting water and to be
able to configure and use bilge system for any compartment when the dewatering
system is in operation.
5. Bilge wells are to be provided with gratings or strainers that will prevent blockage
of the dewatering system with debris.
6. The enclosures of electrical equipment for the dewatering system installed in any
of the forward dry spaces are to provide protection to IPX8 standard as defined in
IEC Publication 60529 for a water head equal to the height of the space in which the
electrical equipment is installed for a time duration of at least 24 hours.
The location of the collision bulkhead is determined by first determining the Length
Between Perpendiculars (LBP). LBP is the horizontal distance measured between
perpendiculars taken at the forward most and after most points on the waterline
corresponding to the deepest operating draft.
149. Highlight the following amendments to IMO Conventions and its effects in ship
operation thereof. Mention their date of entry into force
(a) CLC and Fund Convention (b) SOLAS-IMDG Code
An older version of CLC convention was adopted by IMCO in 1969 and came into force on 19-6-75.
An amendment was adopted in 1992 and entered into force on 30th May 1996. In
October 2002 another amendment, giving the new limits for liability was adopted and
entered into force on 1-11-2003.
Objectives:1. Ensure adequate compensation is available to persons who suffer from oil
pollution by ships even if the owner is unable to pay the same.
2. Adopt uniform international rules & produces to determine civil liability etc., for losses
due to pollution of oil from ships. (Note : civil liability means responsibility to
compensation etc. in money. It does not include criminal liability may be finalized by
fines and / or imprisonment etc.,)
3. To encourage government and others to feel more confident in taking early and decisive
action in containing / minimizing the adverse effects of oil pollution .
Salient features of this convention :
The owner of every tanker is liable for pollution damage caused by his tanker (even
though he may have taken all possible care and precautions) unless the damage is
caused by reasons external to (i.e., not connected with) the ownership and operation of
the tanker) This strict liability is based on the principle "polluter may pay.
The owner of every tanker may limit his total liability in the following manner. For a ship
not exceeding 500 gt liability is limited to 4.51 million SDR.
For a ship 5000 to 140,000 gt liability is limited to 4.51 million SDR plus 631 SDR for each
additional gross tonnage over 5000.
For a ship over 140,000 gt liability is limited to 89.77 million SDR (1 SDR = 15 GF, 1 GF =
65.5 mg of Gold of 900 fineness).
No claim can be made against the charter include Bare boat, master, pilot crew, salver or
agent of the ship.
After a pollution incident, if owner wishes to avail of the benefit of limitation as
described above, he deposits a run equal to its maximum liability either with the court or
with any other competent authority of the country.
If the owner incurs any expenses to prevent or minimize pollution damage, then such
expenses are deductible from the amount deposited by the owner in the same ratio as
other claims on the fund. The object of this provision is to encourage immediate
measures by the owner to minimize / contain damage and be willing to spend money
therefore.
Every tanker of 2000 GT and above has to maintain an insurance or other financial
security (such as a bank guarantor) to ensure that the tanker can meet her pollution
damage liabilities to the extent indicated above.
The flag state shall issue a certificate to each ship after she has complied with the above
condition regarding financial security.
The certificate must be carried on the ship and must show the name of the insurer etc.,
giving security in respect of the ship certificates by all countries that have ratified the
convention.
The liability insurer (P & I clubs) of the ship owner usually provides the proof of
insurance policy / financial security. On the basis of this document the flag state issues
the "certificate of civil liability of oil pollution damage" (CLC certificate)
The certificate shall not be valid beyond the validity of the insurance policy.
Any one who suffers loss due to oil pollution from a ship may she either the owner of
the V/L or even the insurer who has issued the policy within three years of the loss. Ever
if the owner goes into liquidation, the insurer continuous to be liable to those who may
have suffered a loss.
Fund Convention was first adopted in 1971. This was amended and renamed in 1992.
Entered into force 30-5-96. Aim of this convention is to provide compensation for losses
due to pollution where the security provided by the 1992 CLC convention is inadequate.
Fund provides supplementary compensation to oil pollution disasters. The fund
convention is an attempt to ensure that losses due to oil pollution damage are borne not
only by the shipping industry, but in part also borne by the cargo interests.
Salient features : 1. All persons / companies in any country importing more than
150,000 tons of oil in any year shall make contributions to the fund. This fund is
managed as an independent entity under the overall supervision of al director who is
appointed by and responsible to IMO.
2. October 2000 amendments which entered into force in 1-11-2003 raised the max.
amount of compensation to 203 million SDR as compared to 135 million SDR. However,
if three states contribute to the fund receive more than 600 million tones of oil per
annum, the maximum amount is raised to 300, 740,000 SDR.
Effects of CLC and fund convention in ship operation :
1. After the implementation of CLC convention every tanker of 2000 GT and above has to
maintain an insurance or other financial security and obtain a certificate of CLC for oil
pollution damage based on that.
2. CLC convention fixed a upper limit to liability of ship owners in case of oil pollution from
tankers so, ship owners were encouraged to invest in high risk venture like oil
transportation.
3. Both CLC & fund convention ensured adequate compensation is available to parties who
suffer from oil pollution by ships even if the owner is located in a country for away from
the scene of disaster or he may not have sufficient financial resources to meet all the
claims.
4. These conventions encourage government and others to take early and decisive action
in containing or minimizing the adverse effects of oil pollution, because these
conventions ensure adequate compensation. If owner incase any expenses to prevent of
minimize pollution damage, then such expenses are deductible from his total liability.
IMDG Code :
The IMDG code was developed as a uniform international code for the transport of
dangerous goods in packaged form by sea covering such matters pas packing, container
traffic and stowage with particular reference to the segregation of in compatible
substances. The IMDG code lays down basic principles; detailed recommendations for
individual substances, materials and articles and a number recommendations for good
operational practices including advice on terminology, packing, labeling, storage,
segregation and handling and energy response action.
The IMDG code was made mandatory from 1st Jan. 2004 by IMO, by adopting SOLAS
chapter VII on 24 May 2002.
This code applies to all ships carrying dangerous goods in packaged form. Provisions of
this code do not apply to ships stores.
Effects of IMDG code in ships operation.
1) In documents relating to the carriage of dangerous goods, a proper shipping name of
this goods shall be used.
2) The transport document prepared by the shipper shall be included a signed declaration
or certificate that the consignment is properly packaged mark, labelled and in proper
condition for carriage.
3) The person responsible for loading a dangerous goods in a container shall provided a
signed container packing certificate stating that cargo has been properly packed.
4) Ship shall have a detailed storage plan which identify by class and sets out the location
of all dangerous goods onboard.
5) Administration shall issued detailed instruction on emergency response guide and
medical first aid guide relevant to incidents involving dangerous goods.
150
150. Briefly discuss the reasons for Bulk-Carrier losses in the last decade
and explain how provisions detailed in Chapter XII of SOLAS 74 as
amended will contribute towards the safety of bulk-carriers?
Sinkage
IMO also adopted - ‘Code of safe practice for Solid Bulk Cargoes’
It categorized cargoes
Angle between slope of cone and bottom of hold is called ‘angle of repose’
o To overcome this code states that cargo should be trimmed reasonably level
and all spaces should be filled as fully as possible.
o Use of shifting boards or bins
No. of accidents dropped during 1980’s and it seemed to many that the problem of
bulk carriers safety has been solved.
Until: 1990 20 Bulk carrier sank – 94 lives lost
Investigation proceeded :-
1. Importance of age:-
There was a clear link between accidents and age of bulk carriers
Operational Factors:-
A) Dense cargoes like iron ore often carried in alternate holds to raise (CG). This
according to LR increases the stress on inner hull components (Bulkheads etc)
B) Cargo handling method:-
For faster turn-around the loading rate is increased some terminals can
load up to 16000 ton / hr. iron ore. ‘IACS’ in a report said high cargo rates under
uncontrolled process could result in an over loading which can cause local or
global damage.
1994 - One proof was when vessel ‘TRADE DRINKING’, Cyprus, 1974, 145000 dwt, breaks
at Ponta Madeira
5% overload increases still water bending moment by 15% & shear forces
by 5%
10% overload increases still water bending moment by 40% and shear force by
20%
Last of the cargoes are removed by bull dozers and hydraulic hammers fitted to
extended arms of tractors
Question of attitude
Owners try to run ships where Port State Controls are relaxed
A normal MS plate will be 24-29 mm thick, using HT steel this can be reduced to
20mm. The weight saving might amount to several thousand tons. This cuts building
costs and enables to carry more cargo. But there is a price to pay one simple fact
that HT corrodes just as quickly as MS. As HT plates are thinner, corrosion is likely to
reach danger point more quickly.
IACS observed that most common example where failure had occurred on HTS built
bulk carriers was at side longitudinal connection to web frame.
According to LR in Sep 1995, HTS ships are also prone to a phenomenon known as
‘springing’
Ans) The amendments to the existing conventions of IMO to come into force in the
year 2005 are as under:-
2) MARPOL 73/78 (Adopted: 4 Dec 03, Enforced: Apr. 05)
Annex I - Phasing out cat 1 tanker 2005 from 2007 cat 2 & 3 tanker 2010 from
2015
CAS for all single hull tanker more than 15 yrs new reg 13H
3) LL 1966 ( Adopted: jun-03, Enforced:1 Jan 05)
Amend to annex B
4) FUND 1971 (Adopted:16 May 03, Enforced : 3 Mar 05) supplementary
fund
1)MARPOL 73/78 (Adopted 1 Apr 04, Enforced: 1 Aug 05) amend annex IV and V
5) MARPOL 73/78 (Adopted: 26 Sept 97, Enforced 19 May 05) Protocol of
1997 – add annex VI
MARPOL 73/78
1) The protocol of 1997 (Annex VI-Regulations for the prevention of Air
Pollution from ships) Adoption : 26 September 1997 Entry into force : 19
May 2005
The protocol adds a new Annex VI on Regulation for the prevention of Air pollution
from ships to the convention. The rules set limits on sulphur oxide (Sox) and nitrogen oxide
(NOx) emission from exhaust and prohibit deliberate emissions of ozone depleting
substances.
Annex VI
Includes a global cap of 4.5% m/m on the sulphur content of fuel oil and calls for IMO to
monitor the world wide avg sulphur content of fuel oil
In this area the sulphur content of fuel oil used on board ships must not exceed 1.5%
m/m or alternatively ships must fit an exhaust gas cleaning system or use any other technological
method to limit SOx emissions. The Baltic sea is designated as a Sox Emission control area in the
protocol.
Note:- These requirements of IMO are in accordance with the Montreal Protocol of
1987, as amended in London in 1990
It sets limits or emissions of nitrogen oxides (NOx) from diesel engines. A mandatory
NOx technical code developed by IMO defines how this is to be done.
The final phasing out date for Cat 2 and Cat 3 tankers (MARPOL tankers and small
tankers) is brought forward to 2010 from 2015
It allows the Admin to permit continued operation of Cat 2 or 3 tankers beyond 2010
subject to satisfactory results from the CAS, but the continued operation must not go
beyond the anniv of the date of delivery of the ship in 2015 or the date on which the
ship reaches 25 years of age after the date of its delivery whichever is earlier.
A new regulation 134 to Annex I of MARPOL on the prevention of oil pollution from
oil tankers when carrying heavy grade oil (HGO) … the carriage of HGO
(i) In single hull tankers of 5000 tons dwt and above (ii) in single hull oil
tankers of 600 tons dwt and above but less than 5000 tons dwt not
later than the anniv. of their delivery date in 2008.
The regulation defines HFO as any of the following:
(i) Crude oils having a density higher than 900 kg/m3@ 15oC
(ii) fuel oils having a density higher than 900 kg/m 3@15oC or a
kinematic viscosity higher than 180mm2/s @ 15oC
(iii) bitumen, tar and their emulsions.
Existing ships will be required to comply with the provisions of the revised Annex IV
five years after the date of its entry into force.
The Annex requires ships to be equipped with either a sewage treatment plant or a
sewage commuting and disinfecting system or a sewage holding tank.
The discharge of sewage into the sea will be prohibited, except when
The amendments to Annex B to the 1988 load lines protocol include a number of
important revisions, in particular to regulations concerning strength and intact stability of
ships
Various IMO convention have been developed to deal with the prevention of pollution by ships.
Various IMO instruments are listed below.:
1) MARPOL - 73/78 : International convention for the prevention of pollution from ships
1973, as modified by the protocol of 1978. The various annexes to this conventions are
as follows :
Annex - I : Deals with regulations for the prevention of pollution by oil. Entry into force
on 2nd October 1983.
Methods and aids to prevents pollution includes following :
a) International oil pollution prevention certificate (IOPP) - (Reg.5) This certificate is
mandatory / statutory certificate to be issued in initial or renewal survey, to any takes of
150GT and other ships 400 GT. Valid for 5 years issued by administration.
b) Oil Discharge monitoring and control system (ODMCS) shall be provided for tankers to
control oil in shops (Reg.-15)
c) Oil filtering equipment, OWS, for any ship 10,000 GT, should be provided with alarm
and automatic stopping device, in case the effluent exceeds 15 ppm, for E/R bilges.
d) Bilge water, sludge and dirty oil reception facilities to be provided at all ports or
terminals (Reg.-12)
e) Segregated clean ballast tanks (SBT) and crude it working system (COW) to be provided
for oil tankers.
f) Imploding the requirements for the design & construction of oil tankers to prevent oil
pollution in the Event of collision and standing. Reg. 13F for new tankers & Reg. 13G for
hinting tankers which apply to crude carriers 20,000 DWT and product carriers
30,000. Introduction of Enhanced survey programs during periodical almost &
intermediate surveys.
(phasing out of single hull tankers)
g) Oil record book : Every tanker 180 GT & other ships 400 GT shall have an oil record
book. Reg. 20
h) Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker 150 GT and
others 400 GT shall carry supplied SOPEP plan by Administration.
i) Sufficient sludge and bilge water holding tanks stop should be provided to all ships.
j) Double hull and double bottom requirements for oil tanks delivered after 6 July 1996 &
before 6 July 1996. (reg.19)
k) Pump room (cargo) bottom protection (Reg.22)
l) Limitation of size & arrangement of cargo tanks.
Annex - II Defines regulations for the control of pollution by noxious liquid substances in
bulk.
Methods and aids to prevent pollution includes :
a) Categorization and control of noxious liquid substances in and outside special areas Reg.
3&5
b) Cargo record book : To record loading, unloading cleaning and ballasting facilities at
terminals for discharge of residues and mixtures containing NLS Reg.7.
c) To have shipboard marine pollution prevention Emergency plan (SMPEP) along with
SOPEP or a combined plan.
Annex - III Defines regulations for the prevention of pollution by harmful substances
carried by sea in packaged form E/F = 1st July 1992
a) Marking and labeling - Reg 3.
b) Storage shall be properly stored and secured so as to minimize hazards Reg.5.
c) Document correct technical names to be used and further identified by the words
marine pollutant.
International maritime dangerous goods (IMDG) Code : defines the harmful substances,
which are identified as marine pollutants.
Annex IV : Defines regulations for the prevention of pollution by sewage from ships
forced on 27th Sept. 2003.
Methods and aids :
a) An International sewage pollution prevention certificate is issued by the administration
after survey has been carried out in accordance with reg.3.
b) Ship must have in operation an administration approved sewage treatment plant Reg.8
c) Reception facilities at ports & terminals Reg.10.
d) Standard discharge connection.
Annex V - Regulation for prevention of pollution by garbage from ships E/F 31st dec.
1988.
Methods and Aids
a) Requirements for disposal of garbage with in & outside sp. areas.
b) Reception facilities in parts & terminals.
c) Placards shall be displayed for every 12 m ship for the crew.
d) Every ship 400 GT to carry garbage management plan.
e) Garbage record book required for ship > 400 GT and preserved for 2 years after last
entry.
Annex VI : Regulation for prevention of air pollution from ships enforced 19th May 2005
Methods and Aids :
a) Ships must have an International Air Pollution prevention (IAPP) certificate by
administration, after initial survey. valid for 5 years.
b) Restriction of use of ozone depleting substances (ODS) such as HCFCs. phasing out of
existing ODSs by 1st January 2020. (i.e. R-22)
c) Control of emissions of sulphur oxides (SOx) by limiting sulphur contest of fuel oil to
4.5% m/m and 1.5% for sulphur emission control areas (SECAs) Reg.13
e) Installation of approved incinerators with monitoring devices for fuel gas outlet and
combustion chamber temperatures.
f) Reception facilities for exh. gas cleaning residues, oil etc.
g) Bunker delivery notes must specify parameters of fuel supplied,
h) F.O. samples must be taken in continuous drip method, stored for not less than 12
months.
i) VOC system for tankers sailing to VOC designated port.
As a Chief Engineer on board ship, one must ensure the following, for successful
implementation of methods and aids to prevent pollution to the Environment.
1) Familiarization of personnel's responsible for operating pollution preventing equipment,
with the operation & maintenance of equipment
2) Familiarization of personnel with MARPOL regulations.
3) Regular testing of parts / million equipment, (15ppm), alarms and stops.
4) Must ensure minimum recommended spares always onboard for pollution prevention
equipment. Eg. spare set of filter cartridge.
5) Proper documentation via IOPP, LAPP, ISPP certificate and their validity.
6) Surveys due for pollution prevention equipment.
7) Bunker checklist bunker transfer procedures are clearly posted.
8) To properly keep bunker samples & delivery notes.
9) Operating procedures for pollution prevention equipments must be clearly posted.
10) Regular testing of pollution prevention equipments.
11) Entries in oil record book.
12) Ensure sounding records updated.
13) Good E/R house keeping minimum leakages.
153
153. List the IMO Conventions and guidelines dealing with marine
environment protection. State how each of the convention contributes
to the protection of the marine environment.
Ans) Convention are the main instruments of IMO, a binding legal instrument
regulating some aspect of maritime affairs of major concern to IMO (eg safety,
pollution). Various conventions have been developed to deal with the
prevention of pollution by ships some of which are as listed below:
(1) International Convention for the prevention of pollution from ships, 1973 as
modified by the protocol of 1978 (MARPOL 73/78). The various annexes to
this convention are as follows:
d] Annexe iv: Regulations for the prevention of pollution by sewage from ships
entered into force 27th Sept 2003. The following are the important points in this
annexe
(i) An International Sewage pollution Prevention certificate is issued by the
administration, after survey has been carried out in accordance with
regulation 3
(ii) Ship must have in operation an administration approved sewage treatment
plant to meet the operational requirements… regulation 8
(iii) Reception facilities at ports and terminals for reception of sewage ….
Regulation 10
(iv) Standard discharge connections for discharge of sewage to terminals
Annexe vi: Regulations for prevention of air pollution from ships. Entered
into force 19th May 2005
(i) Issue of International Air Pollution Prevention (IAPP) certificate by the
administration after initial survey as per regulation which will be valid for 5
years
(ii) Restriction on use of ozone depleting substances (ODS) such as HCFC’s
on board ship
(iii) Control of emission of Nitrogen Oxides (NOx) from diesel engines and
other modes of propulsion (Reg 13)
(iv) Control of emission of Sulphur Oxides (Sox) by limiting Sulphur content of
fuel to 4.5% m/m and 1.5% m/m for Sulphur Emission Control Areas
(SECA) (Reg 14)
(v) Installation of approved incinerators for shipboard incineration of sludge
and oil waste. The fuel gas outlet temperature and combustion chamber
outlet temperatures are monitored
(vi) Bunker delivery Note (BDN) must specify in detail the parameters of the
fuel supplied and these are to be retained on board for a period of 3 years
after the bunkers are received.
(vii) F.O.Sample to be taken continuously by an approved sampling method
and stored in a clearly marked designated place for a period of not less
than 12 months from the time of delivery.
(viii) ODC’s should be clearly marked and stored in a designated place
assigned for that purpose
(ix) VOC system for tankers sailing to a VOC designated port.
Ans. Entry into force:- Usually a convention enters into force according to
procedures set out in the convention itself. For instance, a convention may
provide that it shall come in force (i.e. become binding on the countries that
have ratified it) after a certain number of countries with the stipulated
minimum tonnage have ratified it. If no such provision exists, then the
convention enters into force after all the negotiating parties have formally
conveyed their consent. When stipulated entry conditions have been met, the
convention enters into force for all states which have accepted it, generally
after a period of grace to enable states to take measures for implementation
(a) 1st Jan 2003
(i) The June 2001 Amendments (SOLAS)
( Adoption: Jun 2001 ; Entry into force 1st Jan 2003)
Amendments to Chapter VII (SOLAS) Carriage of Dangerous Goods and to
the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel,
Plutonium & High-Level Radioactive Wastes on board ships (INF Code) to align
them with amendment 30 to the International Maritime Dangerous Goods (IMDG)
Code. The regulations are contained in three parts:-
Part A:- Carriage of dangerous goods in packaged form or in solid form –
includes provisions for classification, packing, marking, labelling and placarding,
documentation and stowage of dangerous goods. Contracting governments are
required to issue instructions at the national level and the chapter refers to IMDG
code, developed by IMO, which is constantly updated to accommodate new
dangerous goods and to revise and supplement existing provisions. A 12 month
period (1/1/2003 to 12/12/2003) is allowed for users to become familiar with the
new format.
Part B:- Covers construction and equipment of ships carrying dangerous
liquid chemicals in bulk and requires chemical tankers built after 1/7/1986 to
comply with the International Bulk Chemical code(IBC code)
Part C:- Covers construction and equipment of ships carrying liquefied
gases in bulk and gas carriers construction after 1/7/1986 to comply with the
requirements of the International Gas Carrier code(IGC code).
Part D:- Includes special requirements for the carriage of packaged
irradiated nuclear fuel, plutonium and high level radioactive wastes on board
ships to comply with INF code. Specific regulations in the code cover a no. of
issues, including damage stability, fire protection, temperature control of cargo
spaces, structural consideration, cargo securing arrangements, electrical
supplies, radiological protection equipment and management training and
shipboard emergency plans. Ships carrying INF cargo are assigned one of three
classes (class INF1, INF2, OR INF3 ships depending on the total radioactivity of
INF cargo which is carried on board and regulations vary slightly according to
class.
The IMDG code and the INF code were harmonised, with contracting
governments required to issue instructions at national level regards same.
The effect of IMDG and INF code on maritime ship operation worldwide:-
i. Handling and transport of dangerous goods, by safe means
and with great care in order to prevent incidents as well as
contamination of other cargoes and the pollution of the
environment
ii. The person involved in handling and transport of dangerous
goods can be advised beforehand as to the characteristics and
hazardous properties of the goods and of any necessary
safety precautions etc, information are available in the code.
iii. Latest updated list of dangerous goods available and provided
with information about safety rules, first aid treatment,
emergency procedures to be followed and action to be taken in
case of an incident.
iv. Harmonisation of INF code amendment with IMDG code
amendment will give compiled information of dangerous goods
in single text.
v. This will avoid unnecessary paper work and repetition of some
procedures followed in shipping industries worldwide.
vi. Training of officers and ratings, responsible for cargo handling
on board ships carrying dangerous goods and hazardous
substances in packaged form become mandatory
Ans. First of all, let us see the implication of carriage of passengers on a ship in
view of Article 2 & 3 of the Athens Convention 1974.
Article 2 of the above said convention applies to:
a) Any international carriage if the ship is flagged or registered in a state
party to the convention
b) The “Contract of Carriage” is made in a state party to the convention
between ship-owner/carrier & the passenger
c) The “Passenger” is defined as any person carried in a “ship”
d) The “ship” is defined as a sea going vessel
e) The place of departure or destination is, according to the Contract of
Carriage, in a state party to the convention
LIABILITY OF CARRIER
Article 3 stipulates that the Carrier i.e. contracting carrier or performing carrier,
both are liable for damages suffered due to death or personal injury of the
passenger or for the loss or damage to the passenger’s luggage where:
(1) the incident which caused the damage occurred during the course of
carriage
(2) the damage was due to the fault or neglect of the carrier or his servants
or agents etc.
(3) fault of a carrier is presumed where loss of life/injury or loss of cabin
luggage arose out of ship wreck, collision, stranding, fire or defect in ship. But
in case of other luggage fault of Carrier shall be presumed even if the loss
arose out of incidents other than ship wreck, collision, fire, grounding etc.
Who is liable
The liability of the Carrier and the Performing Carrier is joint and several.
Both the Carrier and the Performing Carrier are entitled to limit their liability
under the convention ( Note: very often the contract of carriage of passenger
i.e. the passenger ticket is issued by tour operators or similar business
organisations while the actual carriage may be performed by the
owner/charterer of a passenger vessel. In such a case, the person issuing
tickets in the carrier and the owner/charterer is the performing carrier)
156. List the date of entry into force / Convention or Code of IMO in the
year 2002.On what basis as towards implementation of IMO’s
Conventions 1st January 2002 and 1st July 2002 is important?
Ans. Convention/codes, the amendments of which came into force in year 2002 are
listed as follows:
The May 1998 amendments to SOLAS (Adoption 18 May 1998; Entry into
force: 1 July 2002)
Amendments were made to regulation 14 on construction and initial testing of
watertight bulkheads, etc. in passenger ships and cargo ships in Chapter II-1.
Paragraph 3 is replaced to allow visual examination of welded connections,
where filling with water or hose test are not practicable.
In Chapter IV, the amendments included:
d. A new regulation 5- 1 requiring contracting governments to ensure
suitable arrangements are in place for registering Global Maritime
Distress and Safety System (GMDSS) identities(including ship’s call
sign, Inmarsat identities) and making the information available 24 hrs a
day to Rescue Coordination Centres.
e. A new paragraph 9 to regulation 15 Maintenance requirements covering
testing intervals for satellite emergency position indicating radio beacons
(EPIRB).
f. A new regulation 18 on Position updating requiring automatic provision of
information regarding ship’s position where two-way communication
equipment is capable of providing automatically the ship’s position in the
distress alert.
Amendments to Chapter VI to paragraph 6 of regulation 5 ‘stowage and
securing’ make it clear that, “all cargoes, other than solid and liquid bulk
cargoes”, should be loaded, stowed and secured in accordance with the
cargo securing manual. A similar amendment was adopted for regulation 6
of Chapter VII also covering stowage and securing.
The May 2000 amendments to SOLAS (Adoption: 26 May 2000, Entry in to
force:1 Jan 2002)
SOLAS Chapter III, Regulation 28.2 for helicopter landing areas is amended
to require a helicopter landing area only for RO-RO Passenger ships.
Regulation 28.1 of SOLAS Chapter III requires all ro-ro passenger ships to
be provided with a helicopter pick up area and existing ro-ro passenger
ships were required to comply with this regulation not later than the first
periodical survey after 1 July 1997.
The requirement for a helicopter landing area for all passenger ships of
130 mts in length and upwards was deferred 1 July 1999 but it was decided
to amend the regulation to make this requirement applicable to ro-ro
passenger ships only.
The December 2000 amendment to SOLAS (Adoption: 6 Dec 2000, Entry in
to force: 1 July 2002)
A number of amendments were adopted.
A revised Chapter V (Safety of Navigation) bring a new mandatory
requirement for voyage data recorder (VDRs) to assist in accident
investigation.
The new Chapter also requires automatic identification systems (AIS),
capable of providing information about the ship to other ships and to coastal
authorities automatically, to be fitted on board all ships of 300 gross tonnage
and upwards engage on international voyages, cargo ships of 500 gross
tonnage & upwards not engaged on international voyages constructed
before 1 July 2002
Amendments to SOLAS Chapter X, (Safety measures for high speed
craft) make mandatory for new ships the high speed craft code 2000. the
2000 HSC Code updates the mandatory High Speed Craft code adopted in
1994. The 2000 HSC will apply to all HSC built after the date of entry into
force. The original 1994 HSC code will continue to apply to existing high
speed crafts. The changes incorporated in the new code are intended to
bring it into line with amendments to SOLAS & new recommendations that
have been adopted in the past 4 yrs – e.g. requirements covering public
address system & helicopter pick up areas.
A revised SOLAS Chapter II -2 Construction – Fire Protection, fire
detection and fire extinction) as well as a new International Code for Fire
Safety Systems (FSS Code) were adopted. The revised chapter is intended
to be clear, concise and user-friendly, incorporating the substantial changes
introduced in recent years following a number of serious fire casualties. The
revised chapter includes seven parts, each includes requirements applicable
to all or specified ship types, while the FSS Code, which is made mandatory
under the new chapter, includes detailed specification for Fire Safety
Systems in 15 chapters.
A new regulation in SOLAS Chapter II -1 (Construction – structure,
subdivision & stability, machinery and electrical installations) prohibits the
new installation of materials which contains asbestos on all ships.
Amendments to the 1998 SOLAS Protocol include amendments to reflect
the changes to SOLAS chapter V, such as the details of navigational
systems & equipments referred to in the records of equipment attached to
certificates.
Amendments to the international code for the application of fire test
procedures (FTP Code) add new parts to Annex I on test for fire resisting
divisions of high speed craft.
Amendments to the International Code for the Construction & equipment
of ships carrying dangerous chemical in bulk (BCH Code) relate to cargo
hose requirements, protection of personnel & carriage of carbon disulphide.
Entry into force 1 July 2002
Amendments to ISM Code includes the replacement of chapter 13,
certification, verification & control with chapter 13 certification, and adding of
chapter 14 Interim Certification, 15 forms of Certificate, and 16 Verification,
as well as a new appendix giving forms of documents & certificates.
Amendments to the code for the construction & equipment of ships
carrying dangerous chemicals in bulk (BCH Code) relate to ships cargo
hoses, tank vent systems, safety equipments, operational requirements, &
amendments to the code for the construction & equipment of ships carrying
liquefied gases in bulk (GC Code) relate to ships cargo hoses, personnel
protection & operating requirements.
157
. In the year 2003, there were amendments on the following conventions of IMO that
were enforced.
1) FAL 1965
Adoption 10 January 2002
Enforced 1 May 2003
Facilitation of international maritime traffic. The main objective of the FAL
Convention are to avoid unnecessary delays in the maritime traffic and to
increase the cooperation between the states
2002 amendment: The amendment adds new standards and recommended
practices for dealing with stowaways. Another amendment related to the
dangerous goods manifest (FAL Form7) which becomes the basic document
providing public authorities with the information regarding dangerous goods on
board the ship.
2) COLREG 1972
Adoption 29 November 2001
Enforced 29 November 2003
Convention of international regulations for prevention of collision at sea.
The 1972 convention was designed to update and replace the collision
regulations of 1960. Most important innovation of 1972 COLREG was the
recognition given to the traffic separation scheme which gives guidance in
determining safe speed the risk of collision and the conduct of vessels
operating in or near traffic separation schemes’. The 2001 amendment includes
new rules relating to wing in ground craft (WIG)
3) SOLAS Chapter VII & IX
Adoption June 2001
Enforced 1st January 2003
Amendments to Chapter VII – Carriage of dangerous goods and to the
international code for the safe carriage of Packaged Irradiated Nuclear fuel,
plutonium and high level radioactive wastes on board ship (INF code) to align
them with Amendment 30 to the international maritime dangerous goods (IMDG
code)
Also amendments to the international code of safety for high speed craft
(1994 HSC code). In particular the amendments to carriage of voyage data
recorder and carriage of automatic identification systems (AIS).
4) CLC 69
Convention for liability for the oil pollution damage.
Amended 18 October 2000
Enforced 1 November 2003
This amendment was accepted under the tacit acceptance. The
amendment raised the compensation limit by 50% compared to the limits set in
1992 Protocol.
5) FUND 1971
International convention on the establishment of an international fund for
oil pollution.
Adoption 18 October 2000
Enforced 1 November 2003
The amendments raise the maximum amount of compensation payable
from IOPC Fund for a single incident including the limit established under 2000
CLC amendments to 203 million SDR up from 135 million SDR.
6) STCW 1978
1998 Amendments
Adoption : 9 December 1998
Enforced : 1 January 2003
Amendments are aimed at improving minimum standards of competence
of crew in particular relating to cargo securing, loading and unloading on bulk
carriers since these have the potential to put undue stresses on the ships
structure. The amendments concern section A-II/1 and A-II/2 under cargo
handling and stowage at the operational and management levels.
158
Ans. STCW :- Standards of Training Certification and Watch keeping. The STCW
Convention was the first to establish basic minimum requirements for training,
certification and watch keeping of seafarers , at an international level.
Adoption -- 7th July 1978
Entry in to force -- 28th April 1984
The 1978 STCW Convention ha six chapters.
Chapter I -- General Provision
Chapter II - Master – Deck department
Chapter III -- Engine department
Chapter IV -- Radio department
Chapter V -- Special Requirement for Tankers
Chapter VI -- Proficiency in Survival Craft
The 1991 Amendment – GMDSS
The 1994 Amendment – Tanker Crews
The 1995 Amendment – Major Revision
The 1995 Amendments, which completely revised the convention, entered in
to force on 1st Feb 1997. However all parties could continue to issue earlier
certificates and endorse them till 1st Feb 2002.
The 1995 amendments – revised Chapters II, III, IV
1995 amendments – Chapter V, special training requirement for personnel on
certain types of ships
-- Chapter VI, emergency, occupational safety, medical
care & survival function
-- Chapter VII, alternative certification
-- Chapter VIII, watch keeping
a) STCW Code
1997 amendments : training for crew on passenger ships
1997 amendments : training for crew on bulk carriers.
IMDG :- International Maritime Dangerous Goods Code. In Chapter VII,
carriage of dangerous cargoes from SOLAS were adopted by IMO in 1965.
since then IMO is responsible for periodic updating the IMDG Code. Amplifies
the requirement of Part A of Chapter VII of SOLAS 74 relating to dangerous
goods and of Annexe III of MARPOL 73/78 relating to pollutants. Standard
guide on IMDG Code to all aspects of handling dangerous goods and
maritime pollution in sea transport lays down book. Principal, detailed
recommendations for individual substances, materials and articles and a
number of recommendations for good operational practise including advice on
terminology, packing, labelling, stowage, segregation and handling and
emergency response action.
Supplement contains several related texts including revised medical first
aid guide. IMDG Code is maintained and updated by IMO’s dangerous goods,
solid cargoes, and containers sub-committee.
Today, at least 150 countries whose combined merchant fleets account
for more than 98% of world gross tonnage, use the IMDG Code as a basis for
regulating sea transport of hazardous material. The IMDG code is currently
updated every 2 years. The latest revision 31, became effective on 1st Jan
2003. the IMO’s Marine Safety Committee had recommended a 12 months
transitional period (till 31st Dec 2003) to allow users to become familiar with
the new format,
2000 Amendments in force from 1st Jan 2001.
2003 Amendments in force from 1stJan 2004.
INMARSAT : International Maritime Satellite Organisation .
The Convention on the international maritime satellite organisation :
Adopted : 3rd September 1976
Entry into force : 16th July 1977
Objectives :-
a) Improve maritime communication
b) Assistance in distress and safety of life at sea by proper
communications
c) Efficient safety management of ships
d) Radio determination capabilities
1988 – Inmarsat was to be privatised from April 1999
New structure has two entities
1) Inmarsat Ltd. A public limited company and commercial arm of
Inmarsat.
2) IMSO (International Mobile Satellite Organisation)
Earlier known as International Maritime Satellite Organisation. The
name was changed, because it started providing services to aircraft and land
based vehicles, besides shipping.
IMSO is an intergovernmental body established to ensure that
Inmarsat continues to meet its public service obligations, including obligations
to GMDSS.
Amendments :-
1985 :- Enabled Inmarsat to provide service to aircraft
1989 :- Enabled Inmarsat to provide service to land based vehicles.
1994 :- Name changed to IMSO, change in composition of Inmarsat Council
1998 :- Privatisation of Inmarsat w.e.f. April 1999
TONNAGE : International Convention on Tonnage Measurement of ships
1969. Entry into force : 18th July 1982. The Convention provides for gross
and net tonnages to be calculated independently. The rules apply to all ships,
built on or after 18th July 1982 – the date of entry into force – while the ships
built before that will be allowed to retain their existing tonnage , for 12 years
after entry into force, or until 18th July 1994.
The Convention meant a transition from the traditionally used terms
Gross Registered Tons (GRT) AND Net Registered Tons (NRT) to Gross
Tons (GT) and Net Tons (NT). Gross Tonnage forms the basis for manning
regulations, safety rules and registration fees. Both Gross and Net tonnage
are used to calculate port dues. The Gross Tonnage is a function of the
moulded volume of all enclosed space of the ship.
The Net Tonnage is a function of the moulded volume of all cargo spaces
of the ship. The Net Tonnage shall not be taken as less than 30% of the
Gross Tonnage. The new regulations deal with the tonnage computation of
segregated ballast tankers & with the use of gross tonnage under 1982
regulations
LOAD LINE ; Load Line Convention
Adopted -- 5th April 1966
Entry into force -- 21st July 1968
Freeboard is based on degree of subdivision (for tankers) and damage
stability calculations.
Also takes into account :-
g. Additional Safety measures concerning doors, hatchways, freeing ports
etc., to ensure water tightness of ships below the freeboard deck.
h. Potential hazards present in different zones and in different seasons
Load Line Convention 1966 comprises of 3 Annexes :-
Annexe – I ( 4 Chapters)
Chapter 1 - General
Chapter 2 - Condition of Assignment of Freeboard
Chapter 3 - Freeboards
Chapter 4 - Special requirements for ships assigned timber freeboard.
Annexe – II -- Zones, areas, seasonal periods.
Annexe – III - Certificate including international load line certificate.
Protocol (1988) -- Harmonization of Survey and Certification introduced,
tacit acceptance amendment procedure.
Amendments – 1971,1975, 1979, 1983.
1971 to 1983 – amendments never received enough acceptance to enter
into force
1971 – to make certain improvement to text and to chart of zones and
seasonal areas
1975 – to introduce the principle of ‘tacit’ acceptance procedure into the
convention
2003 Amendments : Revision of Technical Annexe
159
160. Underlining the date of adoption and entry into force, give a brief
description of the objectives towards convention on the International
Maritime Satellite Organisation. What is meant by IMSO? What are its
entities? Also give a brief description on subsequent amendments
made to the said convention in (i) 1985 (ii) 1989 (iii) 1994 (iv) 1998
Ans. IMO recognised the potential for satellite communications to assist in distress
situations at sea soon after the launch of the world’s first telecommunications
satellite Telstar in 1962. In 1976 3rd Sept the convention on the International
Maritime Satellite Organisation was adopted together with an operating
Agreement and entered into force on 16th July 1979.
Objectives:-
o The Convention defines the purpose of Inmarsat as being to improve
maritime communications thereby assisting in improving in distress and
safety of life at sea, communications, the efficiency and management of
ships, maritime public correspondence services and radio determination
capabilities.
o An annexe to the convention outlines procedures for the settlement of
disputes
o The operating agreement set an initial capital ceiling for the
organisation of USD 200 million. Investment shares were determined on
the basis of utilization of the Inmarsat space segment
o Inmarsat’s obligation to provide maritime distress and safety services
via satellite were enshrined within the 1988 amendments to SOLAS,
which introduced the Global Maritime Distress and Safety
System(GMDSS)
o Ships sailing in specified segment areas are required to carry Inmarsat
communications equipment for distress and safety calls and to receive
navigational warnings.
IMSO:- International Mobile Satellite Organisation(IMSO) is an inter-
governmental body established to ensure that Inmarsat continues to
meet its public service obligations relating to the GMDSS. IMSO replaces
Inmarsat as observer at IMO meetings.
The 1985 Amendments:- The amendments enabled Inmarsat to provide
services to aircraft as well as ships
The 1989 Amendments:- The amendments enabled Inmarsat services to land-
based vehicles as well as ships and aircraft
The 1994 Amendments:- One of the amendments changed the name of the
organisation to the International Mobile Satellite Organisation,
abbreviated to Inmarsat. The change reflected changes since the
organisation was formed and the extension of its services from the
maritime sector to other modes of transport. There were also changes to
Article 13 on the composition of the Inmarsat council.
The April 1998 Amendments:- Amendments to the Inmarsat convention and
operating agreement to permit the restructuring of Inamrsat.
161
Subsequent Amendments.
i) The convention was amended in 1981 to provide transitional arrangement for
plating of existing containers (which had to be completed by 1st Jan 1985) and for
the marking of the date of the container’s next examination by 1st Jan 1987.
ii) It was again amended in 1983 to extend the interval between re-examination to
30 months & to permit a choice of a container re-examination procedures
between the original periodic examination scheme or a new approved continuous
examination programme (ACEP). This amendment adopted on 13 June, 1983
and entry into force on 1st Jan, 1984 by tacit acceptance.
iii) The 1991 Amendment adopted on 17 May 91 and it is entry into force on 1 st Jan
1993 by tacit acceptance.
The amendments concerned Annex I / II of the convention they include addition
of new chapter V to annex I concerning regulation for approval of modified
containers. This is to prevent containers being marked with misleading maximum
gross wt. information, to ensure removal of the safety approval plate when void
for any cause or to provide for the approval of modified containers. Amendments
to annex - II, aim to clarify certain text provisions.
iv) 1993 Amendment : It is adopted on 4th Nov. 1993 by IMO assembly. But it is not
in force yet.
Amendments concerns the information contained on CSC approved plate & also
some of the test loads & test procedures required by convention.
162
Ans) The objective of 1972 convention designed to replace collision regulations of 1960 is to
achieve high levels of safety at sea by 1) Having internationally standardized rules of navigation,
meanings of symbols, light and shapes and sound signals which overcome defects in the 1960
regulations.
Rule 6: Safe speed: Every vessel shall at all times proceed at a safe speed so that she can
take proper and effective action to avoid collision and be stopped within a distance appropriate
to the prevailing circumstances and conditions. Also, factors affecting determination of safe
speed by all vessels and additionally, by vessels with operational radar are given.
Annex II: Additional signals for fishing vessels fishing in close proximity.
This includes (1) general (2) Signals for trawlers (3) signals for purse
seiners
Annex III: Technical details of sound signal appliances. This includes:
(1) Whistles (a) frequencies and range of audibility (b) limits of fundamental
frequencies (c) sound signal intensity and range of audibility (d) Directional
properties (e) positioning of whistles (f) fitting of more than one whistle (g)
combined whistle systems
(2) bell or gong (a) intensity of signal (b) construction
(3) Approval
Ans)
The intervention convention on regulation for preventing collision at sea 1972 aims at
achieving high levels of safety at sea by having internationally standardized rule of navigation
meaning of symbols light 4 shapes and sound signals. It gives specific rules on action to be taken by
ships in various navigational conditions the flags, symbols and lights to be displayed in various
condition of sailing. It also gives specific meanings to signals to enable communication by using
flashing lights horns etc. There are three sections under the conventions which deals with rules
relating to navigation in various conditions.
These are
Part E - Exemptions
There are also four annexes containing technical requirements concerning lights and
shapes and their positioning sound signaling appliances; additional signals for fishing vessels when
operating in close proximity and international distress signals.
Rule 5: Rule 5 comes under section 1 conduct of vessels in any condition of stability
Rule 5 requires that “every vessel shall at all times maintain a proper look out by
sight and hearing as well as by all available means appropriate in the prevailing
circumstances and conditions so as to make a fall appraisal of the situation and of
the risk of collision”
Rule 6: Rule 6 deals with safe speed. It requires that ‘Every vessel shall at all times
proceed at a safe speed. The rule describes the factors which should be taken into
account in determining safe speed several of these refer specifically to vessels
equipped with radar. The importance of using ‘all available means’ is
further stressed in rule 7 covering risk of collision, which warns that
“assumptions shall not be made on the basis of scanty information especially scanty
radar information.
The rule also forbids ships to cross a narrow channel or fairway “if such crossing impedes
the passage of a vessel which can safely navigate only within such channel or fairway. The
meaning not to impede was classified by an amendment to rule 8 in 1987. a new paragraph was
added, stressing that a vessel which was required not to impede the passage of another vessel
should take early action to allow sufficient sea room for the safe passage of the other vessel.
Such vessel was obliged to fulfil this obligation also when taking avoiding action in accordance with
the steering and sailing rules when risk of collision exists
164
164. What are the technical provisions made under general rules of
1972 conventions on COLREG? Discuss Rule 10 in detail. Explain the
term “not to impede”. Also detail any amendment made thereof.
Rule 10 :
It deals with behaviour of vessels in traffic separation schemes adopted by the
organisation. By regulation 8 of chapter V. (safey of Novigation), IMO is
recognised as being the only organisation competent to deal with the
international measures concerning the routing of the ships.
The effectiveness of the traffic seperatin scams can be judged
from a sudy made by the international Association o Institutes of
Navigation (IAIN) in 1981, This showed that between 1956 & 1960 there
were 60 collisions in the strait of dover, twenty years later ollowing the
rules of traffic separation schemes, this total was cut to only 16.
In another area where such schemes did not exist number of
collisions rose sharply. New traffic separation schemes arc introduced
regularly and existing ones are amended, when necessary to respond to
change of traffic conditions. To enable this to be done as quickly as
possible MSC has been authorised to adopt and amend traffic separation
schemes on behalf of the organisation.
Rule 10 states that ships crossing traffic lanes are required to do
so as nearly as practicable at sight angles to the general direction of
traffic flow. This reduces the confusion to other ships as to the crossing
vessel’s intentions and course and at the same time enables that vessels
to cross the lane as quickly as possible.
Fishing vessels “shall not impede the passenger of any vessel following a
traffic lane” but are not banned from fishing. This is in line with Rule 9 which states
that a vessel engaged in fishing shall not impede the passage of any other vessel
navigating within a narrow channel or fairway. In 1981 the regulations were
amended. Two new paragraphs were added to Rule 10 to exempt vessels which are
restricted in their ability to manoeuvre when engaged in an operation for the safety of
navigation in a traffic separation scheme or when engaged in cable lying in 1987 the
regulations were amended again. It stressed that Rule 10 applies to traffic separation
schemes adopted by the organisation (IMO) and does not relieve any vessel. It was
also to clarify that i vessel is obliged to cross traffic lanes it should do as nearly as
practicable at right angles to the general directions of traffic flow. In 1989 Regulation
10 was further amended to clarify that vessels which may use the “Inshore traffic
zones”.
165
165. Specify the number of rules included under Section II and Section
III of COLREG 1972. Giving a brief description of the rules, highlighting
objectives of Section II and Section III of the said convention.
Ans. The conversion on the international regulations for preventing collisions at sea 1972 COLREG
was adopted on 20th October 1972 and entered into force on 15th July 1977. it was amendment in
1981, 1987, 1989, 1993 & 2001. the recent amendments was made by resolution A.910(22), which
was adopted on 29th Nov 2001 and it entered into force from 29th Nov 2003.
The COLREG 72 convention has five parts and four annexes these are
PART B is having three sections section I, Section II & Section III section I deals with conduct of
vessels in any condition of visibility section II is on conduct of vessels in ---- of one another, where as
section III is on conduct of vessels in restricted visibility as section II consisting of rules 11 to 18,
where as section III consisted of rules 19. section II of PART B of COLREG 1972 (steering and sailing
rules) deals with rules applicable when vessels in sight of one another.
Rules 11 :
Application rules in this section (Section II) apply to vessels in sight of one another
Rules 12 :
Sailing vessels
When two sailing vessels are approaching one another so as to involve risk of collision one on them
shall keep out of the way of the other
Rule 13 : OVERTAKING
Any vessels overtaking any other vessel shall keep out the way of the vessel being overtaken.
When two power driven vessels are meeting on reciprocal or nearly reciprocal courses so as to
involve risk of collision each shall alter her course to starboard so that each shall pass on to the port
wide of the other.
When two power driven vessels are crossing so as to involve risk of collision. The vessel which has
the other on the starboard side shall keep out case admit, avoid crossing ahead of the other vessel.
Every vessel which is directed to keep out of the way of another vessel shall so far as possible, take
early and substantial action to keep well clear.
(a) (i) where one of two vessels is to keep out of the way the other shall keep her course and
speed
(ii) the latter vessel may however take action to avoid collision by her manicure alone as
soon as it becomes apparent to her that the vessel reqd. to keep out of the way is not taking
appropriate action in compliance with these rules.
(b) When from any cause the vessel required to keep her course and speed finds itself so close
that collision cannot be avoided by the action of give way vessel alone she shall take action
as will best avoid to collision.
Rule 18 : RESPONSIBILITIES BETWEEN VESSELS. Except where rules 9,10 & 13 otherwise require.
C). A vessel engaged in fishing when underway shall so far as possible, keep out of the way of
D). Any vessel other than a vessel not under command or) A vessel restricted in her ability to
manoeuvre shall if the circumstances of the case admit, avoid impeding the safe passenger of a
vessel constrained by her drought exhibiting the signals in rules.
(ii) A vessel constrained by her draught shall navigate with particular caution having full regard
to her special condition.
E). A seaplane on the water shall in general keep well clear of all vessels and avoid impeding their
navigation. In circumstances however where risk of collision exists; She shall comply with the
rules of this part.
F). A wing in ground (WIG) craft when taking off, landing and in flight near the surface shall keep well
clear of all other vessels and avoid impeding their navigation.
(ii) A (WIG) craft operating on the water surface shall comply with the rules of this part as a
power driven vessel.
a). This rule applies to vessels not in sight or other vessel when navigating in or near an area or
restricted visibility.
b). every vessel shall proceed at a safe speed adopted to the prevailing circumstances and
condition of restricted visibility, A power driven vessel shall have her engines ready for
immediate manoeuvre.
c). every vessel shall have due regard to the prevailing circumstances and condition of restricted
visibility when complying with the rules of section – I of the part B of the code.
d). A vessel which detects by radar alone the presence of another vessel shall determine if a close
quarters situation is developing and / or risk of collusions exist. If so she shall take avoiding
action in ample time provided that when such action in ample time provided that when such
action consists of an alteration of course so far as possible the following shall be avoided.
i) An alteration of course to part for a vessel forwards of the beam other than for a vessel being
overtaken.
e) Except where it has been determined that a risk of collision does not exist every vessel which
hears apparently forward of her beam the fog signal of another vessel or which cannot avoid a
close quarters situation with another vessel forward of her beam, shall reduce her speed to the
minimum at which she shall if necessary take all her way off and in any event navigate with
extreme caution until danger of collision is over.
166
Ans) The 1972 convention was designed to update and replace the collision
regulation of 1960 which adopted at the same time as 1960 Solas convention. The
Colreg 72 was adopted on 20th Oct 1972 and entered into force on 15th july 1977. the
Colreg Included force annexes
Annex 1 Positioning and technical details of light and shapes
Annex 4 Distress signals which lists the signals indicating distress and need of assistance
Annex 1&4 were amended in 1987 o clarify the positioning of certain lights carried
on smaller vessels and to add “approved signals transmitted by radio
communication system”
1) The 1981 amendments:
Adopted 19th Nov 1981 entered into force on 1st June 1983
A number of rules are affected but perhaps the most significant change concerns
‘Rule 10’ which has been amended to enable vessels carrying out various safety
operations such as dredging or surveying in traffic separation schemes.
2) 1987 Amendments:
Adopted 19 Nov 1987, entered into force on 19 Nov 1989
The amendments affect several rules including rule (1E) vessels of special
construction. The amendments classifies the application of the convention to such
ships
Rule (3L) defines a vessel constrained by her draught rule (10C) for crossing traffic
tunes
3) 1987 Amendments
Adopted 1974 Nov 1989 and entered into force on 19th April 1991
This amendment concerns ‘Rule 10’ and is designed to stop unnecessary use of
inshore traffic zone
4) 1993 Amendment
Adopted 4th November 1993 entered into force on 4th November 1995
The amendments are mostly concerned with the positioning of lights
5) 2001 Amendments
Adopted 29the Nov 2001 entered into force on 29th November 2003
The amendment includes new rules relating to wing in ground craft. The following
are amended
General definitions (Rule 3) to provide the definition of wing I ground crafts
Action to avoid collision (Rule 8a)
Responsibilities between vessel (Rule 18)
Power driven vessels underway (Rule 23)
Seaplanes (Rule 31)
Equipment for sound signals and sound signals in restricted visibility (Rules
33 & 35)
Positioning and technical details of lights and shapes (Annex 1)
Technical details of sound appliances (Annex 3)
167
Ans) COLREG-72 adopted on 20th October 1972 and entered into force on 15th July
1977. it updated and replaced 1960 collision regulation.
The objective was to enhance safe navigation by:
Prescribing the conduct of V/L underway
Specifying the display of internationally understood lights and sound signals
Setting out collision avoidance action in close quarter situation.
To achieve the above objectives, made the following changes in the 1960 collision
regulation
New rules introduced to deal with traffic separation schemes, risk of collision,
safe speed and lookout requirements.
Rules concerning lights, shapes and sound signals format changed
Stand on rule was amended to permit action to be taken at an earlier stage
More emphasis was placed on star-board helm action in both clear and
restricted visibility
Technical details related to light shapes and sound signals were transferred to
the annexes.
COLREG-72 include 38 rules divided into five sections and four annexes
PART A-General (Rule 1-3)- Applications
COLREG-1972 has been amended in 1981, 1987, 1989, 1993 and 2001. 2001
ammendment mainly deals with wing in ground craft. Even though this type of
V/L’s have been in operation from long leack, there were no rules and regulations
regarding requirements of the same. This 2001 amendment adopted on 29th Nov
2001 and entered into force on 29 Nov 2003.
WIG crafts are V/L’s capable of operating completely above the surface of water on
a dynamic air cushion created by aerodynamic lift due to the ground effect between
the wings of V/L and water surface. These V/L’s are capable of operating at a speed
in excess of 100 knots.
By this 2001 amendment, included the Name and definition of WIG craft, described
action to be taken to avoid collision, requirement and responsibility standards
established while taking off, landing and in flight near water surfaces.
Requirement for exhibiting, high intensity all around flashing red light in
addition to the lights prescribed in the rules established.
Requirement of sound signals depending their V/L length established (whistle
and bell)
Vertical height separation of foremost and main mast light for H.S. Craft of
50m or more length standardized (4.5m) in Annex I
Frequently, intensity and range of audibility standardized for different length
(20 mtr more/less) V/L’s in the Annex III
The rules those got amended in 2001, were Rule 3, Rule 8, Rule 18, Rule 23, Rule 31,
Rule 33, Rule 35, Annex I and Annex III in which Rule -3, Rule-8, Rule-18, Rule 23
and Rule 31 related to WIG craft.
As the WIG craft operate completely above the water surface at a speed above 100
kots on a cushion of relatively high pressure air between its wings and water
surface, that is different from air craft. So no aviation law could be applied to it. It
was considered as a crossover between a hovercraft and an air craft. More over there
was no laws related to such type of craft. All the above factors necessitated the
formations of 2001 amendments related to WIG craft.
The main changes established in the regulation after 2001 amendment (WIG craft)
related to WIG crafts are given below:-
In rule 3- Amended the name WIG craft and added the definition as – The WIG craft
means a multimodal craft which in its main operational mode, flies in close
proximity to the surface by utilizing surface effect action.
Rule 8 amended as follows:
Any action to avoid collision shall be taken in accordance with the rules of this part
and shall, if circumstances of the case admit, be positive made in ample time and
with due regard to the observance of good seamanship.
Rule 18: Added new paragraph as: A WIG craft when taking off, landing and in light
near the surface shall keep well clear of all other vessels and avoid impeding. Their
navigation and a WIG craft operating on the water surface shall comply with the
rules of this part as a power driven vessel.
Rule 23: Added new paragraph as – A WIG craft only when taking off, landing and
in light near the surface, shall in addition to the lights already prescribed, exhibit a
high intensity all round flashing red light.
Rule 31: Amended as- where it is impracticable for a seaplane or a WIG craft o
exhibit lights and shapes of the characteristics or on the positions prescribed in the
rules of this part, she shall exhibit light and shapes as closely similar in
characteristics and position as is possible.
168
168. Describe the Special Trade Passenger Ships agreement, 1971 and
Protocol on Space Requirements for Special Trade Passenger Ships,
1973. Also give a brief description of Protocol on space requirements
for Special Trade Passenger Ships, 1973. Give the date of adoption and
entry into force in both cases of the above.
APPENDIX 1
Ans) Load line convention 1966 entered in force on 21st July 1968 for the safey of
ship draught is limited. These limits inform of free board constitute one of the main
objective for load line 1966 convention
The first 1930 load line convention resulted in achieving the objective of keeping
some ‘Reserve Buoyancy’. During that period it was recognized that the “free board”
also significantly affects the stability and thus helps in preventing excessive stress on
ships hull during loading. The load line convention 1966 uses this principle of free
board. For ensuring stability of the ship. This is the major difference between these
two convention.
In the 1966 load line convention, provisions are made for a certain minimum
freeboard, for two different classes of vessels (class A and class B), by subdivision
and damage stability calculations. The regulations taken into account hazards in
different zones of the earth, as well as dangers due to the weathers changes, in
different seasons. The technical annex contains several additional safety measures,
concerning doors, freeing ports, hatchways and other items.
Load line 66 Annexes:
The convention included 3 Annexes, Annex 1 is divided into 4 chapters
Annex 1:
Chapter 1: General
Chapter 2: Conditions of Assignment of freeboard
Chapter 3: Freeboard
Chapter 4: Special requirements for ships assigned timber freeboards
The need for these conventions was felt a long time back. For obvious reasons ship-
owners/masters always wanted to carry maximum cargo for every voyage, without
regard to safety. Such situations of over loading ships resulted in their sinking due to
instability on the high seas.
170
Ans. The 1966 Load lines convention makes provision for determining the freeboard of ships by
subdivision and damage stability calculations the convention also recognizes potential hazards
present in different zones in different seasons. The technical annex contains several additional safety
measures to ensure watertight integrity at ships hull below freeboard deck.
Different amendments to the 1966 load line conv. are
i) 1971 amendments
To make certain improvements to the text and to the chart of cones and seasonal
areas.
ii) 1975 amendments
To introduce the principle of 'Tacit acceptance' into the convention.
iii) 1979 amendments
To make some alterations to zone boundaries off the coast of Australia.
iv) 1983 amendments
To extend the summer and tropical zones southward off the coast of chile.
The 1966 convention provided for amendments to be made by positive acceptance. These
would come into force 12 months after being accepted by 2/3rds of contracting parties. The
amendments between 1971 and 1983 never received enough acceptances to come into force.
The 1988 protocol of the convention was adopted on November 11, 1988 and entered into
force on feb 3, 2000. The protocol was primarily adopted in order to harmonica the conventions
survey and certification requirement with those contained in SOLAS and MARPOL 73/78.
All three instruments require the issue of certificates to show that requirements have been
met and this has to be done by means of a survey which can involve the ship being out of service for
several days.
The harmonized system alleviates the problems caused by survey dates and intervals
between surveys which donot coincide, so that a ship would no longer have to go into sent or repair
yard for a survey required by one convention shortly after closing the same thing in connection with
another instrument.
The 1988 LL protocol revised certain regulations in the technical annexes and introduced the
tacit amendment procedure.
The 1995 amendments adopted in 23 November 1995 were superseded by 2003
amendments.
The Amendments to Annex B to the 1988 load lines protocol include a member of revisions
concerning :
Strength and contact stability of ships,
Definitions, superstructure and bulkheads,
Doors, Position of hatchways, doorways and ventilators hatchway coamings, hatch covers
machinery space opening, miscellaneous openings in freeboard and superstructure decks, cargo
ports and other similar openings, spurting pipes and cable lockers, side scuttles, windows and
skylights, calculation of freeing ports, protection of crew and means of a state passage for crew,
calculation of freeboard, sheer, minimum bow height and reserve buoyancy.
Ans. Of all international conventions dealing with maritime safety, the most important
is the International Convention for the Safety of Life at Sea (SOLAS).
It is also one of the oldest, the first version having been adopted at a conference
held in London in 1914. Since then there have been four other SOLAS conventions:
the second was adopted in 1929 and entered into force in 1933; the third was
adopted in 1948 and entered into force in 1952; the fourth was adopted (under the
auspices of IMO) in 1960 and entered into force in 1965; and the present version
was adopted in 1974 and entered into force in 1980.
The SOLAS conventions have all covered many aspects of safety at sea. The 1914
version, for example, included chapters on safety of navigation, construction,
radiotelegraphy, life-saving appliances and fire protection. These subjects are still
dealt with in separate chapters in the 1974 version. The 1914 Convention was, as
the title implies, concerned primarily with the safety of human life. The late 19th and
early 20th centuries represented the golden age of passenger travel by sea: there
were no aircraft, and emigration, from Europe to the Americas and other parts of the
world, was still taking place on a massive scale. Passenger ships were therefore
much more common than they are today and accidents frequently led to heavy
casualties. The annual loss of life from British ships alone averaged between 700
and 800 during this period. The incident, which led to the convening of the 1914
international SOLAS conference, was the sinking of the White Star liner Titanic on
her maiden voyage in April 1912. More than 1,500 passengers and crew died and
the disaster raised so many questions about current standards that the United
Kingdom Government proposed holding a conference to develop international
regulations. The Conference was attended by representatives of 13 countries and
the SOLAS Convention which resulted was adopted on 20 January 1914. It
introduced new international requirements dealing with safety of navigation for all
merchant ships; the provision of watertight and fire-resistant bulkheads; life-saving
appliances and fire prevention and fire fighting appliances on passenger ships. Other
requirements dealt with the carriage of radiotelegraph equipment for ships carrying
more than 50 persons (had the Titanic’s distress messages not been picked up by
other ships the loss of life would probably have been even greater); the Conference
also agreed on the establishment of a North Atlantic ice patrol. The Convention was
to enter into force in July 1915, but by then war had broken out in Europe and it did
not do so, although many of its provisions were adopted by individual nations.
In 1927, however, proposals were made for another conference which was held in
London in 1929. This time 18 countries attended. The conference adopted a new
SOLAS convention which followed basically the same format as the 1914 version but
included several new regulations. It entered into force in 1933. One of the two
annexes to the convention revised the international regulations for preventing
collisions at sea (Collision Regulations).
By 1948 the 1929 convention had been overtaken by technical developments and
the United Kingdom again hosted an international conference which adopted the
third SOLAS Convention. It followed the already established pattern but covered a
wider range of ships and went into considerably greater detail. Important
improvements were made in such matters as watertight subdivision in passenger
ships; stability standards; the maintenance of essential services in emergencies;
structural fire protection, including the introduction of three alternative methods of
subdivision by means of fire resistant bulkheads, and the enclosure of main
stairways. An international safety equipment certificate for cargo ships of 500 gross
tons and above was introduced - an indication of the growing importance of cargo
ships relative to passenger ships, which were already facing competition from
aircraft. The Collision Regulations were also revised and regulations concerning the
safety of navigation, meteorology and ice patrols were brought up to date. A
separate chapter was included dealing with the carriage of grain and dangerous
goods, including explosives. There had been considerable developments in radio
since 1929 and the 1948 Convention took these into account (the title of the relevant
chapter made specific reference to radiotelephony as well as radiotelegraphy). The
year 1948 was particularly significant because a conference held in Geneva under
the auspices of the United Nations adopted a convention establishing IMO - or the
Inter-Governmental Maritime Consultative Organization (IMCO), as it was then
known. The 1948 SOLAS Convention recognized that the creation of this new
Organization would, for the first time, mean that there was a permanent international
body capable of adopting legislation on all matters related to maritime safety. It was
originally intended that the Convention would be kept up to date by periodic
amendments adopted under the auspices of IMO but in the event it took so long to
secure the ratifications required to bring the IMO Convention into force that the new
Organization did not meet until 1959.
It was then decided that rather than amend the 1948 Convention it would be better to
adopt a completely new instrument - the fourth SOLAS Convention. The 1960
SOLAS Convention The 1960 SOLAS Conference, which was attended by delegates
from 55 countries, 21 more than in 1948, was the first conference to be held by IMO.
Although only twelve years had passed since the last SOLAS Convention was
adopted, the pace of technical change was quickening and the 1960 SOLAS
Convention incorporated numerous technical improvements. Like its predecessor,
the new Convention incorporated control provisions including requirements for
various surveys and certificates for cargo ships of 300 tons gross tonnage and above
making international voyages and for a Government to investigate casualties when
“it judges that such an investigation may assist in determining what changes in the
present regulations might be desirable” and to supply IMO with pertinent information.
Many safety measures which had once applied only to passenger ships were
extended to cargo ships, notably those dealing with emergency power and lighting
and fire protection. The radio requirements were again revised and in the chapter
dealing with life-saving appliances provision was made for the carriage of liferafts,
which had developed to such an extent that they could be regarded as a partial
substitute for lifeboats in some cases. Regulations dealing with construction and fire
protection were revised as were the rules dealing with the carriage of grain and
dangerous goods. The final chapter contained outline requirements for nuclear-
powered ships, which in 1960 seemed likely to become important in the years to
come. As in 1929 and 1948 revised Collision Regulations were annexed to the
Convention. Finally, the Conference adopted some 56 resolutions, many of which
called upon IMO to undertake studies, collect and disseminate information or take
other action. These included, for example, a request that IMO develop a unified
international code dealing with the carriage of dangerous goods - a resolution which
resulted in the adoption five years later of the International Maritime Dangerous
Goods Code. The 1960 SOLAS Conference was to determine much of IMO’s
technical work for the next few years. It was originally intended that the 1960 SOLAS
Convention would be kept up to date by means of amendments adopted as and
when it entered into force (which took place in 1965). The first set of amendments
was adopted in 1966 and from then on amendments were introduced regularly. The
major amendment was a complete revision of Chapter VI which deals with the
carriage of grain.
The 1974 SOLAS Convention: The 1974 SOLAS Conference was held in London
from 21 October to 1 November and was attended by 71 countries. The Convention
which was adopted is the version currently in force and it is unlikely to be replaced
by a new instrument because of the new tacit amendment procedure which is
included in Article VIII. Tacit acceptance. As explained earlier, the amendment
procedure incorporated in the 1960 Convention stipulated that an amendment would
only enter into force when it had been accepted by two-thirds of Contracting
Governments. It therefore required Contracting Governments to take positive action
to accept the amendment. This usually meant that acceptance was delayed pending
introduction of the necessary national legislation and this was not always given high
priority by Governments, particularly as the pace of acceptance by other States was
slow. The 1974 Convention endeavours to solve this problem by in effect reversing
the process: it assumes that Governments are in favor of the amendment unless
they take positive action to make their objection known.
Article VIII states that amendments to the chapters (other than chapter I) of the
Annex, which contain the Convention’s technical provisions - shall be deemed to
have been accepted within two years (or a different period fixed at the time of
adoption) unless they are rejected within a specified period by one-third of
Contracting Governments or by Contracting Governments whose combined
merchant fleets represent not less than 50 per cent of world gross tonnage. The
article contains other provisions for entry into force of amendments including the
explicit acceptance procedure but in practice the tacit acceptance procedure
described above proves the most rapid and effective way of securing the entry into
force of amendments to the technical annex (other than Chapter I) and is now
invariably used.
Amendment procedure
Article VIII of the SOLAS 1974 Convention states that amendments can be made
either:
Amendments by a Conference
A Conference of Contracting Governments is called when a Contracting Government
requests the holding of a Conference and at least one-third of Contracting
Governments agree to hold the Conference. Amendments are adopted by a two-
thirds majority of Contracting Governments present and voting.
In the case of both a Conference and the expanded MSC, amendments (other than
to Chapter I) are deemed to have been accepted at the end of a set period of time
following communication of the adopted amendments to Contracting Governments,
unless a specified number of Contracting Governments object. The length of time
from communication of amendments to deemed acceptance is set at two years
unless another period of time - which must not be less than one year - is determined
by two-thirds of Contracting Governments at the time of adoption.
Amendments to Chapter I are deemed accepted after positive acceptance by two-
thirds
Of Contracting Governments.
Amendments enter into force six months after their deemed acceptance.
The minimum length of time from circulation of proposed amendments through entry
into force is 24 months - circulation: six months, adoption to deemed acceptance
date: 12 months minimum; deemed acceptance to entry into force: six months.
Accelerated amendment:
However, a resolution adopted in 1994 makes provision for an accelerated
amendment procedure to be used in exceptional circumstances - allowing for the
length of time from communication of amendments to deemed acceptance to be cut
to six months in exceptional circumstances and this is decided by a Conference. In
practice to date, the expanded MSC has adopted most amendments to SOLAS,
while Conferences have been held on several occasions - notably to adopt whole
new Chapters to SOLAS or to adopt amendments proposed in response to a specific
incident.
172
1981 AMENDMENTS
Adoption 20 November 1981
Entry into force : 1st September 1984
The 1974 convention of SOLAS basically consists of the 1960 version
incorporating the amendments adopted between 1966 and 1973 together with
new “Tacit acceptance” procedure. During the 1970’s the organization prepared a
numbered major changes to the convention. Some of which were incorporated in
the 1978 protocol. Other were included in amendments adopted in November
1981 and under tacit acceptance procedures, entered into force on 1 st September
1984 chapter II-1 and II-2 were rewritten and updated in chapter II-1 the
provisions of resolution A.325(IX) recommendation concerning regulations for
machinery and electrical installations in passenger ships and cargo ships
(adopted in November 1975) were incorporated and made mandatory. Changes
to regulation 29 and 30 on steering gear introduced the concept of duplication of
steering gear control systems in tankers. There measures were agreed taking
into account co-concerns following the 1978 Amoco Cadiz disaster and relevant
provisions in 1978 SOLAS protocol. Chapter II-2 was re-arranged to take into
account strengthened fire safety requirements for cargo ships and passenger
ships.
The revised chapter II-2 incorporated the requirements of resolution A-327 (IX).
Recommendation concerning fire safety requirements for cargo ships, which
includes 21 regulations based on the principal of separation of accommodation
spaces from the reminder of the ship by thermal and structural boundaries;
protection of means of escapes early detection, containment or extinction of any
fire, and restricted use of combustible materials other amendments to chapter II-2
related to provisions for ……….. hydrocarbon extinguishing systems, special
requirements for ships carrying dangerous goods and new regulations 62 on inert
gas systems.
174
174. Illustrating date of adoption and entry into force in each case,
describe the amendments and protocols as made to SOLAS
Convention 1974 in (I) 1983 (ii) 1988 (iii) 1989
Ans. INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA (SOLAS) 1974.
175. .Illustrating date of adoption and entry into force in each case,
describe the amendments and protocols as made to SOLAS
Convention 1974 in (i) 1990 (ii) April 1992 (iii) December 1992. What all
codes were amended in those amendments ?
Ans. The first version of SOLAS was adopted in 1914; in response to the titanic
disaster; the second in 1929, the hard in 1948 & faith in 1960.
The 1960 convention, which was adopted on 17 June 1960 & entered into force on
26 May 1965, was the first major task for IMO after the organizations creation & it
represented a considerable step forward in modernizing regulations & in keeping
pace with technical developments in the shipping industry.
The intension was to keeping convention upto date by periodic amendments, but in
practice the amendments procedure incorporated proved to be very slow it because
clear that it would be impossible to secure the entry into force of amendments within
reasonable period of time.
As a result a completely now convention was adopted in 1974 which included not
only the amendments agreed up until the date but a new amendment procedure the
faccit acceptance procedure - designed to ensure that changes could be made within
a specified (and acceptably short) period of time.
Instead of requiring that an amendment shall enter into force after being accepted
by ; for e.g. two third of the parties; the faccit acceptance procedure provides that an
amendment shall inter into force on a specified date unless; before that date;
objections to the amendments are received from an agreed number of parties.
As a result the 1974 convention has been updated & amended on numerous
occasion. The convention in force today is sometimes referred to as SOLAS, 1974
as amended.
Protocol :- It is an instrument; by which developments are added to an existing
convention, which were not included in the prevent convention.
Amendment Procedure :-
After consideration within I.M.O:-
Amendments proposed by a contracting Government are circulated at least six
months before consideration by the maritime safety committee - which may refer to
one or more IMO subcommittees - and amendments are adopted by a two third
majority of contracting Governments present & voting in the M.S.C.
Contracting Governments of SOLAS; whether or not members of I.M.O. are
entitled to participate in the consideration of amendments in the so - called expanded
M.S.C.
Amendments by a conference:
A conference of contracting Governments is called when a contracting
Government requests the holding of a considerable & at least one third of contracting
governments agrees to hold the conference amendments are adopted by a two third
majority of contracting government present & voting.
The minimum length of time from circulation of proposed amendments through
entry into force is 24 months; circulation - 6 months, adoption to deemed acceptance
date : 12 months minimum; deemed acceptance to entry into force : months.
Technical provisions :
The main objective of the SOLAS convention is to specify minimum standards for
the construction; equipment & operation of the ship, compatible with their safety flag
states are responsible for ensuring that ships under their flag comply with its
requirements; & a no of certificate are prescribed in the convention as proof that this
has been done control provision also allows contracting Governments to impact
ships of other contracting states if their are clear grounds for believing that the ship &
its equipment do not substantially comply with the requirement the ship & its
equipment do not substantially comply with the requirement of the convention - This
procedure is known as port state control.
Amendments & protocols are made to SOLAS convention 1974 in.
(i) 1990
The 1990 Amendments :
Ans. The amendment’s introducing the new chapter IX to the solas entered into force on 1 July 1998
this chapter applies to passenger ships and tanker from that date and to cargo ships and
mobile drilling units of 500 gross ton’s and above from 1 July 2002. this now chapter to the
convention was designed to make mandatory the ISM code which was adopted by IMO in Nov
1993.
Objectives of the code are to ensure safety of sea prevention of human injury or loss of life and
avoidance of damage to the environment in particular to the mains environment and to property.
The code establishes safety management objectives which are to provide for safe practices in
shipping operation and a safe working environment.
To continuously improve safety management ships of personal including preparing for emergencies.
Article VIII of solas deals with the procedure for amending the convention. The existing text says that
the proposed amendments have to be circulated to government for at least six month prior to
adoption and cannot enter force until 18 months after adoption. That means a total of 24 months
for adoption.
The resolution adopted by the conference states that circulation period will remain at six months as
will the period between the date of the amendment is deemed to have been accepted and the
date of entry into force. But the period both adoption and deemed accepted date can be
reduced by six months for 12 the total period between the circulation of a amendment and its
entry into force will thus reduce from 24 months to 18 in exceptional circumstances.
Chapter X solas
Safety measures for high speed craft the new chapter makes mandatory the international code of
safety for high speed craft which was adopted by the MSC held concurrently with the
conference. The chapter entered into force under tacit acceptance on 1st Jan 1996 and applies
to high speed crafts built on or after the date high speed craft comply with H.SC code will be
given a certificate under that code.
177
This chapter was added to existing SOLAS 1974 on 24th May 1994, is regarding
implementation of ISM code.
- on passenger ships including passenger high speed craft not later than 1st July 1998.
- Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high speed craft of
500 gross tonnage and above, not later than 1st July 1998.
- other cargo ships and mobile offshore drilling units up to 500 gross tonnage and
upwards, not later than 1st July 2002.
- This chapter does not apply to government operated ships used for non commercial
purpose.
1. To provide for safe practices in ship operation and a safe working environment.
This new chapter was designed to make the International safety Management code,
which was adopted by IMO in Nov.1993 assembly resolution A-741 (18). The
amendments introducing the New chapter IX entered into force on 1st July 1998.
3.7 0.1667
Regulation 1 :
Extends to bulk carriers aged five years and above the enhanced program of surveys
applicable to tankers under MARPOL 73/78. The enhanced surveys should be carried
out during the periodical annual and intermediate surveys prescribed by the
MARPOL and SOLAS conventions. The related guidelines on enhanced surveys pay
special attention to corrosion coatings and tank corrosion prevention systems must
be thoroughly checked and measurements must also be carried out to check the
thickness of plates.
Provides that all passenger ships of 100 gross tonnage and above and all cargo ships
of 300 gross tonnage and above shall be provided with an Identification number
conforming to the IMO ship Identification number scheme as adopted by resolution
A.600 (15) in 1987.
This regulation makes it possible for port state control officers inspecting foreign
ships to check operational requirements "when there are clear grounds for believing
that the master or crew are not familiar with essential shipboard procedures relating
to the safety of ships"
Tacit Acceptance :
The main reason for amendments taking so long to enter into force was the time
taken to gain acceptance by two thirds 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 a
certain number or percentage of contracting governments". The body which adopts
the amendments at the same time fixes a time period within which contracting
parties will how the opportunity to notify either their acceptance or 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 TACIT
ACCEPTANCE procedure.
The International convention for safety of life at sea was adopted 1974, which
incorporated the tacit acceptance procedure. The tacit acceptance amendment
procedure has now been incorporated into majority of IMO's technical conventions
and has been extended to some other instruments as well. Its effectiveness can be
seen most clearly in the case of SOLAS 1974, which has been amended on many
occasions since then.
The May 1994, amendments to SOLAS 1974, (inclusion of two new chapters X and
XI) entered into force on 1st January 1996 under tacit acceptance procedure.
178
Three new regulations were added to chapter V of SOLAS under the May 1994
amendments:
(i) Regulation 8.1 made mandatory the use of ship reporting systems approved
by IMO. General principles for ship reporting systems were
previously adopted by IMO in 1989 as a
recommendation. The systems are used to provide gather or exchange
information through radio reports. The regulation made it mandatory
for ships entering areas covered by ship reporting systems
to report into the coastal authorities giving details of sailing plans
(ii) Regulation 15.1 required all tankers of 20,000 dwt and above built after 1
January 1996 to be fitted at both ends of the ship. Tankers built before
that date had to be fitted with a similar arrangement not later
than 1 January 1999
(iii) Regulation 22 was aimed at improving navigation bridge viibility.
The may 1994 Amendments in SOLAS Chapter II-2 made improvements to Regulation 15
which deals with fire protection arrangements for fuel oil, lubrication oil and other flammable
oils.
The different codes that were amended in the said conference are:
(1) International code for the construction and equipment of ships carrying
liquefied gases in bulk (IGC Code) and
(2) Code for the construction and equipment of ships carrying liquefied gases
(Gas carrier Code)
The amendments were related to the filling limits for cargo tanks
Clear Grounds
Regulation 4, Chapter XI of SOLAS 1974 makes it possible for Port State Control
officer inspecting foreign ships to check their operational requirements especially when
there are ‘clear grounds’ for believing that master or crew are not familiar with
essential ship board procedures related to ships safety, pollution prevention
ships visiting any foreign port, are to be inspected by PSC on behalf of the
contracting Government to ensure that the visiting vessel is not a
threat to the port with regards to the safety of personnel and cargo and also not
a navigational hazard to its surroundings.
179. Underlining the date of adoption and entry into force describe
December 1994, May 1995 and November 1995 amendments as made to
SOLAS 1974. Highlight these amendments made on (i) Ship’s routeing
system (ii) Stability of Ro-Ro Passenger ships (iii) Lifesaving
appliances and arrangements.
Ans) Dec 1994 Amendments: DOA 9th Dec 1994 EIF-1st July 1996
SOLAS- Chapter VI (Carriage of cargoes) the code of safe practice fro cargo stowage and
securing was made mandatory including containers to be loaded stowed and secured in
accordance with the manual that must be equivalent to the code.
SOLAS Chapter VII (Carriage of Dangerous goods) The code was also made mandatory under
this chapter
180. Describe the different Chapters of SOLAS that were amended and
its salient features as amended by amendments made in (i) June 1996
Conference (ii) December 1996 Conference. Illustrate their date of
adoption and entry into force in both cases. Highlight the codes that
were amended under these amendments. What new Regulation that
were added in Chapter II-1 under December 1996 amendments ?
Ans) June 1996 amendments (Adoption : 4th June 1996 Entry into force 1st July 1998)
A completely revised chapter III on life saving appliances and arrangements was
adopted. The amendments take into account changes in technology since the chapter
had been last re-written in 1983. Many of the technical requirements were
transferred to a new International Life-Saving Appliance (LSA) code applicable to all
ships built on or after 1st July 1998 some of the amendments apply to existing ships
as well as new ones. Other SOLAS chapters were also amended.
In Chapter II-I, a new Port A-I dealing with the structure of ships was added.
Regulation 3-I requires ships o be designed, constructed and maintained in
compliance with structural requirements of a recognized classification society or
with applicable requirements by the administration. Regulation 3-2 deals with
corrosion prevention of sea-water ballast tanks and other amendments to chapter II-I
concern the stability of passenger and cargo ships in damaged condition.
In chapter VI regulation 7 was replaced by a new text dealing with loading,
unloading and stowage of bulk cargos. It is intended to ensure that no excessive
stress is placed on the ship’s structure during such operations. The ship must be
provided with a booklet giving advice on cargo handling operations and the master
and terminal representative must agree on a plan to ensure that loading and
unloading is carried out safely.
In chapter XI an amendment was made regarding authorization of recognized
organizations.
The International Bulk Chemicals (IBC) and Bulk Chemical (BCH) codes were also
amended. The IBC code is mandatory under SOLAS and applies to ships carrying
dangerous chemicals in bulk that were built after 1st July 1986. The BCH is
recommended and applies to ships built before that.
The December 1996 amendments
(Adoption : 6 December 1996, entry into force 1 July 1998)
Chapter II-2 was considerably modified with changes to the general introduction.
Part B (fire safety measures for passenger ships)
Part C (fire safety measures for cargo ships) and
Part D (fire safety measures for tankers)
The changes made mandatory a new ‘International code for application of Fire test
procedures’ intended to be used by Administrations when approving products for
installation in ships flying their flag.
Amendments to chapter II-I included a requirement for ships to be fitted with a
system to ensure that the equipment necessary for propulsion and steering are
maintained or immediately restored in the case of loss of any one of the generators in
service.
An amendment to chapter V aims to ensure that the crew can give safe access to the
ships bow, even in severe weather conditions. Amendments were also made to two
regulations in Chapter VII relating to carriage of dangerous goods and the IBC code
was also amended.
181
New Regulation 8.3 on special requirement for passenger ships, other than RO-RO
passenger ships carrying 400 persons or more.
Regulation 8-1 Of SOLAS Chapter II-I provides that ro-ro passenger ships built after 1st July
1997 must comply with regulation II- 1/8, (stability of passenger ships in damaged condition),
as amended by Resolution MSC-12(56), not later than a date of compliance which is
tabulated in the regulation according to the value of the ship’s “A/Amax” and which ranges
from 1st OCT 1998(for ships with an A/Amax of less than 85%,) to 1st OCT 2005,(for ships with
an A/Amax of 97.5% or more). In the case of a ro-ro passenger ship carrying 400 persons or
more (including crew), Regulation 8-2 applies notwithstanding the provisions of regulation 8
and 8-1 and the compliance date is modified with the new standard until OCT 2010.
The Conference also adopted a new regulation 8-2, containing special requirements for ro-ro
passenger ships carrying 400 passengers or more, this is intended to phase out ships built
to a one compartment standard and ensure that they can survive without capsizing with two
main compartments flooded following damage.
The November 1997 Conference adopted a new chapter XII to SOLAS – Additional safety
measures for bulk carriers, which entered in to force on 1st July 1999. The new requirements
cover survivability and structural requirements to prevent bulk carriers from sinking if water
enters the ship for any reason. Existing ships which do not comply with the appropriate
requirements will have to be reinforced or they may have to limit either the loading pattern of
the cargoes they carry or move to carrying lighter cargoes, such as grain or timber.
The regulations state that all new bulk carriers 150 mts or more in length (built after 1 st July
1999) carrying cargoes with a density of 1000kg/m3 and above should have sufficient
strength to withstand flooding of any one cargo hold, taking in to account dynamic effects
resulting from presence of water in the hold and taking in to account recommendations
adopted by IMO.
For existing ship (built before 1st July 1999) carrying bulk cargoes with a density of 1780
kg/m3 and above, the transverse watertight bulkhead between the two foremost cargo hold
should have sufficient strength to withstand flooding and the related dynamic effects in the
foremost cargo hold. Cargoes with a density of 1780 kg/m3 and above include iron ore, pig
iron, steel bauxite and cement. Less denser cargoes, but with a density of more than 1000
kg/m3, include grains such as wheat and rice, and timber.
Chapter XII allows surveyors to take in to account restrictions on the cargo carried when
considering the need for, and the extent of, strengthening of the transverse watertight
bulkhead or double bottom. When restrictions on cargoes are imposed, the bulk carrier
should be permanently marked with a solid triangle on its side shell.
The date of application of Chapter XII to existing bulk carriers depends on their age. Bulk
carriers which are 20 yrs old and above on 1st July 1999 have to comply by the date of the
first intermediate or periodical survey after that date, whichever is sooner. Bulk carriers aged
15-20 yrs must comply by the first periodical survey after 1st July 1999, but not later than 1st
July 2002. Bulk carriers less than 15 yrs old must comply by the date of the first periodical
survey after the ship reaches 15 yrs of age, but not later than the date on which the ship
reaches 17 yrs of age. The criteria and formulae used to assess whether a ship currently
meets the new requirements, for example in terms of the thickness of the steel used for
bulkhead structures, or whether reinforcement is necessary, are laid out in IMO standards
adopted by the Conference.
Under the new Chapter XII, surveyors can take in to account restrictions on the cargo carried
in considering the need for and the extent of strengthening of the transverse bulkhead or
double bottom.
The Resolution refers to the new requirement for bulk carriers built on or after 1st July
1999 and notes unified requirements issued by IACS regarding longitudinal strength,
evaluation of scantlings and evaluation of allowable hold loading for single side-skin
construction, whether or not they are classed with classification societies which are
members of IACS, to comply with the IACS unified requirements.
Hull stress monitoring equipment on bulk carrier above 200 dwt or more :-
Standards for the evaluation of scantlings of the bulkhead between the two foremost
cargo holds and standards for the evaluation of allowable hold loading of the foremost cargo
hold.
The Resolution sets out the standards, which are mandatory under Regulation 6 of the
new Chapter XII. The technical standards provide formulae for calculating when steel
renewal is necessary on scantlings, and for calculating the allowable hold for a bulk carrier,
taking in to account load and the shear capacity of the double bottom.
In chapter IV Radio communication, the amendments included : a new regulation 5-1 requiring
contracting government to ensure suitable arrangement are in place for registering global maritime
distress and safety system (GMDSS) identities (including ships all sign immerses identities ) and
making the information available for 24 hours a day to rescue coordination centers.
All two way communication equipments carried on board ship to which this chapter applies which is
capable of automatically including the ships position in the distress alert shall be automatically
provided with this information from an internal or external navigation receiver if either is installed. If
such a receiver isn’t installed, the ship position and time at which the position was determined shall
be manually updated at intervals not exceeding 4 hours while the ship is underway, so that it is
always ready for transmission by the equipments.
Amendments in chapter – VI : carriage of cargoes to paragraph 6 of regulation 5 storage and
securing make it clear that all cargoes other than solid and liquid bulk cargoes should be loaded
stored and secured in accordance with the cargo securing manual.
183
183. Illustrate the May 1999 amendments to SOLAS 1974 including its
date of adoption and entry into force. State the classes the ships
carrying INF cargo are assigned with under this amendment. What
specific changes to adopted amendments on Nov. 1997 has been
included in May 1999 amendments? What is meant by the said
amendment being under “tacit acceptance”?
Ans) Amendments to Chapter VII make the International code for the safe carriage
at packaged irradiated Nuclear fuel plutonium and high level Radioactive wastes on
board ships (INF code) mandatory.
The INF code sets out how the material covered by the code should be carried
including specification for ships. The material covered by the code includes:
1) Irradiated nuclear fuel- Material containing uranium thorium and/or plutonium
isotopes which has been used to maintain a self sustaining nuclear chain
reaction.
2) Plutonium- The resultant mixture of isotopes at the material extracted from
irradiated from nuclear fuel from reprossing.
3) High level radioactive waste liquid waste resulting from the operation of the
first stage extraction system or the concentrated wastes from subsequent
extraction stages in a facility for reprossing irradiated fuel or solids into which
such liquids wastes have been converted.
The INF code applies to all ships regardless of the clate size including all ships less
than 500 gross tonnage. It does not apply to warship naval auxiliary or other ships
used on government non profit services
Ships carrying INF cargo are assigned to one of three classes depending on the total
radioactivity of INF cargo which is carried on board and regulations very slightly
according to the class.
Class INF 1 Ship: Ships which are certified to carry INF cargo with an aggregate
activity less than 4000 TBq (Tera Becquered measurement of radio activity)
Class INF 2 Ship: Ships which are certified to carry irradiated nuclear fuel or high
level radioactive wastes with an aggregate activity less than 2 x 106 TBq and ships
which are certified to carry plutonium with an aggregate activity less than 2x105 TBq
Class INF 3 Ship : Ships which are certified to carry irradiated nuclear fuel or high
level radioactive wastes and ships which are certified to carry plutonium with no
restriction at the maximum aggregate activity of the materials.
The IMF code was first adopted as a recommendatory code by the eighteenth session
of the assembly on 4 November 1993 (resolution A 748(18)). The twentieth session of
the Assembly adopted amendments of the INF code to include specific requirements
for ships board emergency plans and notification in the event at an incident
(resolution A *%# (20) adopted on 27 Nov 1997). The maritime safety committee also
adopted a redrafted text at the INF code incorporation amendments reflecting its
mandatory nature.
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- ro-ro passenger ships constructed before 1 July 2002 not later than the first survey
on or after 1 July 2002
- passenger ships other than ro-ro passenger ships constructed before 1 July 2002
not later than 1 January 2004; and·
- ships, other than passenger ships, of 3,000 gross tonnage and upwards
constructed on or after 1 July 2002.
The new chapter also requires automatic identification systems (AIS), capable of
providing information about the ship to other ships and to coastal authorities
automatically, to be fitted aboard all ships of 300 gross tonnage and upwards
engaged on international voyages, cargo ships of 500 gross tonnage and upwards
not engaged on international voyages and passenger ships irrespective of size built
on or after 1 July 2002.
- tankers, not later than the first survey for safety equipment on or after 1 July 2003;
- ships, other than passenger ships and tankers, of 50,000 gross tonnage and
upwards, not later than 1 July 2004;
- ships, other than passenger ships and tankers, of 10,000 gross tonnage and
upwards but less than 50,000 gross tonnage, not later than 1 July 2005;
- ships, other than passenger ships and tankers, of 3,000 gross tonnage and
upwards but less than 10,000 gross tonnage, not later than 1 July 2006.
- ships, other than passenger ships and tankers, of 300 gross tonnage and upwards
but less than 3,000 gross tonnage, not later than 1 July 2007.
A revised SOLAS chapter II-2 (Construction, - Fire protection, fire detection and
fire extinction) as well as a new International Code for Fire Safety Systems (FSS
Code) were adopted. The revised chapter is intended to be clear, concise and user-
friendly, incorporating the substantial changes introduced in recent years following a
number of serious fire casualties. The revised chapter includes seven parts, each
including requirements applicable to all or specified ship types, while the Fire Safety
Systems (FSS) Code, which is made mandatory under the new chapter, includes
detailed specifications for fire safety systems in 15 Chapters.
Amendments to the International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC Code) and the Code for the
Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (BCH
Code) relate to cargo hose requirements, protection of personnel and carriage of
carbon disulphide. Entry into force 1 July 2002 under tacit acceptance.
Amendments to the International Safety Management Code (ISM Code) include the
replacement of Chapter 13 Certification, verification and control with chapters 13
Certification; and adding of chapters 14 Interim Certification; 15 Forms of Certificate;
and 16 Verification; as well as a new appendix giving forms of documents and
certificates.
Amendments to the Code for the Construction and equipment of ships carrying
dangerous chemicals in bulk (BCH Code) relate to ship's cargo hoses, tank vent
systems, safety equipment, operational requirements; and amendments to the Code
for the construction and equipment of ships carrying liquefied gases in bulk (GC
Code) relate to ship's cargo hoses, personnel protection and operating
requirements.
185
1. Amendment to SOLAS 1974, Chapter VII carriage of dangerous goods and to the
international code for the / safe carriage of packaged Irradiated Nuclear, plutonium
and high level Radioactive wastes on board ships (INF-code) in order to align them
with amendment 30, to the international mariti9me Dangerous goods (IMDG code)
Amendment 30 :
IMDG code 1965 does not include all details of procedures for packing of dangerous
goods or action to be taken in the event of an emergency or accident involving
personnel who handle goods at sea these aspects are covered by the publications
associated with the IMDG code and which are included in the supplement.
The 2000 edition was published in reformatted form as amendment 30' which came
into force 1 Jan 2001 with a 12 month implementation period until 31 Dec.2001.
2. The amendment to the international code of safety for high speed craft (1994 HSC
code) to bring the provisions for navigation equipment of 1994 HSC code' in line
with the relevant provisions of the 2000 HSC code (which enter into force on 1 July
2002 for ship built after that date).
Amendment to SOLAS 1974, Chapter VII carriage of dangerous goods, this make the
international maritime Dangerous good code (IMDG code) mandatory and separated
requirements for packaged goods & goods in solid form in bulk into two parts.
The maritime safety committee also adopted the IMDG code an mandatory in June
2001, Amendments entered into force in Jan 2003 under tacit acceptance.
The changes to the 1978 protocol, initiated by May 2002 amendments are as
follows.
Changes to the record of equipment for the passenger ship safety certificate (form
P)
Changes to the record of equipment for the cargo ship safety certificate (form-C)
The impact, of the May 2002 amendments on the IMDG code, is that it is
mandatory, but the provision of the following parts of the code remain
recommendatory.
Chapter 5.4 section 5.4.5 (multimodal dangerous goods form) in so far as layout of
form is concerned.
Chapter 7.3 Special requirement in the event of an accident & fire precautions
involving dangerous goods only.
In practice, IMDG code is mandatory but provisions are recommendatory nature the
word should is used in the text instead of shall to clarity their status.
The mandatory part of the IMDG code incorporates certain changes relating to
specific products, as well as relevant elements of the amendments to the UN
recommendations on the transport of dangerous goods, model regulations adopted
by the UN committee of experts, at its 21st session in Geneva from 4th to 13th
December 2000.
186
Discuss the new Regulation XI – 1/5 and new chapter XI – 2 that have
been added to SOLAS on the basis of this amendment. Also state the
requirement/modifications made to Regulation XI – 2/3 enshrining
International Ship and Port Facilities Security Code (ISPS Code).
The amendments to the 1974 SOLAS Convention were adopted by a Diplomatic Conference
on Maritime Security and are aimed at enhancing maritime security on board ships and at
ship/port interface areas. Among other things, these amendments create a new SOLAS
chapter dealing specifically with maritime security, which in turn contains the mandatory
requirement for ships to comply with the the new International Ship and Port Facility
Security Code (ISPS Code). The Code contains detailed security-related requirements for
Governments, port authorities and shipping companies in a mandatory section (Part A),
together with a series of guidelines about how to meet these requirements in a second,
non-mandatory section (Part B). The Conference also adopted a series of resolutions
designed to add weight to the amendments, encourage the application of the measures
to ships and port facilities not covered by the Code and pave the way for future work on
the subject..
Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting
of Automatic Information Systems (AIS). Ships, other than passenger ships and tankers,
of 300 gross tonnage and upwards but less than 50,000 gross tonnage, will be required
to fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31
December 2004, whichever occurs earlier. Ships fitted with AIS shall maintain AIS in
operation at all times except where international agreements, rules or standards provide
for the protection of navigational information."
The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been
re-numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships'
identification numbers to be permanently marked in a visible place either on the ship's
hull or superstructure. Passenger ships should carry the marking on a horizontal surface
visible from the air. Ships should also be marked with their ID numbers internally.
And a new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis
Record (CSR) which is intended to provide an on-board record of the history of the ship.
The CSR shall be issued by the Administration and shall contain information such as the
name of the ship and of the State whose flag the ship is entitled to fly, the date on which
the ship was registered with that State, the ship's identification number, the port at
which the ship is registered and the name of the registered owner(s) and their registered
address. Any changes shall be recorded in the CSR so as to provide updated and current
information together with the history of the changes.
This chapter applies to passenger ships and cargo ships of 500 gross tonnage and
upwards, including high speed craft, mobile offshore drilling units and port facilities
serving such ships engaged on international voyages.
Regulation XI-2/2 of the new chapter enshrines the International Ship and Port Facilities
Security Code (ISPS Code). Part A of this Code is mandatory and part B contains
guidance as to how best to comply with the mandatory requirements.
The regulation requires Administrations to set security levels and ensure the provision of
security level information to ships entitled to fly their flag. Prior to entering a port, or
whilst in a port, within the territory of a Contracting Government, a ship shall comply
with the requirements for the security level set by that Contracting Government, if that
security level is higher than the security level set by the Administration for that ship.
Regulation XI-2/8 confirms the role of the Master in exercising his professional
judgement over decisions necessary to maintain the security of the ship. It says he shall
not be constrained by the Company, the charterer or any other person in this respect.
Regulation XI-2/6 requires all ships to be provided with a ship security alert system,
according to a strict timetable that will see most vessels fitted by 2004 and the
remainder by 2006. When activated the ship security alert system shall initiate and
transmit a ship-to-shore security alert to a competent authority designated by the
Administration, identifying the ship, its location and indicating that the security of the
ship is under threat or it has been compromised. The system will not raise any alarm on-
board the ship. The ship security alert system shall be capable of being activated from
the navigation bridge and in at least one other location.
Regulation XI-2/10 covers requirements for port facilities, providing among other things
for Contracting Governments to ensure that port facility security assessments are carried
out and that port facility security plans are developed, implemented and reviewed in
accordance with the ISPS Code.
Other regulations in this chapter cover the provision of information to IMO, the control of
ships in port, (including measures such as the delay, detention, restriction of operations
including movement within the port, or expulsion of a ship from port), and the specific
responsibility of Companies.
187
The operation part should be taken care by owner /its representative master/ chief
engineer of ship.
In general:-
The minimum requirement for a person to work in rank of chief engineer is stated in
stcw -95 section A- III /2
C/E has to lay down certain standing orders which have to be complied by all staff
members under his command, preventive ( routine ) maintenance schedule as laid
down by PMS ( after considering recommended interval of overhaul ) prescribed by
manufacturer / previous experience; has to strictly follow, and entry has to be
maintained in log books and other record books which state the compliance and
following of the system.
These equipment must be inspected and checked frequently for their operation.
Operating mechanism and linkages to inspect, to free and lubricate as and when
necessary.
Thus waste oil should be minimum collected. Such available oil should be burnt in
shipboard incinerator / given shore base facilities as the case may be. Incinerator to
be maintained to operate as per guidelines / rule and regulation laid down by
administration.
Ship’s bilges must be pump out only through shipboard approved oily water
separator.
Necessary spares/stores must be maintained at all times for both of these important
equipments as they play a major role in pollution prevention.
Above all Chief Engineer must encourage his crew in shipboard emergency drills. He
must provide guidance to his crew in condition / situation during the drills, so that task
can be finished in minimum time during drills, to prepare crew for emergency
situation.
In Emergency Situation :-
Ans. To comply with ISM code every ship must operate according to an established
safety Management system. The case of establishing a new QMS i.e. Quality
mgt. system generally known as safety mgt. system will arise in following
instances.
(i) To new ships on delivery.
(ii) When a company takes on responsibility for the operation of a ship
which is new o the company or
(iii) When a ship changes flag
In above cases an Interim safety mgt. certificate will be issued
for a period not exceeding 6 months by administration or an
organisation recognised by Admin. or at the request of Admin. by
another contracting govt. In special cases validity of this certificate may
be extended by 6 months from the date of expiry so, after joining a
vessel a CIE should make a action plan so that S.M.S. will be established
within stipulated time.
Establishing SMS on ship :
Establishing effective S.M.S. can only be done through co-
operation between ship and shore organisation Both the parties have
specific roles to do in establishing SMS safety management system
should include following functional requirements.
1. A safety and environmental protection policy.
2. Instructions and procedures to ensure safe operation of ships and
protection of environment in compliance with relevant internal and flag
state legislation.
3. Defined levels of authority and lines of communication between,
amongst shore and shipboard personal.
4. Procedures for reporting non conformities and accidents with provisions
of this code.
5. Procedures to prepare for and respond to emergency situations.
6. Procedures for internal audits and Management Reviews.
Role of Management Team Onboard in establishing SMS :
i) All senior officers on ship should get together for this purpose.
ii) SMS is ship specific so all the procedures for operations should be
designed considering the particular ship.
iii) Onboard Management should develop plans for various shipboard
operations. Specific instructions o carry out the various procedures
including checklist as appropriate for e.g.
Arrival/Departure port.
Bunkering operation
Various permits such as Hot-work/Cold-work.
Change of duty Engr/officers checklist
U.M.S. checklist.
Checklist for shallow water passage.
Handing over/ Table over of All Officers etc.
iv) Clear procedures with checklists to be developed for Emergency
situations that may arise such as flooding, grounding, fire, Main Engine
failure, Blackout, Steering Failure, etc. On board mgt. should establish
program for drills & exercises to prepare for emergency actions. Safety
mgt. system should ensure effective mobilisation of shipboard personnel
and resources to respond to the emergency.
v) To procedures for reporting Non-conformities, accidents and hazardous
situations to the company.
vi) Especially E/R team should contribute more in forming maintenance
procedures for shipboard equipment following points to be looked after.
i) inspections at appropriate intervals.
ii) Any nonconformity reported with possible course if known.
iii) corrective action taken.
iv) Records of the activities maintained.
vii) Critical Equipments should be identified the sudden failure of which may
result into hazardous situations. And plans prepared for ensuring the
reliability of such equipments for e.g. steering gear, Aux. Engines.
Mooring winches and windlass etc.
Role of shore Organisation in Forming SMS :
i) Company should designate a Designated person Ashore who can act as
link between ship & shore organisation.
ii) Company to ensure ship is manned with qualified, certificated and
medically fit officers & crew in accordance with Administrative and
international requirements.
iii) Company should establish and maintain procedures for identifying and
training which may be required in support of safety management system
and ensure such training is provided for all personnel concerned.
iv) Company to take part in formation of safety management manual which
describes SMS and helps in implementation of SMS.
Internal Audit :
Once a safety Management system is formed and SMS manual
developed with help of shore org. and ships senior management team,
company should carry out the internal audit of this SMS by an person,
independent of the areas being audited suggestions raised during this
audit should be considered and necessary improvements done in
existing SMS.
External Audit :
After satisfactory preparation, external verification by the
Administration of safety Mgt. system to be arranged by calling survey or.
He will carry out the surveys & audits of the ships SMS and after finding
it satisfactory he will issue a safety management certificate to the ship
valid for 5 years subjected to endorsement by intermediate verification.
These are the steps required to be carried out for establishing SMS on
the ship.
189
The ISM code identifies general safety management objectives. There objectives are :
1) To provide for the safe practices in ship operation of a safe working environment.
recently procured old sailing vessel means ISM code implementation on the ship
which is as follows.
The company should establish procedures for the preparation of plans and structure
including checklists as appropriate for key shipboard operations concerning the safety
of the ship and the prevention of pollution. The various tasks involved should be
defined and assigned to qualified personnel.
2) Emergency Preparedness :
SMS should include procedure ensuring that non conformities accident and hazardous
situations are reports to the company investigated and analyzed with the objection of
improving safety and pollution prevention. The company should establish procedure
for the implementation of corrective action.
iv) Regular listing of stand by equipments / systems that are hot in continuous
use.
v) The inspection and the measures refused to above should be integrated into the
ships operational maintenance routines.
5) Documentation :
i) Valid documents are available at all relevant locations.
iii) Obsolete documents are promptly removed the documents may be referred
so as the safely management normal & each ship should carry on board on
documentation relevant to that ship.
6) Company verification review & evaluation : The audit and possible corrective actions
should be carried out in accordance with documented produces. *How to achieve the
certificate in short targeted span.
Ship can only be operational with valid DOC (Document of compliance) used to a
company the DOC is only valid for the ship types explicitly indicated in the document.
The DOC shall be issued following verification that the SMS of the company complies
with the requirement of the ISM code. Since the company is not new it will be having
DOC.
2) New ship types are to be added to an existing DOC following verification that the
company has a safety management system that meets the objectives of the ISM such
as interim DOC is issued for a period not exceeding 12 months by the administration.
A copy of interim DOC should be placed on board and does not require to be
authenticated or certified.
2) When a company takes on responsibility for the operation of a ship which is new to
the company.
Such an interim SMC certificate issued for a period not exceeding 6 months by the
administration. In special cases ISMC can be further extended for period not exceeding
6 months from the date of expiry.
- The SMS provided by the company for the ship concerned includes key elements of
the ISM code & has been assured during the audit of DOC or IDOC.
- The company has planned the audit of the ship within 3 months.
- Master and officers are familiar with the SMS and the planned arrangements for its
implementation.
- Instructions which have been identified as being essential are provided prior to
sailing &
- relevant information on the safety management system has been given in a working
language & understood by the ships personnel.
190
Ans) Non Conformity: Means an observation where objective evidence indicate the non
fulfilment (non-compliance) of a specified requirement of the ISM Code or company SMS
Major Non-Conformity: Means a non conformity that possess a serious threat to personnel or
ship safety or serious risk o the environment and require immediate corrective action
In addition major non conformity include lack of effective and systematic implementation of the
requirement of the ISM Code.
Near miss situation: Any work carried out with lack of safe working practice which leads to
accident.
Non Conformity:
Example: Junior engine found not given proper familarisation and was unaware of his duties in
ship board emergencies
Corrective Action: The Jr. Engineer was now given proper familarisation with his duties and
responsibilities w.r.t safety and protection of the environment.
Preventive ….: The company established a procedure in their SMS manual to ensure that all crew
joining their ship must undergo induction training related to safety and protection of the
environment prior joining ship .
Additionally the new crew joining ship for the first time shall be undergo induction training in
order to familiarize w.r.t their duties prior to getting in to the job and the record of such
training shall be maintained both in company ship.
All this is achieved under the provision or guidelines provided in section 8.3 of ISM
Code.
4. Use of Ships relevant Information
1. In to contingency room limited information are available for ship specific such
as structural plans, stability information damage control, fire plans, ship
photographs.
2. In MSC (Marine Service Group) a library is maintained will all relevant m/c or
ship related informations for all ships will arranged and well managed and a
……………….
3. Detailed informations, manuals can be collected via MSG to get ship specific
guidelines.
4. Use of ship relevant guidelines information to emergency team helps them to
simulate the real scenario in the office.
5. Which in turn helps them taking right decision on time their response time will
be fast.
191
Following are the key clauses that all needed to be complied with
1. Safety and environmental protection policy-Establish a concise and clear aim
of SMS and outline a strategy and plan of action to achieve and maintain the
aim and implement the policy.
2. Company responsibility and authority- Personnel concerned with SMS on
shore and at sea should be given ananibiquous definitions of their
responsibilities and authority senior management should ensure that shore
and sea personnel are adequately qualified and experienced.
3. D/A- Should be suitably qualified and experienced should be independent of
the responsibility of implementation; should monitor safety and pollution
aspect of each ship, should have direct access to repair deficiencies to
highest level of management responsible for safety audits.
4. Masters responsibility and Authority- Clear guidance on masters responsibility
and authority on matters affecting the safety of crew environment the ship and
its cargo master’s overriding authority.
5. Resources and personnel- All personnels should be adequately qualified and
medically fit, familiar with their duties, must have adequate knowledge of
relevant rules, regulations, codes and guidelines. All personnels must be
adequately trained.
6. Development of plans for shipboard operations:
Companies should identify key operations and issue instructions on the manner
in which there re to be performed
Must develop plans for promotion of safety and prevention of pollution
Checklists for critical operations.
7)Emergency preparedness:
The company should have integrated ships and there contingency plan
1. ……… And duties of persons acting
2. Procedure for mobilization
3. Procedure to follow in response to different types of accidents and
hazardous occurrence
4. Procedures for establishing and maintaining contact between ship and
management
5. Availability of ship particulars, plans, stability inf safety and environment
protection equipment on board
6. List of names and tel nos of all relevant parties who may need to be
notified and consulted
7. Reporting methods
8. Reports and analysis of nonconformities, accidents and hazardous
occurrences
SMS IMPLEMENTATION
A classical approach to implementation of the ISM code in a shipping company,
namely consists of
1. Assessment of the existing system
2. Development of safety management controls design of controls
documentation
Implementing the SMS
3. Monitoring the SMS
Pro-Active monitoring
Re-Active monitoring
Ans) The ISM code or International management code for safe operations of ships
and for pollution prevention is divided in two parts.
Part A:- IMPLEMENTATION OF ISM CODE (It has 12 elements) 1 to 12
Part B:- CERTIFICATION AND VERIFICATION (It has 4 elements) 13 to 16
Clause or element 5 deals with masters responsibility and authority. It is as follows:
5.1) The company should clearly define and document the masters responsibility
with regards to
1) implementing the safety and environmental protection policy of the company
2) motivating the crew in observation of the policy
3) Issuing appropriate orders in a char and simple manner
4) Verifying that specified requirements are observed
5) Reviewing the SMS reporting its deficiencies to the shore based management
5.2) Company should ensure that the SMS operating on board the ships contains a
clear statement emphasizing masters authority. The company should establish in
SMS that the master has overriding authority authority and responsibility to make
decision with respect to safety and pollution prevention and to request the
companies assistance as may be necessary.
Clause 7 of cork deals with development of plans ship board operations. It states
that, the company shows establish procedures for establishment of plans and
instruction including checklist for key shipboard operation consuming the safety of
the ship and prevention of pollution. The various task involved should be defined
and assigned to qualified personnel.
With reference to the development of plans for key shipboard operation, the
international chamber of ship guidelines may be quoted as follows:
1) Emphasis should be placed on preventive action while maintaining ability o
respond and correct non-conformities or hazardous operation situations
should they occur
2) Continuing supervision and verification of complain is important
3) relevant national and international rules that govern certain aspects of theses
operations need to be incorporated into companies procedure
I.C.S has given a list of key shipboard operation some of which may not be
applicable for vessels conceived. Some important procedures have been described
below:
1) General
Shipboard organization
Functional responsibilities
Reporting procedures
Passenger control applicable
Communication between ship and companies
Inspection by master and senior officers
Alcohol and drug policy and procedures
Operational and maintenance instructions for equipments unless provide
separately
2) Ships at Port
Accepting cargo and passenger
Loading and discharging procedures
Harbour writes and patrols
Accidental spillage of ships bunkers
Response to pollution incidents
3) Preparing for Sea
Verification of passenger numbers, when applicable
Ckeck and record draughts
Securing cargo hatches and all openings on hull
Tests of engine, steering gear, navigation and communication equipment
generator, emergency lighting and anchoring equipment
Verification that uptodate nautical charts and publication are carried SOLAS
CH V-Reg 20
4) Ship At Sea
Bridge and engine room watchkeeping arrangements
Special requirements in bad weather and fog
Radio communication inclusive use of VHF
Manouvering data, unhso provided saperately
Security patrols
Discharge into sea of oily water from machinery spaces cargo residues from
oil tankers, noxious liquid substances and garbage
Note : The above list is not exhaustive and may be varied to take account of the
circumstances of the particular ship or its operation
The operation documentation should include the statement that its context do not
remove the masters authority o take such steps and issue any orders, whether or not
they are in accordance with the contents of the documentation, which are considered
to be necessary for the preservation of life, safety of the ship or the prevention of
pollution.
194
194. With reference to ISM Codes explain (i) Non Conformity (ii)
Accident (iii) Hazardous Occurrence (iv) Disclaimer. What are the
salient features and objective of SMS Documentation? What are
Software and Hardware considerations for meeting objective under the
Code?
OBJECTIVES OF SMS
To provide for safe practices in ship operation and safe working environment
To establish safeguard against all identified risks
To continuously improve the safety management skills of personnel ashore
and onboard ships including preparing for emergencies related with to safety
and environmental protection
Changes to the documents are reviewed and approved by authorized personnel and
195. Under ISM certification explain (i) DOC (ii) Short term DOC (iii)
Interim DOC (iv) Full Term DOC (v) SMC (vi) Short Term SMC (vii)
Interim SMC (viii) Full Term SMC. Briefly explain the significance of
issuance of each certificate stated above, specifying the condition for
all.
Ans.(i) DOC: The ship should be operated by a Company which has been issued
with a Document of Compliance or with an Interim Document of Compliance.
The Document of Compliance is only valid for the ship types explicitly indicated in
the document. Such indication should be based on the types of ships on which the
initial verification was based. Other ship types should only be added after verification
of the Company’s capability to comply with the requirements of this Code applicable
to such ship types. In this context, ship types are those referred to in regulation IX/1
of the Convention.
A copy of the Document of Compliance should be placed on board in order that the
master of the ship, if so requested, may produce it for verification by the
Administration or by an organization recognized by the Administration or for the
purposes of the control referred to in regulation IX/6.2 of the Convention. The copy of
the Document is not required to be authenticated or certified.
It may be issued by a recognized organization after auditing till the certificate gets
endorsed by the flag state. It may also be issued incase a time period is given to
eliminate a non compliance.
(iii) Interim DOC: An Interim Document of Compliance may be issued to facilitate
initial implementation of this Code when:
(iv) Full Term DOC: Before the expiry of the company’s Interim DOC, the initial
verification audit by the issuing body must be successfully completed.
Initial verification:
1. The company must apply for ISM Code certification with the issuing body.
(v) SMC:
The Safety Management Certificate should be issued to a ship for a period which
should not exceed five years by the Administration or an organization recognized by
the Administration or, at the request of the Administration, by another Contracting
Government. The Safety Management Certificate should be issued after verifying
that the Company and its shipboard management operate in accordance with the
approved safety management system. Such a Certificate should be accepted as
evidence that the ship is complying with the requirements of this Code.
The validity of the Safety Management Certificate should be subject to at least one
intermediate verification by the Administration or an organization recognized by the
Administration or, at the request of the Administration, by another Contracting
Government. If only one intermediate verification is to be carried out and the period
of validity of the Safety Management Certificate is five years, it should take place
between the second and third anniversary dates of the Safety Management
Certificate.
It may be issued by a recognized organization after auditing till the certificate gets
endorsed by the flag state. It may also be issued incase a time period is given to
eliminate a non compliance.
2. when a Company takes on responsibility for the operation of a ship which is new
to the Company; or
Such an Interim Safety Management Certificate should be issued for a period not
exceeding 6 months by the Administration or an organization recognized by the
Administration or, at the request of the Administration, by another Contracting
Government.
.2 the safety management system provided by the Company for the ship concerned
includes key elements of this Code and has been assessed during the audit for
issuance of the Document of Compliance or demonstrated for issuance of the Interim
Document of Compliance;
.3 the Company has planned the audit of the ship within three months;
.4 the master and officers are familiar with the safety management system and the
planned arrangements for its implementation;
.5 instructions, which have been identified as being essential, are provided prior to
sailing; and
(viii) Full Term SMC: A Full-Term SMC can be issued only on the basis of a Full-
Term DOC - not on the basis of an Interim DOC. A Full-Term SMC can be issued
after assessing the ship for compliance with SMS.
196
196. State the action taken by a survey society towards handling of an ISM
certificate in case (I) When a major non-conformity is found (ii) When non-
conformities are found (iii) When extension of the certificate is requested for
(iv) When revision of an entry for a certificate is requested for. Under what
circumstances may SMC and DOC be invalidated.
Ans. As per ISM, a major non conformity is defined as an identifiable deviation that poses a serious
threat to the safety of personnel or to the ship or a serious risk to the environment
and requires immediate corrective action & include the lack of effective and
systematic implementation of a requirement of the ISM code.
A major non conformity can arise where there has been a serious breach of the SMS such as
failure to under take management reviews or internal audits or perhaps a vital piece of
machinery or technical system has been left out of SMS.
If might also include a failure to implement properly the SMS. For example : where crew
member make a tick mark of fill a form to show that maintenance is being carried out but
without actually performing the maintenance or reporting defects
i) When a major non conformity is found if can lead to either SMC or DOC or both being
withdrawn or becoming invalid.
ii) Any non-conformity from precious external audit for which corrective action has not been taken
within specified time period shall be recorded a major non -conformity and a major non-
conformity can lead to withdrawal or invalidation of both smc and doc.
iii) Reasons for which a Doc may become invalid / withdrawn :
a) Corrective action are not taken within the agreed time period.
b) A periodical verification is not requested.
c) A renewal assessment is not undertaken as required.
d) Applicable amendments to the ISM code are not taken info account.
e) There is an evidence of an unresolved existing major non conformity
f) Cancellation is requested by the doc holder.
g) Substantial modification to the sms is not notified to the administration and rectified by
the auditor.
iv) Reasons for which smc may become invalid / withdrawn include
1) Any condition as mentioned below are not met
existence of a Doc (not interim doc) valid for that type of ship.
maintenance of compliance with the requirement with national / and international
regulatory requirements.
Maintenance of valid statutory certificate.
2) Corrective action are not completed with the agreed time period
3) A periodical verification is not carried out.
4) A renewal assessment is not undertaken as required.
5) There is an evidence of an existing major non-conformity.
6) Cancellation is requested by the Doc holder.
7) Substantial modification to the sms is not modified to the maritime Administration &
verified by the Auditor.
iv) INTERIM DOC : An interim Doc may be issued to facilitate initial implementation of the Ism
code in cases where compliance with Ism code is a new requirement or where changes to the
company administration or its operations have rendered the existing certificate in appropriate
for example when a company is newly establish or where new ship types are added to the
existing Doc.
An interim Doc valid for not more than 12 months may be issued to a company following a
demonstration at the company premises that the company has a documented sms which
address all elements of the ism code & that plans exists for its implementation throughout the
organization and its fleet within the period of validity of the interim Doc. the purpose of such
implementation may be reviewed and verified at regular intervals during the validity of the
interim doc. It is required that the company demonstrates plans to implement a sms, meeting
the full requirement of the Ism code within the period of validity of interim Doc.
197
197. Classify the type of ISM Audits conducted for a shipping company and of a
ship emphasising its timing. Explain what is meant by follow up audit.
Ans. Audits of safety management system are essential for the certification process. The
certification process relevant to a Document of Compliance for a company and a safety
management certificate to a ship(SMC) will involve the following steps:-
1) Initial Audit
2) Annual Audit or Intermediate Audit
3) Renewal Audit
4) Follow – up Audit
These audits are carried out at the request of the company to the Administration or to
the Organisation recognised by the Administration to perform certification functions under the
ISM code, or at the request of the Administration, by another contracting Government to the
Convention.
1) Initial Audit:- The purpose of initial audit is to verify that a company or a ship complies with
the requirements of ISM code. The audit includes verifying the conformity of the company’s
safety management system with the requirements of ISM code, including objective evidence
demonstrating that the same has been in operation for at least 3 months and that a safety
management system has been in operation onboard at least one ship of each type operated by
the company for at least 3 months.
On satisfactory completion of the assessment a DOC will be issued to the company. Also as
each ship is assessed, a Safety Management Certificate will be issued to the ship.
Guideline as regard the audit process are given in IMO Resolution A913(22): Revised
Guidelines on Implementation of the ISM code by Administration. As per the above, the audits
are broadly divided in to two parts.
i) Internal Audit
ii) External Audit
As per the resolution A912(22), internal audit of a shipping company and a ship is a pre –
requisite for an external audit for the certification for DOC and SMC.
Internal Audit: An internal audit is carried out by an organisation on itself, using one of their
own staff or a specialist and qualified sub-contractor as the appointed auditor. In simple terms
it is self verification.
External Audit : Normally carried out by a Certification body, Statutory body or suitable
independent body for the purpose of some form of approval, endorsement or as a
requirement for fulfilling mandatory requirement. The third party is a body which ought to
have no direct interest or relationship with the organisation to be audited.
If only one intermediate audit is to be carried out it should take place between the
second and third anniversary dates of the issue of Safety Management Certificate.
Renewal Audit : Renewal audits are to be performed before the validity of DOC or SMC
expires. The renewal audit will address all the elements of the SMS and the activities to which
the ISM requirement of ISM code apply. Renewal audit may be carried out from six months
before the date of expiry of DOC of SMC, and should be completed before their date of expiry.
198
DOC for a Company and SMC to a ship are issued which normally involve the following steps:
(i) Interim verification: Audit is carried out for a newly established company entering the
industry or when a new ship type is added to an existing DOC (normally issued for 12
months). Interim SMC audit is carried out for a newly acquired ship, when a company
takes on responsibility for the management of a ship which is new to them (normally SMC
is issued for a period of 6 months extendable for a further period of 6 months in
exceptional case.
(ii) Initial verification: The initial verification for issuing a DOC to a company consists of the
following steps:-
1) Document Review:- In order to verify that the SMS and any relevant documentation
comply with the requirements of the ISM Code the auditor is to review the Safety
management manual.
2) Company Audit:- In order to verify the effective functioning of the SMS, including
objective evidence that the company’s SMS has been in operation for at least 3 months on
board at least on one ship of each type operated by the company.
The initial verification for issuing an SMC to a ship consists of the following steps:-
5) Verification that the company DOC is valid and relevant to the type of ship and the
other relevant provisions of paragraph 13 ( Certification and periodical verification) to
the ISM Code are complied with. Only after onboard confirmation of the existence of
valid DOC can the verification proceed.
6) Shipboard audit: In order to verify the effective functioning of the SMS including
objective evidence that the SMS has been in operation for at least 3 months on board
the ship. The objective evidence shall include records from the internal audits
performed by the company.
(iii) Periodical Verification:-
(1) Periodical Safety Management audits are to be carried out to maintain the validity of
the DOC and or SMC. The purpose of these audits in inter alia, to verify—
(4) Intermediate verification shall take place between the 2nd & 3rd anniversary dates of
the SMC.
(iv) Renewal Verification:- Renewal of the DOC for further period of 5 yrs shall include
assessment of all the elements of the SMS regarding its effectiveness in meeting
the objectives specified in ISM Code. Renewal of the SMC for the further period
of 5 yrs shall include assessment of all the elements of the SMS/ISM Code
pertaining to that ship and verification of their effectiveness.
If there is substantial modification in shore or ship board SMS, the company shall
notify it to administration and then the modified SMS shall be reviewed with the
Code requirements and if necessary be confirmed by additional verification
commensurate with the nature of the modification.
If ship board audit couldn’t be completed due to ship departure time, further audit
has to resume on next port. A SMC shall not be issued, endorsed or renewed
unless all major non-conformities have been resolved, i.e. fully rectified by the
company and verified by the auditors. A short term certificate may be issued at
the closing of an ISM audit to cover the period till a full term certificate is issued.
199
199. List ISM Certification, explain the key clauses, which are needed to be
complied with? State the factors and commitment from a Chief Engineer and
company to have SMS implemented successfully on board ship.
Designated person(s)
To ensure the safe operation of each ship and to provide a link between the company
and those on board every company as appropriate should designate a person or
persons ashore having direct access to the highest level of management. The
responsibility and authority of the designated person or persons should include
monitoring the safety and pollution prevention aspects of the operation of each ship
and ensuring that adequate resources and shore based support are applied as
required.
Masters Authority and responsibility
The company should clearly define and document the master’s responsibility with
regard to:
Implementing the safety and environmental protection policy of the company
Motivating the crew in the observation of that policy
Issuing appropriate orders and instructions in a clear and simple manner
Verifying that specified requirements are observed and
Reviewing the safety management system and reporting its deficiencies to the
shore based management
The company should ensure that the safety management system operating onboard
the ship contains a clear statement emphasizing the master’s authority. The
company should establish in the safety management system that the master has the
overriding authority and the responsibility o make decisions with respect to safety
and pollution prevention and to request the company’s assistance as my be
necessary.
Resources and Personnel: the ISM code recommends that all the personnel involved
in the safety management system possess the qualifications required for the post
occupied but they must communicate in a working language that everyone
understands and training must be given to all personnel concerned depending on
their requirements. The company must first ensure that the master has the
qualifications required for command. This includes a complete knowledge of the
company’s safety management system and the support necessary to perform his
takes with regard to safety.
Development of plans for shipboard operations: The company should establish
procedures for the preparations of plans and instructions including checklists as
appropriate for key shipboard operations concerning the safety of the ship and the
prevention of pollution. The various tasks involved should be defined and assigned
to qualified personnel.
Emergency preparedness: The company should establish procedures to identify
describe and respond to potential emergency shipboard situations. The company
should establish programmes for drills and exercise to prepare for emergency action.
The safety management system should provide for measures ensuring that the
company’s organisation can respond at any time to hazards accidents and
emergency situations involving its ships.
Reports and analysis of no-conformities accidents and hazardous occurance: The
safety management system should include procedures ensuring the non-
conformities accidents and hazardous situations are reported to the company
investigated and analysed with the objective of improving safety and pollution
prevention. The company should establish procedures for the implementation of
corrective action.
Maintenance of the ship and equipment: The ISM code recommends examination
of the ship and its equipment through inspections and making sure appropriate
corrective actions are taken. This approach should be complemented on board ship.
Documentation: The ISM code recommends the drafting and maintenance of
procedures to enable the monitoring of all the documents and information relating
to the safety management system.
Company verification, review and evaluation: The company should carry out
internal safety audits to verify whether safety and pollution prevention activities
comply with the safety management system. The company should periodically
evaluate the efficiency of and when needed review the safety management system in
accordance with procedures established by the company. The audits and possible
corrective actions should be carried out in accordance with documented procedures.
Personnel carrying out audits should be independent of the areas being audited
unless this is impracticable due to the size and the nature of the company.
Certification verification and control: The ISM code recommends that a certificate
subject to checks and controls is issued to any company and any ship which satisfies
the specifications of the ISM Code. For the company its called the document of
compliance and for a ship its called the safety management certificate.
Factors for successly implementing the safety management system on board: The
ISM code lists the requirements needed to achieve certification and recognition of
the management system for safety and protection of the environment as
implemented by the company.
Commitment: Management commitment is the point of departure towards the
policy it intends to implement. Without this commitment nothing can result. Similar
commitment is expected from various head of departments and master of vessel to
successfully implement the safety management system.
Skills: Today in a world of international competition we need skilled personnel at
all levels of the organization. This is a matter of survival.
Attitude: The world and working relationships are constantly evolving. People have
to learn to work as a team considering everyone at each level as a partner rather
than, say a subordinate who simply has to obey orders.
200
201. 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 shipbard
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
© Navigation equipment
202. List the objectives of an ISM Internal Audit of a ship. How an internal audit
helps in External Audit of a vessel? Name the salient issues addressed in
the Internal Audit and the persons responsible to carry out the same.
Ans. Internal audit is carried out to verify whether the various elements of the Safety
Management System of the organization are effective and suitable, in achieving
the stated management objectives.
The auditor should check:-
Plans / procedures are being followed
Laws and regulations are being followed
Records / Documentations are being maintained to provide adequate and
accurate information
Deficiencies are identified and corrective action taken
Personnel are familiar with the use of SMS
As per ISM Code Part A element 1.4, Functional Requirement for a
Safety Management System are to be taken in consideration during the Internal
Audit. If any deficiency is found can be corrected regards to:-
(a) Procedures (b) Personnel (c) Non-conformity (d) Corrective action
How Internal Audit helps in External Audit:-
The Internal Audit is carried out as per the procedure laid down in
company’s SMS at regular interval(functional requirement of SMS as per
ISM Code Part A 1.4)
It is conducted by company’s person who is other than the field of auditee
Any deficiency found can be corrected as per procedure laid down in
company’s field
If any deficiency found, concerned responsible person is informed
By this all documents, displays, procedures, emergency equipments etc.,
are checked for proper order
As it is only company matter so time is not the issue.
By this it can be said that internal audit is helpful for external audit.
Salient issues addressed in the internal audit are:-
About safety and environment protection policy
Instruction and procedure to ensure safe operation of ships
Level of authority and lines of communication between shore and
shipboard personnel
Procedures for reporting accidents and non-conformities
Procedures to prepare for and respond to emergency situations
Company’s DOC validation
Person who carry out the Internal Audit is Company’s man and most probably
from ISM cell.
D.P. is the responsible person for carrying out / organizing the internal as well
as the external audit
The audit is carried out by a competent person belonging to the department
other than the field being audited. He must have gone through the auditor
courses and must be trained. He must be familiar with the company
procedure with regards to:-
--- Conducting audit
---- Corrective action and procedure
203
The ISM Code Section 12 (company verification, review and evaluation) make it
mandatory to maintain and control the shore and ship based safety management
system.
Objective Of Internal Audit:-
a) Internal Audit are conducted for self-evaluation of the safety management
system on board.
b) Whether company’s 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 company’s
SMS at regular intervals by competent person/persons.
2) Any deficiency found can be corrected as per procedure laid down in SMS.
The deficiency is generally conveyed to the responsible person, who in
turn takes corrective action for the same.
Internal Audit is conducted as the same strength and intensity as External
Audit and off course before the occurrence of an External Audit.
Any deficiency/non-conformity which would have been left un-attended or
un-addressed till the time of External Audit, thus will be brought up and
corrective action procedure laid down for, during the Internal Audit’s
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 company’s 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 one’s
safety.
204
Ans. The purpose of ISM Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention
The Assembly adopted Resolution A 443 (XI), by which it invited all
governments to take the necessary steps to safeguard the ship master in the
proper discharge of his responsibilities with regard to maritime safety and the
protection of the marine environment.
The cornerstone of good safety management is commitment from the top in
matters of safety and pollution prevention. It is the commitment, competence,
attitudes and motivation of individuals at all levels that determine the end result.
(a) Role of Company Office :- As per the ISM Code the company should
establish a safety and environment protection policy and ensure that the
policy is implemented and maintained at all levels of the organisation
The Company should define & document the responsible authority and inter
relationship of all personal related to and affecting safety and pollution
prevention.
The Company should designate a Designated person ashore (DPA) having
direct access to the highest level of management
The Company must define the masters authority & responsibility and ensure
that the master and all other personnel are properly qualified for the job and
fully conversant with the company safety management system.
The Company should establish procedures, instructions and checklists for
key shipboard operations.
The Company should establish procedures to identify, describe and respond
to potential emergency situations.
The company should establish procedures to ensure that the ship is
maintained in conformity with provisions of the relevant rules and regulations.
The Company should establish and maintain procedures to control all
documents and data which are relevant to the safety management system
The Company should carry out internal safety audits to verify safety and
pollution prevention activities comply with the safety management system.
(b) Advantages of drills and exercises :-
ISM Code element 8 deals with emergency preparedness and states that the
Company should have an integrated ship and shore contingency plan comprising
of
Composition and duties of a person
Procedure for mobilisation
Procedures to follow in response to different types of accidents/hazardous
occurrences
Procedures for establishing and maintaining contact between ship and
company office
Availability of ship particulars, plans, stability information, safety and
environment protection equipment on board.
List of contact names & telecommunications details of all relevant parties
who may need to be notified.
Reporting methods for both ship and shore based management.
Procedures for notifying and liaising with next of kin of persons on board
Back up arrangements for company’s initial response in the event of
protected emergency
Procedures for issuing info bulletins and answering queries from the media
and public
1) Drills and exercises are important as they ensure all persons are well aware
of their duties and responsibility in case of an actual emergency.
2) Drills develop confidence and competence of personnel who may be
involved in actual emergencies.
3) Drills familiarise ship and shore personnel with company’s documented
procedures
4) And finally it is only by conducting drills and exercises that one can verify
the suitability of the company’s procedures; consequently shortcomings can
be found out and rectified.
(c) Documented Procedure :-
ISM Code element No. 7 “Development of plans for shipboard operation” :-
The Company should establish procedures for the preparation of plans and
instructions, including checklists as appropriate, for key shipboard
operations, concerning the safety of the ship and the prevention of pollution.
The various tasks involved should be defined and assigned to qualified
personnel
(d) Management Review :-
ISM Code Element No.12 ( Company verification, Review and Evaluation
)
1) The Company should carry out internal safety audits to verify whether
safety and pollution prevention activities comply with the safety
management system.
2) The Company should periodically evaluate the efficiency of and, when
needed, review the safety management system in accordance with
procedures established by the Company
3) The audits and possible corrective actions should be carried out in
accordance with documented procedures.
4) Personnel carrying out audits should be independent of the areas being
audited unless this is impracticable due to the size and nature of the
Company
5) The results of the audits and reviews should be brought to the attention
of all personnel having responsibility in the area involved.
6) The management personnel responsible for the area involved should
take timely corrective action on deficiencies found.
205
(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 favourable 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
(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
(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
. ISM code means the International code for safe operation of ship and for pollution prevention. ISM
code addresses the responsibilities of the people who manage and operate the ships. It
provides an international standard for the safe management and operation of ships and
for pollution prevention.
The application of the ISM code should support and encourage the development of a
safety culture in shipping. Success factors for the development of a safety culture
include commitment, values and beliefs.
The code also requires a SMS to be established by the "company" Which is defined as
the ship owners or any person such as manager or bare boat chatterer who has assumed
responsibility for operating the ship.
The company is then required to establish and implement a policy for achieving the
objectives of SMS. This includes providing the necessary resources and shore based
support.
Objectives of the ISM code are
1) To ensure safety at sea, prevention of human injury or loss of life and avoidance of
damage to the environment in particular, marine environment and to property.
2) To provide for safe practices in ship operation and a safe working environment.
3) To establish safeguards against all identified risks.
4) To continuously improve safety management skills of personnel, including preparing for
emergencies.
The SMS should ensure compliance with mandatory rules and regulations, that the
applicable codes, guide lines and standards recommended by the organisation,
Administration and classification societies are taken into account.
Functonal requirement for SMS :
A safety and environment protection policy.
Instructions & procedures to ensure safety and environmental protection.
Defined levels of authority and lines of communication between and amongst
shore personnel and ship board personnel.
Procedures for reporting accidents and non-conformities.
Procedures for responding to emergencies.
Procedures for internal audits and management review.
Planned Maintenance Program : is aimed at achieving the following.
Safety, quality and efficiency
Standardized maintenance scheme for the fleet.
Phase & balanced overhaul intervals.
Prevention of break-down of machinery /equipment.
Optimization of man-power, machinery and cost.
Control of spare parts and stores inventory on board.
A Standard Maintenance Scheme shall cover the following :
207. 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. In ISM code ‘section 1’
– “company” means the owner of the ship or any other organization or management,
or the Bareboat charterers who have assured 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. Companies should
identify key ‘shipboard operations’ and issue instructions on the manner 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 Shipboard organization
2. Ship in Port
5.3 Pilotage
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
208. Illustrate (i) Maintenance Plan (ii) Repair Plan (iii) Spare Part
Procurement Plan as required under Planned Maintenance. State the
activities required towards establishing a spare part history. Highlight the
related ISM clauses and discuss how at best they could be implemented
for the best advantage of a “Engine room Planned Maintenance System”.
Ans. Maintenance plan under planned maintenance: It covers the following:-
Under protection & maintenance, items covered are descaling & painting of decks ,
Tank Tops, Cargo holds , Decks Equips, hull external, all tanks including D.B. tks ,
Protection of pipe lines, Cleaning up of tanks, bilge washing and painting of
accommodation & m/c bulkheads.
Under protection maintenance, Items, covered , are draw cards, Indicator cards,
Crank shaft deflection, brg. Clearance, analysis of boiler water, cooling water, fuel
and lubricants.
Under schedule of testing of alarms & critical safety alarms, items are audio
& visual alarms, cut-outs and auto start of equipment, navigation light failure
function and lamp test of alarm panel.
This plan will be based on the project operational requirements and the inventory figures of various item.
The indents shall generally forwarded to the superintendent on a 6 monthly basis in during Jan. & July of
every year.
Take inventory every month, so as to find out the total consumption of spares
and ROB of spares.
As per planned maintenance check the running hours/running intervals & compare
parts consumed during that period of maintenance so for certain maintenance no. of
parts consumed can be found out for that particular period.
These requirements apply to the maintenance of the full, the deck machinery and
L.S.A. & FFA as they do to E/R items.
Externally generated records eg. class records , reports & certificate , statutory
records , P.S.C report to be maintained .
As discussed above , ISM clauses could be implemented for the best advantage of
a ‘ E/R P.M.S.’
209
209. As a Chief Engineer you have joined a vessel which is about to undertake
a six month round voyage. Underline and describe the key issues that you
will inspect, check, prepare, establish and maintain towards proper
Planned Maintenance of Engine Room and associated areas under ISM
Codes.
Ans. 1) Read the handing over notes of previous chief engineer thoroughly
2) Fuel oil, diesel oil, gas oil & lub oil soundings to confirm the actual figures
match with the log book figures before taking over from outgoing C/E.
3) Voyage requirements to be ascertained
4) Bunkers expected
5) Consumption patterns; any special instructions for same
6) Check oil record book
7) Overdue certificates, surveys if any
8) Status of main and auxiliary machinery
9) Since PMS is on the basis of running hours and time based, so record of
running hours should be collected & checked from outgoing C/E
10) Spares: Check whether inventory is updated. There should be minimum no.
of spares stock available on board at all times, for carrying out maintenance
as per PMS. If no. of spares are not enough, then indent should be raised at
the earliest.
11) Stores: Since the vessel is going on a long voyage, so required stock of
stores should be available on board. Inventory should be updated.
Requisition should be raised asap.
12) Pollution prevention equipment like OWS, Sewage Plant, Incinerator and
associated pumping systems are in order
13) Be familiar with the vessels sailing program
14) Check inventory of all important special and precision tools on board.
15) Port State Control inspection records to be checked
16) Readiness for Port State inspection
17) Check all files and records
18) Check maintenance records carried out by the ship staff/workshops.
19) The maintenance carried out during each month shall be entered in the log
abstract; & forwarded to the concerned superintendent at the end of every
month. Renewal of major components, breakdown repair, detection of any
cracks, other defects to be highlighted in the above abstract.
20) Complete set of drawings and instruction books/manuals as per the
acceptance protocol shall be kept and indexed. In case of any structural
change, modifications, renewal, retrofit or decommissioning of any
equipment, the records shall be suitably amended with the concurrence of
the concerned superintendent.
21) Random testing of alarms & critical safety devices should be carried out.
Audio-visual alarms/cut-outs and auto starting of equipments, wherever
provided shall be tested. Simulation test such as L.O. pressure, low cool
water pressure, cut-outs, boiler water low alarm and low-low water cut-out
should be checked regularly. Alarm devices should not be bypassed under
normal running conditions; but if bypassed due to some reason, all
concerned personnel should be informed.
22) Check the records of CSM(Continuous Survey of Machinery) & equipment
certificates as well as original makers certificates as per the acceptance
protocol. C/E should make sure that all the certificates under his charge are
in order and valid. If any deficiency is found, it should be reported to the
superintendent.
23) Check all engineer officers are familiar with PMS operations of all
equipments & operations of all safety equipments, & Safety & Environmental
Protection Policy of the company and they are strictly following it.
210
International Management Code for the safe operations of the ships and for pollution
prevention, addresses the responsibilities of the people who manage and operate
ships and provide an international standard for the safe management and operation of
ships and for pollution prevention. The application of the ISM Code should support and
encourage the development of safety culture in shipping. The code establishes safety
company.
The company is required to establish and implement a policy for achieving these
necessary and important objectives. This includes providing the necessary resources and
OBJECTIVES :- Codes ensure safety at sea, prevention of human injury or loss of life
and incidence of damage to the environment in particular. to the marine environment and to
property.
environmental protection.
Planned management programme for propulsion engines. Maintenance policy to carry out the
periodic and timely maintenance so that –
MAINTENANCE STRATEGIES
In this arrangement, the equipment is left untouched until a breakdown occurs, i.e. fix it when
it fails. At the time of breakdown, the equipment is replaced or repaired and any other
DISADVANTAGE
1) A serious breakdown of equipment may cause sufficient down-time to put the ship out
of commission until it’s required repair carried out.
5) Large spares stock is required as failure is uncertain, and thus unnecessary wastage of
investment
6) Provision of standby plant is required to avoid sudden failure of operations due to breakdown.
7) Breakdown may be of intensive nature and a specialist may be required which delays the
repair time and increase wastage of money.
The word breakdown here should be taken to include a situation where the efficiency of the
The maintenance system is provided by the company and an advise by the ship staff
it is modified to ship specific. The guidelines are given by safety management system
manual.
- data of running hours or time elapsed from last overhaul & total running hours of
equipment.
211. Give the specific requirements under ISM Codes defining (i) Company Objectives (ii)
Designated persons (iii) Resources and personnel (iv) Reports and analysis of non-
conformities, accidents and hazardous occurrences (v) Documentation (vi) Company
verification, review and evaluation. Establish the relation between above-mentioned factors
with respect to maintenance of the ship and its equipments.
(i) Safety management objectives of the company are to provide safe practices in ship
operation and a safe working environment.
To establish safe guards against all identified risk
To continuously improve safety management skills of personnel ashore and aboard ships,
including preparing for emergencies related both to safety and environment protection.
Given the necessary support so that the master’s duties can be safety performed.
2. The company should ensure that each ship is manned with qualified certificated and
medically fit separates in accordance’s with national and international requirement.
3. The company should establish procedures to ensure that new personnel and personnel
transferred to new assignment related to safety and protection of the environment are
given proper familiarization with their duties. Instructions which are essential to be
provided prior to sailing should be identified documented and given.
4. The company should ensure that all personnel involved in the company safety management
system have an adequate understanding of relevant rules, regulation, codes and guideline.
5. The company should establish and maintain procedures for identifying and training which
may be required in support of the safety management system and ensure that such training
is provided for all personnel concerned.
6. The company should establish procedures by with the ships personnel receive relevant
information on the safety management system in a working language or language
understood by their.
(v) Documentation.
1. The company should establish and maintain procedures to confirm all documents and data
which one relevant to the sms.
2. The company should ensure that.
Valid documents are available at all relevant locations.
3. The documents used to describe and implement the safety management system may be
referred to as the safety management manual documentation should be kept in a form that
the company considers most effective. Each ship should carry on board all documents
relevant to the ship.
1. The company should carryout internal safety audits to verify whether safety and pollution
prevention activities comply with the safety management system.
2. The company should periodically evaluate the efficiency of and when needed, review the
safety management system in accordance with the procedures established by the company.
3. The audits and possible corrective action should be carried out in accordance with
documented procedure.
4. Personnel carrying out audits should be independent of the areas being audited unless this
is impracticable due to the size and the nature of the company.
5. The result of the audits and reviews should be brought in the attention of all personnel
having responsibility in the area involved.
6. The management personnel responsible for the area involved should take time by corrective
action on deficiencies found maintenance of the ship and equipment.
1. The company should establish procedures to ensure that the ship is maintained in
conformity with the provision of the relevant rules and regulations and with any additional
requirement which maybe established by the company.
2. In meeting these requirements the company should ensure that inspections are held at
appropriate intervals.
Any non conformity is reported with it s possible cause if known
Appropriate corrective action is taken and record of these activities and maintained
procedure should be developed to ensure that maintenance survey repairs and dry docking
are carried out in a planned and structural manner with safety as a priority. All personnel
responsible for maintenance should be suitably qualified and familiar with national and
international registration as well as classification society requirement. The shore side
management team ashore shall provide technical support and advice to the sea going staff.
Maintenance procedures must also include work instruction to ensure that machinery or
system undergoing maintenance have been rendered safe prior to starting work to that
system under pressure such as engine costing water, oil fuel and steams system have been
securely isolated and do pressurized .
The company should arrange for inspection of it vessels to be carried out of regular
intervals. These inspections should be executed in compliance with the appropriate
procedures by competent and qualified personnel. Records of maintenance inspections,
certificates and reposts may be maintained both on board ship and ashore if considered
appropriate by the company.
There should be procedures for reporting non conformities and deficiencies that should
include a time scale for completion of corrective action. It is the company’s responsibility to
ensure that reports are investigated and feed back provided to the reporting officer. The
company should be seen to be providing support to enable the sms to function effectively.
It is the company’s responsibility to identity critical system and equipments once the critical
systems have been identified procedures should be developed to ensure reliability of their
systems or the provision of alternative arrangements in the events of sudden failure. The
procedures implemented should include the regular testing of stand by system in order to
ensure that one failure does not result in the total loss of that critical function maintenance
routines should include the regular and systematic testing of the all such critical and stand
by systems.
212
Maintenance Plan :
A maintenance plan should be such that it provides an efficient service
at optimum cost. It is to be designed in a way to keep every machinery
to an acceptable standard.
Objectives of maintenance plan should be :
a) Ensure ready availability of the equipment.
b) To ensure adequate level of equipment efficiently (least Down Time)
c) Above objectives should be achieved at an optimum cost.
ISM code and planned Maintenance :
ISM code element IO deals with the maintenance of ship and equipment.
10.1 Company procedures for maintenance.
10.2 To meet above requirements company should ensure that.
i) Inspections at appropriate intervals.
ii) Nonconformities reported with possible causes.
iii) corrective action taken.
iv) Record of all above maintained.
10.3 Identification of critical equipment and it’s maintenance.
A efficient and successful maintenance program can be designed
and implemental on board by considering above mentioned guidelines
mentioned in ISM code.
Following key features should be considered when making &
implementing PMS on board ship.
1. Corrective Action Process :
Propose Solutions
Evaluate solutions
Implement solution
Evaluate Effectiveness
Effective In effective
Close
214. The vessel where you are posted is about to enter dry dock. State the
coordination and exchange of information necessary with the Master of
the vessel for entering the dock. Also list the necessary preparedness
required along with the delegation of responsibilities to the engineers of
the vessel. Enlist the inspection and co-ordination you will make wit the
dry dock authorities for dry-docking of the vessel.
Co-ordination & exchange of information necessary with the master of the vessel for
entering the dry dock:- It is imperative that the Chief Engineers and the Master stick to
the detailed dry- clocking plan and co- ordinate and exchange information to reaffirm the
plan prepared along with the superintendent.
This plan will also include arrival conditions, list , trim and draught, ROB of fuel, fresh
– water and ballast(if any). Specification of requirement for shore electric supply, fire
main, cooling water for air – conditioning, sewage plant discharge details.
Inspection & co-ordination to be made with dry dock authorities for dry docking of the
vessel:-
- Chief Engineers shall ensure that the ship/ yard communications shall be
established and understood for any emergency.
- VHF channel and telephone number of shore emergency stations like fire
brigade, ambulance shall be noted down by all concerned and displayed on
notice board at the gangway, engine room and the control room.
- Requirement of main engines, auxiliary equipments for necessary services.
- Safety of E/R machinery and officers alike
- Contingencies for fire or other emergencies in dry dock including fire patrol
- Procedures for use of shore power including limitations
- Procedures for use of ship / yard toilets
215
Ship repair management and its objectives: The master C/E should always try o
carry out repairs and maintenance of routine nature by utilizing expertise, kill,
equipment and material on board.
In case shore workshop assistance in required the superintendent shall be notified
sufficiently in advance by giving a detailed repair specification. Depending on the
nature of defect, the additional information from the list given below shall be
furnished.
Location/Port where repairs are o be undertaken
Type of machinery or equipment
Makers detail
Sr.No and specifications
Nature of defect
Nature of repair-temporary/permanent
Item required for rectification
Job to be done on board/ashore
Spares held on board
Details of accessory work involved like staging, gas free certificate,
removal/refitting of pipes, coolers, manholes etc.
Material and dimensions
Expected port stay
Is this defect covered under GC, Insurance or 3rd party damage
Is this item repaired earlier? If so date/details of repair must be mentioned.
Instructions for preparing repair specifications should be followed as laid own by
the company. The allocation of the required workshop, at different ports shall be
done by the regional office/agent in consultation with suptd in H.O.
The quotation is from more than one w/shop should be assesses by taking into
account the reputation of the w/shop, quality of the job undertaken previously,
approval by class, cost of manpower and material. A found judgement is arrived at,
after taken into consideration all there factors. Only then you are in a position to
decide the best quotation.
2) Inspect piston, piston rings and liner through scavenge ports. Check if cylinder
C.O. is flowing into the liner.
Decarbonisation of cylinders
Overhaul automatic starting air valve
Overhaul exhaust valve hydraulic actuators
Check/adjust fuel pump timing
Overhaul fuel pump
Test cylinder head relief valves
Over haul turbo charges
Check/adjust tightness of holding down bolts
Check thrust bearing clearance
B) Auxiliary Engine
Replace fuel v/vs with overhauled ones
Clean turbo charger air fitter, L.O. filters, rocker arm tank filter and FO filters
Renew turbo charges and governor tube oil
Do crank inspection
C) Steering gear
Daily
check oil level in day tank and replenish if required
check for oil leakage, abnormal noise and for vibration from the steering gear
lubricate rudder carrier bearings with grease
check telemotor compling
lubricate telemotor linkages
check failure alarm
Once in 3 months
Check/clean if required hydraulic line filters
Check steering gear motor insulation
Check communication between Engine Room/bridge/steering flat
Try out emergency steering
More that rudeler from hard port to hard starboard with individual pump as well
as both running and record time taken
Check safematic system
Electrical Equipment
All running motors to be checked for current drawn and signs of overheating
1) All running alternators to be checked for current, voltage, frequency, power
factor , load and signs of overheating (Check winding temperatures)
2) Motor bearings to be lubricated once in 3 months
3) Fixed and moving contacts in contractor panels to be checked once in 3 months
4) All trips o be tried out at their rated valves at least once a year
5) Black out test to be done once in 6 months
6) Check for presence of earth fault on MSB daily
7) All electrical fittings including light fittings on deck and in ER to be properly
secured. Missing/broken shades to be replaced. No loose wiring shall be
accepted
8) Main switch board to be cleaned once a year and tightness of the connections
checked
9) Insulation of all electrical equipment to be checked and recorded once in 3
months
10) Terminal boxes must be watertight cable entry/exit points to be sealed with
sealing compound.
11) Shore connection box and circuit breaker to be maintained in good order
12) Motors to be overhauled in such a manner that in 5 years all the motors will be
overhauled.
Air compressors:
217. Illustrate the key issues in new ship building contract negotiations. How
to estimate “risk analysis” and how to reduce your exposure? State the
contract terms which really matter and the pitfalls to avoid in such
negotiations.
Ans) Key Issues in New Ship Building Contract negotiations are as follows:
With reference to ship building risk analysis
Risk analysis is employed in its broadest sense to include risk assessment risk
management and risk communication. Risk assessment involves identifying sources
of potential harm, assessing the likelihood that harm will occur and the
consequences if harm does occur.
Risk management evaluates which risks identified in the risk assessment process
require management and select and implements the plans or actions that are
required to ensure that those risk are controlled.
Risk communication involves an interactive dialogues between slake hot orders and
risk assessors and risk managers which actively inform the other processes
Risk Analysis = Risk Assessment
Risk Management
Risk Communication
Risk analysis plays an important role in ship building as at its various stages risley
jobs have to be taken up.
Hence before going through with the job it has to be thoroughly analysed using risk
analysis method on doing so this job can be carried out successfully.
218
Contractual Relationship
There will be one contract between the SPC or state petroleum company and field developer
(tD) and then a contract between the FD and all contractors in the field including the FPSO operator.
Assure a contract providing for the conversion and fabrication of an FPSO unit to be hooked
up on side and to operate there for a minimum of 5 years, with option to renew for a further period
of 4 one year periods. The bidder is a consortium that includes the original tanker owner. The field is
intended for one WHP one FPSO with 6 subsea wells feeling into it. The bidders are not responsible
for the installation of WHP as that will be achieved either by the FD or another operator, but they
are responsible for the installation and subsequent maintenance of PLEM, risers and mooring
equipment and FPSO. It is impossible to dor more that just Sketch out the alternative contractual
arrangements that the parties to the project can agree to regulate their affairs
An FPSO contract between the resource developer and the FPSO owner.
Such contracts normally have a identifiable stage.
i) The conversion phase
ii) The mobilization phase
iii) The utilization phase
iv) The demobilization phase
219. Enlist the salient requirements by the new BIMCO Repair form. Highlight
(i) Evolution and its purpose (ii) BIMCO style and format (iii) Commercial
balance (iv) Distinctive features (v) Availability.
Ans.
The sub-committee appointed to develop the Standard Ship Repair Contract, code
named REPAIRCON, consisted of shipowners, technical experts, insurance
representatives (from P&I clubs and the International Underwriters Association) and
maritime lawyers. During the development process the sub-committee consulted with
a number of ship repair yards and their legal representatives.
Part I
Part I of REPAIRCON is set out in the traditional BIMCO box-layout style. The boxes
are used to enter details that are intended to cover the main commercial terms that
the parties would need to agree at the time the contract is concluded. It should be
noted that for convenience the boxes, where appropriate, contain cross-references
to the relevant clauses found in Part II.
As is common practice, the date and place (normally the name of the city) of the
formation of the contract is entered in this box.
The shipowners’ name and full postal address should be entered in this box along
with contact details such as phone, fax and e-mail, if applicable. If a third party ship
manager on behalf of the owners concludes the contract, then the name of the
vessel’s owners “c/o” (i.e. “care of”) the manager’s details should be entered in Box
2. The owners’ signature box at the bottom of Part I should indicate clearly, if signed
by the ship managers, that the managers are signing as agents for and on behalf of
the owners.
It is important to note that Box 2 requires the owners to declare whether they are or
are not the bareboat charterers of the vessel. This distinction is made to ensure that
the contractors are aware of any potential credit risks that may arise as a result of
contracting repairs with a party other than the registered owners of the vessel.
It should be noted that although BIMCO is aware of the potential difficulties that
contractors might have with bareboat chartered vessels (as mentioned above), it was
felt that it would be inappropriate to try to cover terms of security in a general-
purpose repair contract. REPAIRCON is designed for international use and therefore
the payment terms applied by users will differ from jurisdiction to jurisdiction. BIMCO
believes that the most practical solution is for contractors to ask for terms of security
on a case-by-case basis when concluding a contract.
The contractors’ name and full postal address should be entered in this box along
with contact details such as phone, fax and e-mail, if applicable.
The full name of the vessel plus any descriptive prefixes, such as “m.v.” or “t.s.s.”
should be entered here.
The contractors, whose business address and contact details are stated in Box 3,
may have more than one repair yard. For this reason it is important that the address
details of the actual repair yard in which the repairs will take place is stated in this
box.
The period to be entered here is the agreed amount of time for the repairs. The
period will run from the first working day after the delivery of the vessel to the yard.
The stated period will vary depending on any additional work or reductions in work
agreed or due to delays stated in Clause 8 (Disruption).
The anticipated date of delivery of the vessel to the contractors’ yard should be
entered in this box. This date may change for a variety of reasons after the contract
is concluded and it is the owners’ responsibility to keep the contractors fully advised
of any change to the expected delivery date.
The Cancellation Date is the agreed latest date on which the vessel can be delivered
to the contractors’ yard. If the vessel is delivered after 1500 hours on the stated
Cancellation Date, the contractors will have the right to cancel the contract and
recover certain costs and expenses incurred.
Box 10 - Contract Price and currency
The Contract Price stated in Box 10 is the amount agreed by the parties for the work
to be carried out under the contract. The actual amount will vary from the Contract
Price depending on any subsequently agreed additions or reductions to the specified
repair work. The currency in which the owners will pay the Contract Price should also
be stated in this Box. If any reductions are agreed then the owners will be credited
with any cost savings in the currency stated. As per Clause 5(b)(i) the Contract Price
is to be paid free of all taxes, bank charges, and exchange control regulations.
The intention is that the Contract Price stated in Box 10 for the work to be carried out
will be calculated on the basis that the work will take place during normal working
hours. Box 11 should contain details of what periods lie outside “normal working
hours” and what rates will then apply.
The names of the owners’ appointed representatives should be stated in Box 12. If
the owners wish to appoint a new representative during the performance of the
contract they should inform the contractors in writing. If Box 12 is left blank, then the
vessel’s Master will be assumed to fulfil the role on behalf of the owners.
The period of the guarantee is subject to the agreement of the parties and the total
number of months should be entered in Box 13. The Guarantee Period runs from the
date of completion of the repair works.
Box 14 is the largest of the boxes contained in Part I of REPAIRCON, reflecting the
fact that payment terms are usually individually negotiated and will reflect the
duration and complexity of the contract. In practice, the payment terms vary between
short and simple contracts where payment is usually made at redelivery, to more
complex and lengthy contracts where payments are usually made by installments
during the contract period, as well as (by way of credit) after redelivery. If credit
terms are being offered, especially if the “Owners” are bareboat charterers, it may be
appropriate for the Payment Terms to include a requirement for security to be
provided by owners.
It is also common practice for owners to expect a ship repairer to pay liquidated
damages for every day of delay beyond the contractual repair period (as may be
extended by various events such as force majeure). It is also usual for the liquidated
damages to be capped, either to a stated figure or to a percentage of the original
contract price. Consequently, two figures should be entered in Box 16: The first
figure is the agreed daily rates in the event the contractors delay redelivery of the
vessel beyond the end of the Contract Period. The second figure is the maximum
amount the contractors should pay due to delays in redelivering the vessel. It should
be noted that the maximum amount stated in Box 16 should not exceed the
contractors’ total liability figure stated in Box 15(a).
If the parties agree to payment terms that require installments to be paid and the
owners fail to make payments on the due dates, then the contractors will be entitled
to charge interest on the outstanding sum at the interest rate per annum stated in
Box 17.
Completion of Box 18 determines the applicable law and jurisdiction governing the
contract consistent with the provisions of Clause 12 (BIMCO Dispute Resolution
Clause). It is important that this Box is filled in correctly, especially if the parties
intend that the law and jurisdiction governing the contract is to be other than English
law and London arbitration (which is the default should the parties fail to make an
election or make an inappropriate election). It should also be noted that the
mediation provisions of Clause 12 would apply in all cases.
However, there will be circumstances where the owners may have an absolute
commitment for the employment of the vessel and will need to have the contractors’
agreement to a Redelivery Termination Date. It should be noted that as a safeguard
for the contractors, even if the parties agree to a redelivery termination date, this
date might automatically be extended or shortened to reflect alteration to the
Contract Period occasioned by additional works or reductions and permitted
disruptions.
REPAIRCON Part II
The publication by BIMCO late last year of a standard ship repair contract, code
named REPAIRCON, attracted worldwide interest among owners and repair yards.
As a convenient alternative to the traditional printed form, BIMCO has now launched
an electronic version of REPAIRCON for use with its innovative Internet-based
charter party editing system, idea 2003. Shipowners and repair yards can now
conclude repair contracts online and exchange finalized documents by e-mail. The
system, which works on a pay-per-print basis, offers a quick, easy-to-use and cost
effective alternative to the normally laborious task of manually drawing up a contract.
idea 2003 is available to members and non-members of BIMCO alike on an annual
subscription basis. The system contains a library of 43 different popular shipping
forms ranging from REPAIRCON to traditional voyage charter parties, such as
GENCON 94.
One of the qualities of the ship repair industry is that repair facilities are literally
spread across the globe. This, of course, is not surprising, given that ships traverse
the globe and are susceptible to damage anywhere - particularly having regards to
the widely different trades in which they operate and weather which they have to
endure. There are some 16 centers of ship repair activity internationally, each with a
separate pricing structure and significantly varying contractual terms. Each, of
course, falls under separate legal jurisdiction. One of the key principles that
REPAIRCON embraces is the capability for it to be used in separate jurisdictions.
REPAIRCON also embraces mediation, enabling the possibility of disputes being
settled without resort to arbitration or litigation with its attendant costs, frustration and
use of management time.
It is hoped that in the volatile world of ship repair, where price is king, the measure of
contractual uniformity that REPAIRCON brings may provide greater stability and
clarity.
(v) Availability
According to idea’s Business Development Manager, Jan Henrik Monsen, “BIMCO
has committed itself to a program of providing the industry with a broad range both of
BIMCO and third party forms via the Internet. Because idea 2003 is not physically
installed on your pc you can access your charter parties from any machine that has
access to the internet. So if your computer breaks down you don’t lose all your
charter parties, you simply log on to your idea 2003 account from any other
computer and carry on working”. idea 2003 is currently used by over 580 companies
in 53 different countries. For more information on how a company can benefit from
using idea 2003 visit BIMCO’s web site at http://www.bimco.org/ .
220
220. With respect to key issues in ship repair contracts, illustrate (i) Payment
terms (ii) Ambit of the specification and additional works (iii) contract
period, liquidated damages and force majeure (iv) Guarantees and
insurance (v) Termination events
Ans. Repair of the ship is a very vast and cumbersome process which required through knowledge
and application by various parties working toward accomplishment of a job well
and its specifications Basic terminology of various terms where are generally used
for repair contracts as explained below :
a) Payment Term : The term and condition of monetary transaction in contract with the repair
contract are formally undertaken and negotiated before any job may be started. This will apply
as regards to how much has to be paid and when or in other words how much money need to be
shelled out by the company throughout the jobs period and how much before the work starts.
The payment terms will have to be streamline with the period in the repair yard. Therefore a
yard taking 25000/ day for 6 days = 150000 $ while the other yard taking 30000 / day for 5 days
and offering a discount of 10% = 135,000$.
Thus the terms will also contain stuff like discount and any other expenses.
All these terms will dead to finalize which yard the company will choose for the job.
b) Ambit of specifications and additional works : The specification and additional work will
include matters like the name of the vessel, department and the machinery for which the work is
to be done then the detail of the job specification will include stuff like valves pipelines length,
not and bolts or any smallest of specification that will be required to accomplish the job.
The additional job specifications are those which are not covered in the major job
specification. These additional jobs may be due to the defects found or occurred offer the
preparation and submission of the major specification to repair yard.
There additional jobs are mainly concerning renewal of pipelines or over basis of valve of
some new fitting as per any new regulation.
iii) Contract period ; liquidated damages and force majuere :
Contract period is basically the time spent by the ship in the yard if the ship is deluged by
certain no of days in the yard over the contract period the owner are entitled compensation
which is generally in the range of 10% (generally) but may vary from yard to yard. For claiming
the same the company must keep all the copies of the contract with terms and conditions
properly understood and signed.
Liquidated damages are those damages that the ship may come across in case the yard has
to be shut down because of bankrupt by or on similar line hence the track record of the yard
must be carefully taken into account before selecting the yard and also payment terms should
be as such that the owners do not loss out much because of higher payment and the job done is
too small.
Force major to the delay caused due to worker unrest or strike on the normal correcting day.
The contract may add this in its leave as to what action to be taken in such matters indicating
clearly if it happened for a few days or continued for longer period of time and what
compensation to be paid to the owner.
iv) Guarantees and Insurance : Guarantees is like a promise that certain things will remain to
work like or certain limits for the period expressed or stated. If something fail to work within
such period the same will be replaced or provided with necessary spares. But in some cases the
guarantees may ask the owner to return the damaged parts to as certain the cause of the
damage.
Insurance is similar or supplementary to guarantee for older parts. An insurer will have new
or old clause where in like guarantee a new spare part will be supplied in case of an incurred
ship, which face damage like replacement of hull plates with new for the old damaged /
corroded plates.
v) Termination Event : Those are the events or causes that are broadly listed in some cases
expressed (as per existing narrow) as to when the repair contract ceases to remain or the
contract becomes void. This can be true for both ship owner or yard.
The causes may be :
1) Unnecessary delay by the ship
2) Unnecessary delay by the yard.
3) Ship may require the services of dry dock and in this case unavailability of the dock.
4) Payment not as per terms but slow or non-existent
5) Yard going towards bankruptcy
6) Strike / workers unrest in the yard.
7) Emergency in the state and not following work to be done in the yard, can also lead to the
termination of contract.
221
221. With reference to engineering economics, explain (i) Time value of money
(ii)Present worth comparisons (iii) Rate of return calculations (iv)
Replacement analysis. How best these terms are related to ship repair/
ship building?
Ans) (i) Time Value of Money: Engineering economy adjusts for the time value of
money to balance current and future cash flows. The time value of money refers not
at this point o inflation an increase in the cost of goods services but to the fact that $1
today is more valuable than $1 one year (or more) from now, because $1 today has
the powers to earn interest for the owner.
Engineering economy adjusts for the time value of money through the use of
formulas that ‘discount’ future cash flows, using an appropriate interest rate, so that
they are equivalent to present cash flows.
(ii) Present Worth Comparisons: Three criteria that apply to all of our comparison
techniques (1) for fixed input situations maritime. The benefits or other outputs (2)
for fixed output situations minimize the cost or other inputs (3) where inputs and
outputs vary maximum=benefits-costs
The most common question asked in industry is when should the existing be
replaced?
Replacement analysis terms
Defender-the existing equipment of ship previously implemented
Challenges- The proposed replacement currently under consideration
Aspects of replacement analysis
1) Using available data to determine the analysis techniques
2) Determining the base comparison between alternatives
3) Using analysis techniques when:
Defender marginal cost can be computed and is increasing
Defender marginal cost can be computed and is not increasing
Defender marginal cost is not available
Are periodic operating and maintenance costs constant as variable over time?
Identify the defender and the list challenges product, machine, process, personnel and mix
Replacements analysis technique #1: Defender marginal costs are increasing replace
when the marginal cost of ownership of the defender in more than the EVAC of the
challenge
Replacement analysis technique #2: if the replacement repeatability assumptions
holds compare EVAC of the defender asset its minimum cost life against the EVAC
of the challenger at its minimum cost life.
Replacement analysis technique #3: compare the EVAC of the defender over its
stated life against the minimum EVAC of the challenges. Here defining defender and
challenger first costs can be an issue:
Trade in value is not a suitable value
Appropriate value is the market value
222
Ans. Risk Analysis:- Risk Analysis is employed in its broadest sensitivity, include risk
assessment, risk management and risk communication. Risk assessment
involves identifying sources of potential harm, assessing the likelihood that
harm will occur and the consequence if harm does occur.
Risk management evaluates, which risks identified in the risk assessment
process require management & selects and implements the plans or actions
that are required to ensure that those risk are controlled.
Risk communication involves an interactive dialogue between stake
holders and risk assessors and risk managers which actively informs the other
processes.
Risk analysis = risk assessment + risk management + risk communication
Risk analysis plays an important role in ship repair/building, as at its
various stages risky jobs have to be taken up. Hence before going thru with the
job, it has to be thoroughly analysed using the risk analysis method. On doing
so, this job can be carried out successfully.
Break-even analysis:- It is a technique widely used in production management.
It is based on categorising production costs between those which are
‘variable’(costs that change when the production output changes) and those
that are fixed,(cost not directly related to the volume of production).
Total variable and fixed costs are compared with sales revenue in order
to determine the level of safe volume, sale value or production at which the
business makes neither a profit nor a loss known as the break-even point.
$ A
P
Break-even Variable cost
B
O
Q Output
The line OA – variation of income at varying levels of production.
OB – total fixed cost.
As output increases, variable costs are incurred, meaning total cost (fixed
+ variable) also increases. At low level of output, costs are greater than income.
At the point of intersection, P, costs are exactly equal to income and hence
neither profit nor loss is made.
Fixed Cost:- It is not related to the level of production. E.g. research and
development, marketing, rent, etc.
Variable Cost:- They vary directly with the level of output. They represent
payment related inputs such as raw materials, direct labour, etc.
Sensitivity Analysis:- It is the study of how the variation in the output model
can be apportioned qualitatively or quantitatively different sources of variation.
Sensitivity analysis can be used to determine:
The model resemblance with the process under study
The quality of model definition
The region in the space of input factors for which the model
variations is maximum
Interaction between factors
Sensitivity analysis can help in a variety of other circumstances which can be
handled by the setting illustrated to identify critical assumptions or compare
alternative model structures, quick future data collections, defect improvement
criteria, optimize resources allocation, model simplification.
Multi-stage sequential analysis:- Methods for investigating the influence of an
early development process on a latter process. Conventional growth
modelling is found inadequate but a general growth mixture model is
sufficiently flexible. The growth mixture model allows prediction of the later
process using different trajectory classes for the early process.
Multi Attribute Decision Making:- In multi attribute decision making problems,
the decision maker is often faced with the problem of selecting alternatives,
that are associated with non commensurate of conflicting attributes, MADM,
arises in many real world situation, e.g. production planning problems,
attributes such as production rate, quality and cost of operations are
considered in the selection of a satisfactory plan.
The approaches to solve MADM problem can be classified in to three
categories according to different forms of preference, information given by a
decision maker.
7) the approaches without preference information
8) the approaches with information on attributes.
9) The approaches with information on alternatives
223
223. With reference to project cost estimation towards a major ship repair
with multiple activities, explain (i) Cost groups (ii) Cost parameters (iii)
Work breakdown structure (WBS). How best in your opinion these modules
assist towards an optimum ship repair cost estimation?
Ans. Generally major ship repairs are carried out in dry-dock along with
intermediate docking survey or 5-yearly docking survey or may be
independently.
d) Cost Groups:- With reference to major repairs cost estimation, cost
groups are made for the jobs to be carried out to ascertain the
time/cost quotation from repair yards. The cost groups are:
1) Deck: which includes-
i) Hull, tail shaft, rudder
ii) Anchoring and deck machinery
iii) Cargo gear
iv) Tanks – cargo, fuel, ballast, slop
v) Accommodation
2) Engine :
i) Main & Propulsion machinery
ii) Boilers (main & auxiliary)
iv) IGS
v) Engine room tanks
vi) Engine room Auxiliary machinery
3) Electrical : which includes engine, deck, accommodation, bridge,
galley, etc., related jobs.
4) Automation, Controls and Instrumentation related jobs.
e) Cost Parameters : Cost parameters are those parameters which
defines limits and scope of activity, such as :-
1) Breakdown maintenance or damage repair cost
2) General repair and maintenance cost
3) Spares procurement cost (only necessary spares)
4) Stores cost
5) Agency cost (i.e. agency fees)
6) Classification Surveyors fees
7) Repair yard cost (dry dock fee for dry-docking)
f) Breakdown Structure : means break up of jobs and hence their cost for
dry-docking repairs to obtain the time needed (which includes period of
repair, dry-dock and lead time in weeks) as well as to obtain the repair
cost and additional jobs quotations from the various yards. Then the
best suited quotations are selected and the yard informed.
A general work Breakdown Structure is as follows :-
Engine
1) Main engine / main turbine
2) Auxiliary machinery including generators, aux. condensers,
steering, engine room pumps and pipes etc.
3) Aux. boiler work without re-tubing
4) Boiler survey, soot blowers and chemical cleaning.
5) Additional specifications boiler work
6) IGS
7) Electrical motors and switchboard
8) Electrical – Additional specification
9) COP control and valves
10) Machinery controls, E/R instrumentation for M.E., Boiler, etc.
11) Additional specification for boiler controls.
12) Navigational equipment
13) Radio and equipment
14) Safety & equipment
15) Miscellaneous jobs if any
Deck
1) General expenses
2) Anchor and chain
3) Hull anodes and sea chests
4) Tail shaft
5) Painting
6) Steel / shell
7) Ballast tanks internal inspection / survey & anodes
8) Accommodation
9) Cargo gear, deck machinery
10) COP and stripper pumps
11) Tank washing machines and pipes
12) Misc. as per additional dry dock specs.
13) Hydraulic pipes and valves
14) Steel damage
A repair plan which is made by taking into account of or with
consideration of cost groups, cost parameters and especially work
breakdown structure helps in achieving an optimum ship repair cost
estimation, by making use of the spares, facilities and manpower on
board in an efficient manner within the minimum time.
By breaking up work / jobs in ‘repair plan’ it can be decided by the
chief engineer which jobs can be done by the ship staff effectively,
efficiently and within the stipulated time, to save part of total repair cost
and hence optimum cost estimation can be made on the basis of
received quotations from various repair yards
224
224. Illustrate ship repair management and its objectives. Enlist the list of
services under ship repair management and highlight with (i) Assessment
of ship repair quotations (ii) supervision during repairs (iii) Co-ordination
with classification society and flag Administration (iv) attendance of
necessary trials and testing (v) Full report on actual repairs effected for
record purposes.
226. Dry docking is one of the most important activities that a vessel may come across. Hence
good co-ordination & planning will be vital towards successful completion of dry dock.
The dry docking is governed by various factors
1) Classification society requirements
2) Statutory requirements
3) Condition of the vessel
The refit specifications for a vessel dermises all known work to be carried out & services
to be supplied before a vessel arrives in a repair yard.
1) Class, survey & statutory requirements.
2 Essential repairs
3) Projects or modification which show an economic benefit
4) Services supplied to the vessel during refit
The chief eng should inform the master.
1) Scope of work in the dry dock categorizing especially time required shore gang required
(as planned with superintendent) work that will require to be done by E/R & dock staff
2) ROB of bunkers & lubes etc to the know & calculate turn & etc for entering dry dock &
ship may be put us for survey (charter changes) most probably after the same.
3) Any requirements for pumping of black water, oil sludge to reception facilities & its
arrangement.
4) Spare requirements as to what all spares as intended have arrived & what will be
arriving
5) Duration of intended dry dock with a flood time line of the activities that you intend to
do the more precise the better.
6) List of survey temp to be submitted to the master
7) Any special requirements like covering of vents, openings of tanks when grit blasting is
performed
8) Co-ordinate with master as to reqd. list & trim required & put according necessary FO &
FW tanks in use as advised by him. Regd. details of trim obtained from docking.
9) Communicate with the master as to be in touch with the company / superintendent as
to any new requirements which the ship will fulfill after her dry docking eg. Annex IV
compliance may be headed & some steps in this regard.
10) Any "rules" laid down by yard & to be followed. should informed to the ships personnel
by master.
11) A pre docking tank cleaning & line washing plan to be informed by master to chief eng
who it turn will co-ordinate with 2/E to mobilize the resources to carryout the operation.
12) All refit requirements to be submitted as stated with appropriate data e.g. pipe repair
material, location, staging reqd. safety precautions etc.
The more specific these requirements the better as negotiation & rates called prior to
entry into dock to get best price. The higher the deviation from jobs specs the more
dock will charge because once unable the dock the yard has an upper hand & masseuses
its profit by exploring deviations.
Delegation of responsibilities to E/R staff.
Preparedness for the same will start well in advance of the dry dock.
1) C/E & 2/E who are management personnel of E/R dept to make a rough plan to delegate
responsibility of various jobs to be carried out to personnel considering their ability.
2) The preparedness will include brain storming sessions as to how to change over the m/c
for ling lay up eg. changing over of M/E & Blr to Do.
Changing over to shore power cooling SW for fridge & a/c plant.
Method of sewage disposal.
3) C/E will delegate responsibility of arranging spares as they arrive.
4) Personnel to prepare tags for various v/v with job no & fix them on the v/v's
5) All safety aspects discussed & safety precautions to be followed. Ensure safety standards
of dock workers & request them to stop when you feel something they are doing is
unsafe correct them if they do not listen call chief Engg.
6) A day to day work report to be mode & discussed to check weather all jobs proceeding
as per schedule or there is some delay if so then look into the same.
7) 2/E & C/E to co-ordinate & divide various surveys which they will oversee.
8) Train Staff towards interpersonal conflicts among themselves shore staff at any time.
Inspection & checking with dry dock Authorities
1) Check about the plan of dry dock & ensure that task done there is done in a well planned
manner without delay of the vessel.
2) Before any job on ME is planned ensure that crank shaft deflection prior entry taken.
3) The co-ordination & the availability of the surveyor to be properly co-ordinate.
4) Any company requirement must be well informed to yard eg. lockout tag out systems,
permit to work & inform them who the ship safety officer is.
5) All work to be conducted with company specific guide lines as regards to PPE & as per
company ISM policy
6) Requirement for water in case some work to be under taken on forced fire fighting
system. Also alternate press of fire fighting to be put in place prior to starting work.
7) Day to day planning meetings its location time & attendees to be discussed.
8) Any dock specific requirements & check lists which may be different from company
checklist.
9) A check of dry dock equipment & facilities to be done & all non conformities noted down
& informed to guard.
10) Any thing also not to the standards must be communicated to the authorities so that
accidents may i.e. avoid eg. old damaged slug used for lifting heavy parts & equipments
its use must immediately discontinued.
227
227. The vessel on which you are posted as a chief engineer is scheduled
for dry-docking. Illustrate with reasoning what all due care you will
undertake towards preparation of a defect list due to be sent to the head
office ? Also what all inspections you will make and documents you will
keep ready prior entering dry dock for successful utilisation of time and
conduction of necessary repair/survey and dry docking activities ?
Ans) CARES TO BE TAKEN DURING PREPARATION OF DEFECT
Defect list is a list of repairs or modifications which are to carried out during the
dry dock. The defect list should be prepared very carefully as it is a very
important tool for the dry dock planning. The budget for the dry dock will be
based on the defect list and also the contract with the yard and ordering of spares
will be done on the basis of the defect list. Arrangement of maker’s service
engineers also based on defect list. In order o successfully achieve the above
tasks it is essential that the defect list is complete and detailed in all respects.
This will avoid unnecessary delay and confusion during the dry docking period. It
is good practice to prepare the dry dock period. It is a good practice to prepare
the dry dock list on a continuous basis during the operation of ship; prior docking
plans adding items as and when they came up during this period following details
should be clearly specified in the description of each item planned for repairs.
Brief description of job to be done
Location of the job
Whether any hot work required
Any staging required
Any requirement of gas freeing or ventilation
Any external light required
Any special tool required for he job
Any spares required for the job, also should be mentioned that the spares,
consumables will be provided by yard owner.
After completion of job trial of machinery should be carried pout and should be
specified in the detecting that who will carry out the test, owner or shipyard if yard
owner’s representatives will witness it.
228. Define non-destructive testing and its purpose. Under context and with
reference to ships machineries, discuss (i) dye penetrant testing (ii) leak
testing (iii) magnetic particle testing (iv) radiographic testing (v) ultrasonic
test (vi) visual test. Underline the method of interpretation of results by
these tests.
Ans. “Non – destructive testing (NDT) – are carried out on the actual
components, unlike earlier methods which used test pieces. They are used to
detect flaws or imperfections either during manufacture or subsequently during
service. The tests give no indication of the mechanical properties.
DYE PENETRANT TESTING:-
One type of test uses a low viscosity liquid, containing a fluorescent dye. The
area to be tested is sprayed or soaked & is wiped dry after a time lapse ( to allow
for penetration by capillary action ). When viewed under ultra violet light, any
faults will show up, as a glow of the penetrant.
Another test uses a penetrant containing a powerful dye. This is sprayed on the
suspect area with an aerosol. After allowing time for penetration, the area is
wiped clean & covered with a liquid, which dries up subsequently, leaving a
chalky sediment (developer). The penetrant stains the developer along the line of
a crack.
These methods are based on the old chalk of paraffin tests, but the penetrant
having a hydrocarbon or alcohol base is more effective. Some are emulsifiable
(for removal by water spray), while others can be cleaned off with solvents, to
reduce any possible fire risk.
LEAK TESTING :-
This test is carried out on leaking condenser tubes, heater & heat exchanger
tubes by blowing air from shell side and putting soap solution on the tube stack. If
tubes are leaking then soap bubbles will collapse in that particular tube. Leak
testing is also carried out for Freon leaks by using halide torch which in fact
detects the refrigerant luboil carried with refrigerant.
MAGNETIC PARTICLE TESTING:-
This type of test is suitable only for materials which can be magnetized (cannot
be used for austentic steels or nonferrous metals). After the test the component is
normally de-magnetized. A magnetic field is produced in the component by
means of an electric current or permanent magnet & magnetic particles are
spread on the source. Cracks are revealed by a line of magnetic particles. The
particles used, may be black iron oxide held in suspension in thin oil. It is poured
on to the surface, the surplus being collected in a tray beneath. Coloured
magnetic inks in aerosols are also available & the dry method makes use of
powder only if this is dusted on the surface. Powder tends to collect at a crack in
the same way as iron fillings will stick to the junction of two bar magnets, placed
end to end with opposite poles together.
RADIOGRAPHIC TESTING:-
X-rays & Gamma rays are used for inspection of welds, castings, forging
etc.Faults in the metal, affect the intensity of rays passing thro’ the material. The
film exposed by the rays gives a shadow photograph when developed. There is a
requirement for radiographic examination of many welds, particularly those in
pressure vessels. Various methods are followed for examining longitudinals of
circumferential welds. Defects such as porosity, slag inclusions, lack of fusion
poor penetration, cracks & undercutting are shown on the film. Limits are placed
on the extent of defect, by the different inspecting bodies.
ULTRASONIC TESTING:-
Internal flow detection by ultrasonic means, is in principle similar to radar. The
probe emits high frequency sound waves which are reflected back by any flaws in
the object. Reflections are also received back from the opposite surface. The
probe is connected to a cathode ray oscilloscope which shows the resulting a
simple way. A single probe can be used which combines both transmitting &
receiving functions. Alternatively, separate devices for transmitting & receiving
the sound signals are available. With ultrasonic there is no limitations of metal
thickness as compared to radiographic testing (which penetrates up to 100mm of
steel). The intensity of any flaw in the material can be seen in the oscilloscope as
a ‘peak-curve’ between the plates. If the defect is serious, it will show as a large
peak.
VISUAL TEST:-
A visual examination includes the use of microscopic or hand lens. Visual
inspection of surface defects is assisted by penetrant or magnetic crack detection
to find the presence of full extent of hairline cracks. Where internal flaws are
suspected, use is made of X-rays or ultrasonic testing.
229
229. On a ship where you have joined as a Chief Engineer, pumps shafts and
impellers of the ballast pumps are suspected to be out of balance. Describe
the process of balancing you will undertake and results you will interpret
for necessary repair. Use realistic data.
Ans. Pump impellers can be balanced on horizontal and vertical balancing machines.
Unbalance correction is usually performed by grinding or milling in one or two
planes. In maxicut there are different options for balancing.
A vibration balancing machine automatically balances pump impeller in two
planes by grinding by wheel or impeller which rotates on high or low speed as
required for balancing. The balancing is very important for rotating m/c operating
at very high speed. Lighter weight and the drive increased quality has contributed
for the need for lesser vibration and noise reduction and therefore lighter
balancing tolerances. Suspected reasons or causes for pump impeller going out
of balance:
1) Some broken pieces or any material attached to the impeller.
2) Impeller wear and damage caused by abrasion and corrosion.
When it stops the mark the impeller to one place and again rotate. If the
marked position comes same time (2-3 times) on the same marked, then it
means that the impeller is out of balance.
Eg. FD fan or IG fan impeller could be checked for balancing in place. Mark
at one point with a chalk and rotate with hand. Now observe the marked point
when it stops. If the impeller stops at same point then the impeller would be
unbalanced. But sometimes in such a case the shaft may also be damaged. So it
is always better to remove the impeller from the impeller shaft and check it on a
true shaft for imbalance. Every rotating and reciprocating m/c vibrates may be
from smaller extent to greater extent. Vibration changes reveal the condition of
the m/c. the common cause of vibration on a rotating m/c are unbalance,
misalignment, bent shaft, defective/worn out bearing. The problem diagnoses can
be carried out based on the frequency analysis phase analysis and amplitude
analysis.
4) A seal or sleeve that is not concentric to the shaft set screw guarantees that
it will not be concentric.
5) The coupling impeller mechanical seal bearings sleeve keys etc. were not
balanced as an assembly
6) The impeller alignment was reduced and not rebalanced properly.
How does an unbalanced impeller adversely affect the pump?
1) The bearing will experience tangent loading that will translate to premature
failure.
2) The mechanical seal faces can separate because of the involved vibrations
and the shaft run out.
3) The seal faces can become damaged as the vibration causes the carbon to
land against the hard face.
4) There is chance of wear by rubbing and due to friction damage of p/p body
or motor itself or impeller itself or may also lead to shearing of shaft.
On board ship proper procedure of checking balancing could not be so
effective but can be checked wheel is properly placed/fixed on rotating spindle
held on lathe machine.
Out of balance pump can be solved by studying the vibration analysis and
replacing the necessary parts. It is the impeller that can be balanced on the ship
with reasonable success. Replacement of the worn components is the only
solution.
230
230. What are the different types of defects that could be tested by vibration
monitoring and analysis technique for the engine room machinery of a ship
? Discuss spectrum analysis and define how at best it could be used to
locate severe vibration of tail end shaft and interpret the result.
Out of balance
Misalignment
Damaged or worn bearings
Damaged or worn teeth
Resonance, loose components
Bending or eccentricity
Electromagnetic effects
Unequal thermal effects
Aerodynamic forces
Hydraulic forces
Bad belt drives
Oil whirl
Reciprocating forces
Sequence of analysis
1. Assemble equipment
2. record operational parameters of machine- lubricating oil temperature, load, history
of mal operation, work done
3. Run machine until it reaches normal operating temperature
4. Take readings at designated points. Analyse frequency of any high readings
5. If possible measure vibration at different speeds
6. Note changes in temperature, load etc. during measurement period
7. If possible double check readings
8. Determine source of vibration using identification table
9. Remedy fault
Additional information can be gained by measuring vibration of the shaft itself. This
may be done using a Teflon tipped pick up or a piece of hardwood.
e. Reciprocating parts can give multiple fundamental vibrations, only by redesign can this be
cured, Diesel engine can vibrate at 2 x fundamental known as the forcing frequency caused y the
action of the crank moving the piston rod. The travel of the piston is not entirely smooth and a
slowing and speeding up occurs about the middle of the stroke and is governed by the ratio of crank
throw to piston rod length. It may be counteracted by the use of balancers.
f. Looseness
Three per revolution vibrations
. Sleeve bearing worn in a triangular fashion-unusual
a. Poor belt drives
b. Higher frequency vibrations can be caused by
a. Badly mating or worn gears giving very high frequencies
b. Aerodynamic and hydraulic forces will produce high frequency
vibrations. If a fan is the source then the frequency will be at blade
number x fundamental and may be caused by
i. Unequal pitch of blades giving unequal axial vibration
ii. Blade vibrations as the blades operate at a resonant
frequency
iii. Pipework and ducting can cause gas or liquid flows to
produce a vibration at resonance
iv. Cavitation or oil pockets may produce high frequency
resonant vibrations
v. Wheels on turbine spindles can cause vibration
c. Odd harmonics can sometimes be caused by worn components. Usually at
fundamental the waveform may be erratic and irregular i.e. non- sinusoidal
60 10 20
70 20 40
80 30 60
90 42 46
100 55 112
110 70 143
120 90 180
If the vibration from a machine only is required then readings should be take below 50 r.p.m or
better at anchor. Readings may be taken under full sea going conditions as long as they are
continues to do so. In many circumstances it is the trend over a period of time that is the important
factor rather than a set of readings at any one instant. In this way the warning levels set for a
machine may be safely increased.
Vibration source identification
table
Vibration Analysis
Data Acquisition:- In order to identify points at which vibration readings are taken, both for
immediate use as well as for future reference, a block diagram of the machine/rotor system is
made. All the essential components and major accessories must be included. The rotating speed
of each component should be shown. Since vibration readings must be taken at each bearing of
the machine/rotor system, the location of each bearing point should be clearly identified.
Additional information like gear meshing frequency (number of gear teeth x gear rpm), no. of
blades on fan or propeller, no. of vanes on impeller should be entered. Filtered out readings
displacement and velocity of vibrations along with predominant frequency in horizontal, vertical
and axial directions at each bearing should be taken and recorded. After that, filtered in
velocities of vibrations at different frequencies at the same bearing points in horizontal, vertical
and axial directions should be taken and recorded. The filter-in amplitudes and filter out
amplitudes should approximately be equal. If not then it means there is probably some
additional vibration information to be found.
Data Interpretation:- In order to reduce large number of data to truly essential elements, the
data can be glanced down each frequency column and circle the one, two or three most
significant amplitude readings. The next step is to compare the readings with the characteristics
of vibration. The key to this comparison is frequency. Above table lists the frequencies of
vibration normally encountered, in terms of rpm of a part and the possible cause of vibration.
Hence the part causing the trouble should be indicated.
1) The varying gas pressures in the main engine cylinders during the working cycle lead to
fluctuations in the torque of the crankshaft during rotation, inducing torsional
vibration of the shaft system.
2) Resonance of torsional vibrations with respect to number of cylinders
3) Propeller induced vibrations due to (a) Unbalance due to manufacturing inaccuracies
and (b) hydrodynamic causes like inadequate hull clearance or uneven water inflow
231
231. Describe the different type of defects / faults that could be diagnosed by lube oil analysis.
Describe (i) drop test and its interpretation (ii) detection of mechanical degradation in
bearings (iii) degradation of oil condition.
Ans) To test the effectiveness of purification and also the ascertain the lubricating oil properties
oil should be tested at regular intervals. The test should be in the nature of an analysis in a
laboratory. The sample should be drawn at a point after the filters and while the engine is working. It
will only then be representative of the oil being actually set to bearings
(i) Drop test or spot test on filter or blotting paper should also be performed as a
guide to assess the degree of contamination oil will leave work resedue on paper.
The degree of contamination is evaluated by comparison. A straight mineral oil will
be more suitable to respond truly to this test. The additive type of compound oil
contains substances which keep the combustion resedue in suspension. The particles
of dirt lare smaller and hence pass through the porus filter paper a spot test is no
substitute for a detailed laboratory analysis
Detection at mechanical degradation in bearings
The crank case of the present day cross head engine burning a low grade fuel is aft to
be contaminated with acidic content of the combustion residue. A leaky gland at the
piston rod stuffing box may pass burnt oily matter and water inside the main
lubricating oil system. The result at such contamination is corrosion on polished
surfaces of the crankshaft journals water with chemical inhibitors looking from the
piston cooling system may contamination the lubricating oil. The close examination
of the bearings will give you a fair idea of the state of the oil in case of scoring marks
on the bearing surface it will indicate presence of same foreign materials or solid
contaminates in the oil. You can make out whether the oil has lost its oiliness for
formation of stable hydrodynamic oil film. If you see any scoring or pitting marks on
the bearing surface it will indicate presence of some foreign materials or solid
contaminates in the oil. You can make out whether the oil has lost its oiliness for
formation of stable hydrodynamic oil film. If you see any scoring or pitting marks on
the bearing surface.
Deterioration of lubricating oil
The severity of operating load speed and temperature effect and introduction of
foreign matters in the system gradually lowers the lubricating oil properties
rendering it harmful for engine operation. It is therefore essential that the source of
contamination are kept in check and the property values ascertained from time to
time
Lubricating oil is affected by
(a) Contamination by unburnt fuel: This contamination lowers the flash point lowers
viscosity and reduces the film strength of oil.
(b) Contamination by carbon: The concentration of carbon thickens the lubricating
oil. The viscosity is increased so also the flash point but the load carring capacity of
the oil is seriously affected.
© Water is a common contaminant in lubricating oil. This may be present as a result
of leakage from piston cooling system or leakage through the cooler and tank top.
The present of water may promote thickening of oil and formation of an emulsion
contamination by seawater is more harmful as the salts contained in it wears as well
as roughens the bearings and journal pins sea water promotes corrosion on bright
ferrous surfaces
(d) Contamination of oil by acid: In a two stroke cross head engine having the
cylinder separated by a diaphragm the excess of cylinder lubricating oil
contaminated by sulphuric acid may find access in the crank case chamber through a
defective gland. In a trunk type of engine. Combustion gases bearing sulphur
derivative compounds may contaminate the lubricating oil leaking.
(e) Contamination by solid impurities lubricating oil can be contaminated by terrous
particles in the system wear products of bearing white metal and journal surface ash
from residual products of combustion corrosion products or sludge from storage
tanks. These impurities are removed by continuous purification method
232
As per element 10 of the ISM Code ‘Maintenance of the ship and equipment’, it is the
responsibility of the company to establish procedures in the safety management system to
identify such systems and/or equipments.
Hence in combination with ‘Element 10’ the following shipboard operations/equipments are
subjected to inspection and test-
The nature of ship operation is so unique that the general management principles as regards
inventory which are in practice for land based industry can hardly be applicable to
shipping. At the most, a ship can be termed as a floating and moving power plant, and
apply some basic principles of inventory management to draw a plan to suit a particular
ship.
Efficient running of a ship depends on a quality inventory management plan as inventory
carrying cost terms on important part of operating cost of the vessel. Some of the
features which are unique to ship operations are as follows:
a) Ships operate in international waters with very little time in port thus exposing it to the
risk of isolation from land (land support).
b) The efforts that go into land items onboard the ship, approvals, clearances, permits etc
required by various countries before being allowed to land spares / stores in their
countries port.
c) Economic consideration, which means procuring these spares at the most economic
price.
Therefore the above mentioned points have an important bearing in formulating the
inventory management plan.
It will be essential to develop separate inventory management plan for stores & spares
since the two are independent domain serving a common interest.
Inventory management plan for stores.
saloon stores
stores
234. As a Chief Engineer describe the methodology you will practice during
taking over/handing over of your ship in a foreign port towards inventory
management of lube oil / fuel oil on board. In case of dispute arising
thereof, describe how it can be best solved? During the circumstances
how you would ascertain amount of oil not fit for use?
Ans. The normal practise during signing off and handing over, the out-going chief
engineer prepares handing over notes. It is a standard format set by the
individual company. C/E’s handing over format is available on board and has to
be filled up while signing off. The new C/E or incoming C/E has to sign on it and
out-going C/E also has to sign on it. This handing over form is filed in C/E’s
handing over file.
Handing over notes prepared by out-going C/E regarding fuel oil / lub oil
inventory, the incoming C/E has to check the bunker delivery report file(bunker
receipt of previous bunkers) for quality i.e. sulphur content, viscosity, water
content etc., and quantity received.
Check all the tank soundings and calculate the actual oil on board. Also
make sure that approved sounding table book is available in C/E’s
office
Confirm that fuel oil actually found and log book figure are
matching(nearly)
Check lub oil quantity on board and compare with log book figures
Check for any letter of protest given by previous C/E , if any letter is
there it must be signed by out-going C/E and bunker party
Check per day consumption of fuel oil and lubes from other records
under different conditions, i.e. ballast and loaded
Check the oil ROB fulfils the voyage requirements and accordingly ask
company for bunkers as necessary
Check all entries in the oil record book are up to date.
Check bunker sample laboratory test report file
Check the bunker operation checklist file and updated
Check MARPOL bunker file and bunker sample bottles and stickers for
next bunkers and seals available
In case of any dispute arising over the quantity of lube oil / fuel oil
delivered on board, the out-going C/E must report the discrepancy to the
incoming C/E. if the out-going C/E is not able to show the cause for
difference in the bunker quantity or lube oil quantity, then the matter has to
be reported to the master who in turn will inform the company.
For ascertaining the amount of fuel oil not fit for use, C/E has to
check certain specifications of oil which is on board ship and compare with
test results obtained from the laboratory or as specified in bunker delivery
note. But C/E should not use the newly received bunker until the old
bunker are finished and laboratory report received and confirmed that
quality is OK.
Fuel Oil Specification:- To comply with the standard fuel oil quality always
use ISO 8217 standard fuel oil.
The only way of monitoring the delivered fuel quality would be to test
the fuel oil by standard fuel oil testing kit for immediate reference and to be
tested by approved and authorised testing agencies and labs. The results
obtained from the labs could be used in case:-
Disputes over quality supplied by supplier
Highlights area where operational adjustments of the main
engine may reduce damages
Bunker sample should be obtained at the point of bunker manifold
using continuous drip method. Sample should be representative of entire
bunker oil so that oil should be taken during starting to completion of the
bunker and sealed in sample bottles with sufficient or complete information
required. Bunker delivery note to be retained on board for minimum 3
years and bunker samples to be retained on board for minimum 12 months
As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel
should not exceed 4.5% and the oil used for sulphur emission control
areas should be less than 1.5%, which should be clearly specified on the
bunker delivery note.
235
N
Minimum
T
stock
Reserve/buffer stock
Lead
time
time
An ideal compromise is a lead time which gives supplier sufficient time for supply yet
does not force the customer to commit themselves further than they can predict.
The use of minimum stock level for order control is not sensible since minimum
occurs immediately before delivery. The items have to be ordered well in
advance of this so that control is through a reorder level, not minimum stock
level. In an effective inventory management system there is a need for both,
reorder level buffer stock. These are called review level and safety stock.
Lead time is used to calculate review level, but review level determines only what
stock order cover is required. Lead time also affects the amount of safety stock
to hold. Safety stock is the buffer between the supply and demand. The longer
the lead time, the wider the absolute variation in demand and therefore higher
the safety stock. The amount of extra stock increases as the square root of the
lead time
Longer Lead Time Effects:-
i. Forecasting demand to cover supply period is difficult and
inaccurate.
ii. Reliability of the supplier may be poorer.
Shorter Lead Time Effects:-
a) Forecast is more likely to be correct
b) Errors are smaller
As a CEO, following actions will need to be undertaken to reduce lead times in
inventory management:-
a) Place orders in the simplest & precise manner so as to give the supplier
plenty of leeway for the date of delivery. To manage this use of supplier
provided catalogues & order forms can be made use of. This enables
correct data to be collected and presented in a standard form.
b) Try and minimise time between stock getting low & supplier getting
purchase order. This can be achieved by maintaining an adequate safety
stock level which acts as a suitable trigger level to warn the inventory
management user.
c) Interacting with the office & working out the delivery schedules which
must be decided after considering the past performances of the supplier
d) Recording the delivery of items and updating the data for the inventory
management system.
e) Planning routine work as per planned maintenance system & making
requisitions for spares/stores accordingly.
f) Maintaining critical spares/stores inventory as per company policy.
g) Any special repair or survey i.e. boiler survey, ships dry dock or any
major modification/repair to be planned well in advance and requisitions
to be made accordingly
Average Due Date:- This takes in to consideration an average date arrived at
from outstanding jobs & their various due dates which may be close to each
other, eg., if ME fuel valves overhauling comes due on the 7th March, along
with starting valve replacement coming due on 10th March as well as cylinder
relief valve overhauling on the 13th March. So in order to maintain good
inventory management, it may be required to order spares for all the above
mentioned maintenance schedule on the 11th March as the average due date
taking in to consideration lead time of supplier.
Average Job Tardiness:- Since job planning is carried out as per PMS,
certain jobs are supposed to be due at a certain date but in certain cases
these jobs may turn out late. Eg.; Aux diesel generator fuel valve
replacement is planned at 500 hrs in the PMS & it is assumed that the A/E
runs for 250hrs/month; the said fuel valve replacement would come due in
two months. But for some reasons if the aux. engine couldn’t run for 500 hrs
in 2 months, then this job could be deferred, but order for the required spares
was placed, keeping this due date in mind. So in order to maintain proper
inventory management for spares/stores, this fact has to be considered & is
called ‘average job tardiness’
236
On board there are generally two methods to physically ascertain Lube oil/Fuel oil
stock
On-board ship and they are :
a) Direct Sounding : In this method take direct sounding of the tank. Take various data
like –oil temperature
Now with applied corrections from the sounding table(supplied to the ship)the
quantity of
the oil can be determined in MT. Here are more important thing is that we can
take either
of the ‘sounding’ or ‘ullaging’ of the tank.
b) Indirect Sounding : In this method the quantity is calculated with the help of
remote
sensing gauge and applying necessary corrections including correction to
‘gauge’ if
required.
In most of the cases where provisions are there the first method is used as this
gives most
accurate result and a mental confidence.
Now one more important thing is that this determination of quantity may be
done with the
quantity of oils in the machinery but obviously under a separate head where
even oil grades
and concerned machineries are referred separately.
To determine the quantity of oil inside different machineries(where standard
quantity
Measuring scale of sump tank is not provided)we have to refer manuals for the
quantity
of a full charge and sump capacity and then with simple pro-rata basis we can
determine
oil quantity inside each machinery.
This quantity measurement is necessary with regard to knowledge of
emergency stock
which may be required on any machinery for a change of a complete charge if
machinery condition necessitates so.
To cross check for accuracy the calculated quantity of oil may be compared
between
direct and indirect measurement methods and ultimately with the recorded
R.O.B. of
the ship. Thus we can get a fairly accurate Lube oil\fuel oil quantity on board.
238
228. You have joined an old vessel as Chief Engineer, which has been
purchased recently by your shipping company. Enlist the methodology
you will undertake for ascertaining the stock of lube oil / fuel oil on board
and steps you will initiate for ordering of optimum quantity of oil
requirement for the on coming voyage.
Ans. On joining a ship as chief engineer, I will first familiarise with all equipments,
machineries and all systems on the ship, as well as location of all life saving,
fire fighting equipments, escape routes etc. All the machineries and their
requirements for lube oils should be considered. It involves listing each
machinery in engine room, steering room, accommodation and deck for which
lubrication(lube oil or greasing) is required. The previous company brand of
lube oil may be different than that of new company. The list of type of oil and
grade of oil for each for each machinery should be noted. Inventory of all the
oils and greases on board should be ascertained. The condition of oil in sump
of machinery should be ascertained. Various on board lube oil test kits are
available to know the water content, viscosity, compatibility, TBN test. All oil
sample can be sent ashore for laboratory analysis. The oils which need to be
renewed should be taken in to account as well as available quantity of oil on
board. Company may prefer to change the oil brand and possible mixing of two
different brands of oil should be confirmed. The new brand company will give
the list of grades of oil for all machineries. The running hours of machinery
since last oil change and present condition of oil from on board and shore test
will help decide the requirement for renewing the lube oil. Depending on the
length of voyage and no. of days/estimated machinery running hours (e.g.
generator running hours), it should be estimated if oil renewal will fall due.
Accordingly the requisition for lube oil should be raised well in advance
considering the lead time of availability in particular port. Also extra oil
(minimum extra oil requirement) should be taken into consideration. This
normally depends on the company specific rules or policy. The oil in the storage
tanks should also be ascertained if it is new or in some old ships especially
while selling of ship to other company, old oil may be stored. This should be
discarded and drained to sludge oil tank for discharging to shore reception
facilities. The tank should be cleaned thoroughly.
The fuel oil tanks and diesel oil tanks should be sounded and volume of oil
should be calculated. Correction for list and trim of the ship and temperature
correction to be applied to calculate the mass of oil in tons. The daily fuel oil
consumption should be estimated at sea, in harbour and in port. This data can
be based on actual running or from previous log book readings. In planning for
next voyage, the distance and speed requirement, stay in port and any
anchorage should be inquired. Accordingly the fuel oil required for the intended
voyage up to next bunker should be calculated. Also the unpumpable quantity
in tank, present reserve on board, minimum extra fuel required (depending on
company policy) should be accounted in deciding the quantity of fuel oil and
diesel oil to be bunkered. The exact fuel oil specifications as per ISO 8217
should be specified. The tanks should not be filled more than 85% capacity.
And mixing of different bunkers should be avoided. Before bunkering all the
pipelines should be physically traced and valves operation tried out. In case of
hydraulic operated valves, emergency method of operation e.g. by portable
hand pump(hydraulic) should be tried out. The manifold line to be pressure
tested. All sampling equipment, emergency spill contingency plan, and related
SOPEP equipments should be checked and kept ready. Sampling flange and
testing of wilden pimp done.
239
239. When accepting bunkers from a barge or terminal, the C/E should
always check the local suppliers documents to make certain the bunker
supply conforms to specs.
The flash point, viscosity and other characteristics of fuel supplied
should be checked to ensure that fuel is suitable for vessels. The C/E
should always check that bunkers to be received do not contain
unacceptable percentage of water.
The C/E and barge master should check the security of the here couplings on the
bunker barge and receivers vessel and should agree upon piping rate.
Barge master to show valid …. Testing certificate to C/E
New bunkers to be segregated From old bunkers
Duty engineer to check sampling flange is correctly fitted in place the sample
must be representative of the total delivery and ideally taken by drip feed.
Sample bottles should be sealed, dated and signed by both parties atleast
and samples need to be taken.
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 ship’s received volume
Wt on bunkers delivery receipt calculated with incorrect density
High water content
Bunker quantity disputes
In recent years there has been a general deterioration in the quantity of fuel supplied
for bukers. The C/E should take care to ensure that bunker supplied material the
specs required by the vessel as per ISO 8217.
BDR should be maintained for 3 years. If poor quality fuel has been supplied, the
C/E should record all relevant information that can lead to machinery damage with
particular attention being given to the retention and preservation of oil samples. Oil
samples should be sent for shore analysis. The matter should be promptly reported
to owners.
If there is any dispute with regard to quality and quantity following should be done
Record of initial oil tank soundings must be kept oil transfer details to tanks
must be correctly tested and final sounding noted.
Location of tanks where suspected bunker have been used.
Details of usages noted and copies of BDR must be preserved for 3 years
All “Notes of protests”: engine and deck log book must be preserved.
The sealed samples taken during bunkering opn must be retained
A record of the following must be kept.
The C/E and other crew members involved in bunkering operations
The name of those present at the time when bunker samples were taken
The crew members involved in correcting any problems associated with
substandard bunkers
Owner must be notified promptly.
240
240. You have joined a vessel, which is due for a long voyage. As a Chief
Engineer describe the methodology/maintenance programme you would
employ during the voyage for the stored oil in the tank. What tests will
indicate that stored oil is in good health?
The ship on which you are working as Chief Engineer has run aground and
some of the double bottom tanks are suspected to be leaky with oil going
out. Describe the methods employed by you in the situation for oil stock
management and ascertaining the quantity of available oil.
Ans. Maritime fuel constitute a major part of the ship operating cost, specially so
because crude oil price are very high.
Sources: The heavy fuel oil used on board is a product of fractional distillation
of crude oil. After asphaltene and coal-tar, it is the next in the hierarchy table.
Diesel oil and gas oil are more refined.
Storage: After the bunkers are taken, the fuel should be properly stored, these
residual fuel i.e. HFO have pour point in the range of 25 – 40o C, and it will be
specified in delivery receipt. At the time before bunkering it is advisable to put
sludge conditioner in the tank. This keeps the sludge soft so the maximum
bunkers can be used at the time of stripping.
Temperature: The bunkers should be always maintained at temp above floc
point. This is the temp. at which wax crystallizes. Maintaining the above pour
point is advisable, so that the bunker is always on pump-able condition and can
readily be transferred for use. Storage can be done in bunker tanks,
service/settling tank. Special precautions need to be taken in cold climate where
oil has tendency to congeal on the transfer line. Tracing steam should be kept
open at all times to such pipelines. If the storage period is long, it is advisable to
circulate the fuel oil within the tank.
Degradation: The main causes of degradation are :-
1. Microbiological growth
2. Incompatibility between two fuel oils
MICROBIOLOGICAL GROWTH: Certain bacteria and other biological
organisms form colonies taking nutrition from fuel oil. The optimum conditions for
growth are:-
--- water in fuel
--- temp between 30o & 40o C
Symptoms – foul smell, frequent choking of filters, slimy appearance
Prevention:- Avoid storage of fuel oil over a long period of time. This can be
done only by ordering quantities as required, and always try to finish old bunkers
first before going for new quantities. D.O. need not be bunkered in excess
quantity, as it’s consumption is low. Oil can be circulating tank to tank over a
certain period of time or transferred to another tank.
Avoid water in tank : Water should be drained out regularly. If signs of excess
water persists, the oil should be purified. In case of heavy oil, oil can be heated
and stored at a higher temp. of about 55o C.
Incompatibility: Degradation can also take place if two different grades of fuel
are mixed. This happens because of chemical reaction between the two.
Symptoms: Too much sludge/cake at the bottom of tank because of the
wax separating out; choking of filters.
Checking Compatibility: On board test kit for checking compatibility of two
fuels are available. Check compatibility before attempting to mix.
Different tests can be done on board to check the health of oil:-
Viscosity
Water content
Compatibility
241
Ans) Considering engine room operation as a vital system on board the human
element in design is covered by what is termed human factors (HF) a full study of
which involves multi-discipline teams of physiologists, psychologists, engineers and
scientists. The HF team can advise the naval architect on:
How to design a system or equipment so that the human can perform most
effectively, so giving the greatest overall system efficiency. It is not necessarily,
and in general is not true that the maximum degree of automation is desirable.
The blend of human and machine should build upon the strengths of each and
minimize the influence of any weakness.
In what way, and to what degree, the system efficiency will be reduced due to
degradation in the human’s performance due to the environment;
The levels of environmental parameters (e.g., noise, motions and vibrations)
which should not be exceeded it a human’s physical state is not to be temporarily
or permanently harmed. This has already been discussed in sections above.
A designer has, or should, always taken account of ergonomic factors chains must be
comfortable, writing surfaces at the right height and so on. What is not always
appreciated is that the average statistics for the human body are changing will time;
for instances people are generally getting taller, so the designer must use the latest
available anthropological data for both men and women.
Operators often spend hours infront of displays, HF research can do much to make
the operators task easier. Dials and buttons which are most frequently consulted or
activated should be most readily to hand. A digital display helps with taking
accurate readings but if the need is to monitor that the value of a variable is below a
particular figure or lies within a given band an analogue display gives a quicker feel
for the situation. Analogue displays also give an appreciation of the value of a
variable when it must be read at a distance. Colour can be important. A human
being is conditioned to regard red as a danger signal and green as indicating that all
is wall. Some colours are useful and can convey feelings of warmth or cold. Colour is
not always beneficial in differentiating between different levels of parameter being
displayed. It is not immediately obvious whether blue or red represents a higher or
lower value. A human will often find a grey scale or monochrome, presentation
easier to interpret for a single variable.
Dials and switches can be grouped into a diagrammatic display of system, say the
fire fighting ring main, the diagram showing the distribution of the main location of
pumps and so on. The sate of values can be readily seen if represented by a bar in
line with the pipe if open and at right angles to it if closed. The pump symbol can be
illuminated when it is running.
In some cases an operator has a single VDU and calls up a variety of displays, at
different levels of details as required. The system can even decide in the light of data
it is receiving from sensors, which display to present. For instance if the computer
senses an alarm from a system not currently being monitored it can draw it to the
attention of the appropriate operator. If it does this it is important that the reason it
has done so should be immediately apparent to the operator. For instance, if a pump
is running not its symbol can be made to flash and the word ‘overheating’ appear
alongside.
The aim of the HF practitioner is to aid the user or maintainer of a system or
equipment. In research, as study is made of the user’s actions to deduce the thought
processes being followed. Then the displays can be arranged to present the data
needed at any instant in a form the user will most readily comprehend. Any system
must recognize that the computer is very good at ‘number crunching’ but poor at
pattern recognition. The reverse is true of human beings. Modern technology means
that sensors can measure and present more and more data, with greater accuracy.
The user may become overwhelmed by the sheer volume of data and may not be
able to utilize the level of accuracy. The system should pre-analyse the data, in a
predetermined way to help the user. Presentation of statistical data in a meaningful
can be difficult. Many methods are feasible but the problem lies with the user’s
ability to interpret it easily. If presented for instance, with an ellipse on a chart like
display the ellipse representing the boundary within which a target has a 90%
probability of lying the human may ignore the 10% chance that the target lies
outside the ellipse. HF research into such matters can point the way to suitable
training programmes.
It is not enough simply to study a system with a human ‘in the circuit’. This will
give an appreciation of overall performance but will not necessarily show whether
the human is performing as efficiently as could be the case. A change in what the
user is asked to do could lead to a significant increase in overall performance by
changing the balance of what is asked of the machine and the human. Such studies
must be carried out early enough for the hardware and software o be amended. In
modern systems it is often the interaction between the user and the software that is
important rather than the interface with the hardware.
242
Ans. Internal Audits:- The ISM Code section 12, Company verification, review and
evaluation makes it mandatory for the company to control the shore and ship-
based safety management system, and pollution prevention activities by means
of internal audits.
Internal Audits would help to :-
Determine the level of conformity or non-conformity of the system with
specified requirements
Determine the effectiveness of implemented management system in
meeting specific objectives
Determine compliance with regulatory requirements
Internal Audit is a form of self verification.
It will identify, where appropriate – with regard to training :-
Procedures - Bunkering, use of machinery checks – arrival, departure, etc;
Documents - Oil Record Book, Log Book, Permits to Work, Safety Data
Sheet etc;
Personnel - Training Records, familiarisation location and use of safety
equipment.
Corrective Action – Reports of Accidents, Near-miss Application.
Equipment - Maintenance and Operation of OWS, LSA, FFA, etc;
There are two methods for audits to find out above : observing &
interviewing.
Observing :- It gives the visible flaws in documentation, machinery
condition/operation.
condition of ship, operation of ship.
Interviewing :- When a safety management procedure exists, the personnel
involved should
be able to describe their understanding of the way it is carried
out or in some
cases, provide evidence for the same. The auditor should
compare the
participants statement against standard procedure. If it is not, it
may lead to
personal harm, damage to ship/cargo/environment. This will be
a non-
conformity.
Thus this may indicate the requirement of on-board training of personnel.
Emergency Drills:- Regulation 8 of ISM Code identifies the need for drills &
exercises to prepare for emergency action.
Musters and drills are required to be carried out regularly. These are
exercises which have the objective to prepare a trained and organised response
to potentially hazardous situations which may threaten life, property or
environment. It is important to be carried out as realistically as possible.
The initial response and action of personnel during these drills will bring
out the need (if any) to further train the personnel on board for operation of safety
equipments and safe procedures to be adopted in event of such a situation.
Previous Training and Experience:- As per STCW 95 there are certain
courses which have to be done for joining the ship e.g. people have to be trained
at shore for various simulated emergencies.
For ‘fire’, AFF(Advanced Fire Fighting) & BFF(Basic Fire Fighting) courses
train the personnel how to deal with it and various technicalities of the same.
For abandon ship & to rescue a person in distress at sea, the
PSCRB(Proficiency in Survival Craft & Rescue Boat) course is there.
To deal with medical emergencies, various methods of first aid are taught in
MFA(Medical First Aid).
Personal Safety and Social Responsibility (PSSR) deals with the said
name.
All above courses are mandatory as per STCW 95 convention code A
Regulation VI.
Apart from above courses, for joining the specialised vessels like Oil Tankers,
LPG, Chemical Tankers, specialised courses are needed to be done.
There are other courses which are not mandatory, but company encourages to
do to improve the competency of the personnel, e.g. hydraulics, pneumatics,
electronics etc.
If required, on board training and drills should be carried out to train the crew
who do not have adequate knowledge.
Familiarisation with new Equipment:- While familiarising with new equipment
following points should be observed:
Operation of equipment
Normal operating parameters
All related safety alarms and cut-outs of equipment
Maintenance schedule
Operating procedure posted near equipment
Spares of new equipment kept and marked
All control places of equipment
243
243. The ship on which you are working as Chief Engineer has run aground
and some of the double bottom tanks are suspected to be leaky with
oil going out. Describe the methods employed by you in the situation for
oil stock management and ascertaining the quantity of available oil.
Ans. Since the vessel has run aground, vessel’s contingency plan as per safety
management manual for the emergency situation will be followed. All tanks
including E/R tanks will be sounded at regular intervals to identify the damaged
tank. The same information will be conveyed to master, who will inform
Designated Person Ashore, neighboring coastal agencies, flag state,
classification society & P&I club.
In the event of any double bottom tank damage it is unlikely that oil will find
the way out. But if it is noticed that the oil is leaking out, this will be in following
cases:
2) When the hydrostatic pressure exerted by oil level in the tank is more than
the hydrostatic pressure by sea water outside the tank
Assuming the db tank containing F.O. is damaged & F.O. is leaking, the
quantity of oil in the tank before the accident can be ascertained from the daily
/weekly sounding book. Quantity of oil in the other tanks will also be noted and
quantity that can be transferred in them can be calculated considering the
stability factor. Efforts will be made to prevent oil pollution along with
efforts to salvage F.O.
Following steps will be adopted to save oil & reduce oil pollution:-
1. Transfer oil by using the F.O. transfer p/p. this method is effective only if oil
level in the tank exerts more hydrostatic pressure than the sea water outside.
Sample of oil at pump discharge will be checked regularly to ascertain that
only oil is being transferred to the other tank. Once sample at the transfer p/p
discharge confirms water, p/p should be stopped
2. If the tank is in the E/R, then sounding pipe will be just above the db tank.
Flexible hose can be connected on the sounding pipe just before the self-
closing cock and remaining oil can be transferred from the affected tank.
3. In case the affected tank is outside E/R, then the sounding pipe will extend
above the upper deck. Flexible hose can be inserted from the sounding pipe
or vent pipe up to the surface of the oil level & oil can be transferred using
portable Walden p/p to stock tank. This method can be used for E/R db tank,
also in case the vent pipe extends up to weather deck or above.
4. A check list must be filled and all precautions taken during and prior the oil
transfers. Stability must be a prime concern.
Once the quantity of oil remaining on board is ascertained, company
must be informed about the status of ship’s hull and machinery, and whether ship
can make to the port of call or port of refuge. In case the ship cannot make to
either port of call or port of refuge due to hull/machinery damage or insufficient
fuel quantity remain on board, tug assistance may be asked.
244. Develop a training program for activities of a vessel, where you have
joined recently as a Chief Engineer highlighting the specific training
needs for engine room personnel in case of (i) use of life saving
appliances (ii) fire in accommodation (iii) explosion in engine room, when
the ship is in dry dock
Ans) “STANDARDS OF TRAINING AND CERTIFICATES OF WATCHKEEPING”(STCW 95)
Section A-1/6 deals with the training and assessments of seafarer onboard training.
Use of life saving appliances: C/E should ensure that the entire crew is trained on the use of
personnel life saving appliances like donning of life jacket, use of lifebuoys and use of
immersion suit and anti exposure (CTPA) suit clear instructions should given to the crew to
understand the muster list and his duty in case of an emergency situation operating instructions of
life craft, life boat and rescue boat should also be explained. Thus, the training in the use of life
saving appliances and the importance of communication until more confidence in to crew. Crew is
trained for emergencies like “fire in accommodation” training should include following type
of action.
Follow up action:
Use appropriate fire extinguishing agent
Incase of dangerous cargoes consult ‘IMDG’ code
Check effects on ship’s stability and maintain ship in upright position
Ensure fire parties working in pairs/teams
Try up limit the fire by spreading by shifting the combustible material in
the vicinity.
Make sure boundary cooling is provided
Monitor the temperature of boundaries being cooled.
Ensure sufficient protection to personnel is provided
Confirm is there is need of using smoothening methods like CO 2 etc.
245. You have joined a vessel as Chief Engineer recently. Outline a programme
that you will implement in training of Engine Room staff for (i) Fire
prevention and fire fighting (ii) Pollution prevention (iii) Safe working
practices. Enlist the related STCW Codes for each of them.
Ans. Upon joining a v/l as c/e, programs that can be implemented for training of E/R
staff, shall be in accordance with chapter – VI of STCW – 95 Code; which deals
with standards and minimum mandatory requirement regarding familiarising and
basic safety training for emergency and occupational safety along with medical
care and survival functions.
The purpose of such a training should be to provide basic knowledge,
increase their proficiency and at the same time enhancing their skills by
subjecting them to simulated emergency situations, i.e. drills and exercises, so
that the personnel identifies the potentially hazardous situation that may result
in threat to life or the pollution of marine environment.
These will not only reduce the response time but also increase the
confidence level.
Fire Prevention & Fire Fighting:- Training program for this should be
complying with chapter VI Table A – VI/1-2 , whereby specification of minimum
standards of competence in fire prevention and fire fighting are laid down.
Competence is in minimising the risk of fire and maintaining a state of readiness
to respond to emergency situation involving fire. This should include the
knowledge, understanding and proficiency in matters pertaining to:-
The elements of fire and explosion, reminding them of fire triangle, types
and sources of ignition, flammable materials, fire hazards & spread of fire.
All engine room personnel must be made well aware of Fire Plan on
board ship, their duties should be explained & importance of the same w.r.t.
emergency situation should be explained.
Classification of fire and applicable extinguishers, location of FFA in
engine room, emergency escape routes & internal communication should be
explained. Fire & smoke detection system and automatic alarm system should
be well conversed with.
The donning of fire fighters outfit, use of SCBA, ventilation control,
quick-closing valves, fire control station & places from where emergency fire
pump can be started remotely.
Instructions and knowledge regarding fixed installations and rescue
procedures. Under what conditions engine room to be evacuated etc. should be
explained.
Fire drills must be conducted weekly and during briefing sessions,
assessment of performance and improvement should be done. Personnel
should be rotated in their duties in order that they are conversant with other
emergency duties as well.
Pollution Prevention:- This is dealt with in chapter VI Table A – VI/1-4
whereby specification of minimum standards of competence in Pollution
Prevention of Marine Environment is laid down. It includes the knowledge,
understanding & proficiency in matters pertaining to:-
Effects of operational or accidental pollution of marine environment
and basic environmental protection procedures. This will include imparting
knowledge of SOPEP, which is a contingency plan to prevent pollution.
Accidental pollution can occur during cargo loading/discharging, bunkering, oil
spill may also result due to collision and grounding etc. Same should be
explained along with location of SOPEP locker, equipments, their use and
personnel duties during SOPEP operation. Remote stop of COPs, closing
scuppers, testing & indication of high level alarms etc.for bunkering, the bunker
system, location of tanks, sounding procedures to be explained. Bunker safety
checklist to be followed. Communication means & mode settled between ship
staff and barge personnel, importance of constant vigil should be explained.
Knowledge, operation and maintenance of pollution prevention
equipment like OWS, Incinerator and Sewage system should be explained.
SOPEP drills should be carried out weekly and during briefing sessions
the liability, compensation & fines that may result should be explained along
with engine room personnel duties in each case.
Safe Working Practices:- This is dealt with in chapter VI Table A – VI/1-4
whereby specification for competence in safe working practice is laid down.
Knowledge, understanding and proficiency for the following must be imparted;-
Knowledge of a safe attire is of prime importance, importance of safety
while carrying out various ship board operations should be explained. This
includes personal safety, safety of other men and m/c and safety of ship.
For E/R operations use of gloves, goggles, chemical handling suit while
working with hazardous chemicals, using gloves, goggles and shield while
carrying out welding or cutting jobs and use of PPE when on lathe, grinding m/c
etc.
Enclosed space entry C/L and hot work permit C/L should be explained.
Use of O2 analysis HC Detector should be explained. Procedure for ship board
operation of critical equipments should be posted at conspicuous locations.
Hazards of unsafe practices should be explained, as they result in fire, collision
and grounding. Also occupational hazards to be explained. Drills for enclosed
space entry such as rescue from P/P room etc. should be carried out weekly or
fortnightly.
246
246. As a Chief Engineer on a ship, how would you conduct a training program
for safe work practices in (i) Engine Room Workshop (ii) During Dry
docking (iii) Pollution prevention
Ans. Safe Working Practices followed on board ship is the requirement of ISM
Code. The chief engineer should ensure that all persons involved in different
type of work should follow safe working practices as deemed in “Code of Safe
Working Practices” in shipboard Safety Manual.
(1) Engine room Workshop:-
a) This is a designated hot work area, so all persons working in
workshop should be aware of the work being done. Persons who
are authorised to do hot work should be familiar with the welding
equipment. And chief engineer will authorise only those persons, who
are familiar with the use of the equipment.
b) All individuals involved in welding, should be familiar with its correct
use, importance of safety precautions and personal protective
clothing to wear while carrying out work.
c) All persons involved in welding/hot work should be familiar with fire
fighting equipment to be kept stby; & what to do in case of fire break
out while carrying out work.
d) No hot work to be carried out without permission of duty engineer.
e) Workshop to be kept free of oily rags, etc. because of different types
of jobs being carried out simultaneously.
f) All personnel working in engine room workshop made familiar with
correct use Personal Protective Equipment, such as goggles – right
goggles for right job.
g) All personnel involved in machinery(in workshop) job should be
familiar with the controls and “emergency stop” for that machinery
h) All engine room personnel are given training for correct use of
grinding m/c, lathe m/c, drilling m/c, etc.
i) All tools should eb kept clean and stored in proper place.
j) Welding machine should be switched off after use
k) Oxygen and acetylene lines must be de-pressurised after use and
hose to be coiled properly, anti back-flow valve should be in working
condition.
l) Work to be planned out before commencing.
(2) Dry-Docking:-
1) Crew members to be explained about the dry-docking jobs to carry
out.
2) No fuel oil, lub. oil and fresh water transfer to be carried out without
permission from chief engineer to avoid unduly stresses on the hull.
3) No opening to be unflagged or unattended.
4) Crew members and other shore staff working in engine room is
explained and briefed about what to do in case of fire situation.
5) All crew members are explained about correct use of PPE
6) Emergency exit to be properly designated in case of any work
carried out in the way of emergency exit.
Following points to be discussed for safe working practices in dry-dock
g) Importance of safety in dry-dock
h) Importance of ship familiarisation for shore workers
i) Use and demonstration of LSA to shore workers
j) List familiarisation with hazardous operations
k) Handling of deck machineries such as crane, mooring winch
l) Continuous fire watch
m) Proper use of caution
(3) Pollution Prevention:- Crew should be explained the different kinds of
pollution – oil,
garbage, sewage, chemicals and exhaust. They should be made familiar
with the company policy for the prevention of pollution of sea by ship board
operation.
a) Oil Pollution:- Crew members should be explained the legal
consequences of oil pollution and why oil pollution to be avoided, what
all precautions should be taken while doing internal transfers of fuel oil
and lub oil. Procedures to be followed while taking bunkers, (which is
normally discussed in pre-bunker meetings). The personnel and duty
engineer should be familiar with correct operation of oily water
separator, and importance of correct entries in the Oil Record Book,
simultaneously being made aware of legal implications for wrong
entries in the oil record book.
All crew members made familiar with SOPEP locker and how to
act in case of oil pollution, by drills and trainings, of correct use of
oil pollution containment equipments.
b) Garbage:- Crew members should be given proper knowledge of
segregation of garbage and garbage management plan, which is
normally done through table-talk drill, and demonstration, specially
galley crew is instructed to inform bridge, before throwing any food
waste overboard. Garbage plan posted outside mess room.
c) Sewage:- All engineers are made familiar with MARPOL Annexe IV
requirements, about discharge of sewage overboard.
d) Air Pollution:- All crew members and engineers involved made familiar
with the operation of incinerator. The above information can be given
through safety circulars, training videos, general meetings, and notice
displayed at appropriate areas. Persons should be encouraged to
avoid pollution and made well aware of penalties and punishments for
pollution incidents.
247
EXCHANGE OF
INFORMATION
office
Exchange of information
INFORMATION RECEIVED ON BOARD SORTED OUT BY MASTER & followed to
various persons shown.
MASTER
CHIEF OFFICER
CHIEF ENGINEER
CREW
CREW
4th ENGG.
248. As per STCW convention 78 and Code of 95, state to which branch do the
following sections refer to (a) Section A- III/1 (b) Section A- III/2 (c)
Section A- III/3 (d) Section A- III/4
Ans) STCW refers to the international convention on standards of training, certification and watch
keeping for seafarers, which was adopted on 7th July 1978 and was the first convention to
establish mandatory minimum requirements on training, certification and watch-keeping for
seafarers on an international level. It entered into force on 28th April 1984. Since then, a total
of 3 amendments have been made: The 1991, 1994 and 1995 amendments.
1995 amendment is a major revision. One of the major features of the revision is
resolution 2 of the conference of the parties to international convention on STCW 78.
The resolution is an attachment to the final act of the STCW conference, which is
given in form of annexes, containing VIII chapters.
Chapter I: Deals with general provisions and includes mandatory medical standards
communication skills, simulator training, revalidation of certificates, companies
responsibilities etc.
Chapter II: Deals with master and deck department. It gives provisions for:
Reg1: Mandatory minimum manning requirements for navigational watch-keepers
incharge of ships of 500 GT and above
Reg2: Mandatory minimum requirements for master and chief mates of ships of 500
GT and aleave
Reg3: Mandatory minimum requirements for master and chief mates of ships
between 500 3000 GT and also below 500 GT.
Reg4: Mandatory minimum requirements for ratings forming part of navigational
watch.
Chapter III: Deals with engine department and gives provisions
Reg1 : Mandatory minimum requirements for certification of OIC of an engineering
watch in a manned engine room or for the designated duty engineer in a periodically
unmanned engine room
Reg2: Mandatory minimum requirements for certification of chief and second
engineer officer of ships powered by main propulsion machinery of 3000 kw
propulsive power or more
Reg3: Mandatory minimum required for chief and 2nd engineer officers of ships
powered by main propulsion engines of between 7508 3000 kw power
Reg4: Mandatory minimum required for certification of ratings forming part of
watch in a manned engine room or designated to perform duties in a periodically
unmanned engine room.
CHAPTER V: Deals with special training required for personnel on certain type of
ships
Personal should have DC (dangerous Cargo) endorsement at management level,
operational level and support level as the case may be on the type of tanker to be
served.
CHAPTER VI: Deals with emergency occupational safety medical care and survival
functions and includes
Reg1: Familiarization with liasic safety training e.g., PST, Elementary first aid, Basic
fire fighting etc.
Reg2: PSCRB proficiency in survival craft and rescue boat
Reg3: AFF Advanced fire fighting
Reg4: Medical first aid and medical care
249. With reference to Section A-V/3 and training to engine room personnel,
illustrate the role of a Chief Engineer in (i) Crowd management training
(ii) Familiarization training (iii) Safety training for personnel providing
direct service to passengers in passenger spaces (iv) Crisis management
and human behaviour training.
Ans. The Chief Engineer plays a vital role as far as training is concerned to show
department people & also to the passengers. So he should have the ability
to give or impart the necessary training to the people concerned. Hence in
case of the crowd management training the Chief Engineer should ensure
personnel designated on muster lists to assist passengers in emergency
situations to have at least following abilities :
i) Awareness of life-saving appliances and control plans including:
o Knowledge of muster list and emergency instructions.
o Knowledge of the emergency exits and
o restrictions on the use of elevators.
ii) The ability to assist passengers en route to muster and embarkation stations
including:
o the ability to give clear reassuring orders
o the control of passengers in corridors, staircase and passage ways
o maintaining escape routs clear of obstructions
o Methods available for evacuation of disable persons and persons needing
special attention and
o search of accommodation space.
iii) The mustering procedures including:
o the importance of keeping order
o the ability to use procedures for reducing and avoiding panic.
o the ability to use where appropriate passenger list for evaluation
counts and
o the ability to ensure that the passengers are suitably clothed and have
donned, their life jacket correctly.
Familiarization training : shall at least ensure attainment of the abilities that
are appropriate to the capacity to be filled and the duties and
responsibilities to be taken up as follows:-
Design and operational limitations
1. Ability to properly understand and observe any operational limitations
imposed on the ship and to understand and apply performance restrictions,
including speed limitations in adverse weather, which are intended to
maintain the safety of the ship & cargo.
2. Procedure for opening, closing and securing hull openings.
Ability to apply properly the procedures established for the ship regarding
the opening, closing and securing of bow, stern & side doors and ramps and
to correctly operate the related systems.
3. Legislation, codes & agreements affecting ro-ro passenger ships.
Ability to understand and apply international & national requirements for
ro-ro passenger ships relevant to the ship concerned and the duties to be
performed.
4. Stability and stress requirements and limitations
Ability to take proper account of stress limitations of sensitive parts of the
ships such as bow doors & other closing devices that maintain watertight
integrity and of special stability considerations which may effect the safety
of ro-ro passenger ship..
5. Procedure for the maintenance of special equipment com ro-ro passenger
ships
Ability to apply properly the shipboard procedures for maintenance of
equipment peculiar to ro-ro passenger ships such as bow, stern and side
doors, scuppers and associated system.
6. Loading and cargo securing manuals and calculators
Ability to make proper use of the loading and securing manuals in respect of
types of vehicles & rail cars where applicable, and calculate and apply stress
limitations for vehicle decks
Emergency procedure :
o Ability to ensure proper application of any special procedure to
o Prevent to reduce the ingress of water on vehicle decks.
o remove water from vehicle deck.
iii) Safety training for personnel providing direct service to passenger ships:
The additional safety training required shall at least ensure attainment of
the abilities as follows:
Ability to communicate with passengers during on emergency taking into
account.
o the language or languages appropriate to the principal nationalities of
passengers carried on the particular route.
o the likelihood that an ability to use elementary English for basic
instructions can provide a means of communicating with a passenger in
need of assistance whether or not the passenger & crew member share
common language.
o The possible need to communicate during an emergency by some other
means such as by demonstration, or hand signals, or calling attention to
the location of the instructions, muster stations, life serving devices or
evacuation routes, when oral communication is impractical
o The extent to which complete safety instruction have been provided to
passengers in their native language or languages, and
o the languages in which emergency enouncement may be broadcast
during on emergency or drill to convey critical guidance to passengers &
to facilitate crew members in assisting passengers.
Life serving appliances :
Ability to demonstrate to the engine room personal the use of life saving
appliances.
iv) Crisis management & human behavior training:
The Chief Engineering has to go in accordance with standards developed by
the organization that is in the ISM manual which deals with the Emergency
preparedness then the C/E should be able to deal with (i) In case of fire,
grounding of the vessel, collision of the vessel, flooding of engine room &
also in case of pollution.
He should be able to make out the procedures to be followed in case of each
crisis i.e. how the action to be taken up. The human behavior training also
plays a vital role in establishing a good management in the engine room.
Hence the chief engineer should be able to train the people as how to
interact in personnel relationship among people.
250
All personnel employed on ship shall receive proper familiarization training on personal
survival techniques and/or receive sufficient information and instructions as per guidance
given in part ‘B’ of ‘STCW’ code to enable them
Role of chief engineers: Chief Engineers being the ‘head’ of engine room department can play a vital
role in enforcing these elements of ‘STCW’ training such as
Ans. STCW-95, Section A-1/6, deals with the training and assessment of seafarers.
It states that training and assessment of seafarers should be structured in
accordance with written programs which include methods / media of delivery
procedures and course materials, as are necessary to achieve the prescribed
standard of competence.
The training program can be structured for an engine room personnel on
board, in following manner:-
Emphasis on safe working practices
a) Importance of safety
b) Ship familiarisation hazards
c) Nature of shipboard hazards
d) Use and importance of PPE
e) Use and demonstration of LSA
f) List & familiarise with hazardous operations. Eg; hot work, enclosed space
entry etc., & awareness regarding company’s(SMS) procedures.
g) Loading and unloading of cargoes
h) Handling of deck machineries, cranes, mooring winch.
i) Portable and fixed fire fighting systems
j) Emergency alarms, muster points & duties.
k) Escape routes
Operation and maintenance of machinery
a) Starting and stopping of Main Engine
b) Starting and paralleling of generators
c) Operation and maintenance of auxiliary machinery including pumping
and piping systems, auxiliary boiler plant, steering gear, A/C &
refrigeration systems.
d) Manage fuel oil and lub oil operations so as to meet operational
requirements and to prevent marine pollution
e) Manage ballast operations, should meet operational requirements,
ensuring safety and stability of ship
f) Operation of all internal communication system on board
g) Methods of pollution prevention, and containment of pollutants
h) Methods of garbage, oil, sludge, bilge , sewage disposal & relevant
regulations
i) Contents and maintenance of log books, records of spare parts, PMS
Compliance with Emergency procedures
1. Explain the term ‘emergency’ as any situation which is threat to
life, property or environment
2. Types of emergencies
3. Shipboard contingency plan for corresponding emergencies
4. Importance of drills pertaining to combat emergency situations
Communication and human relationship on board
a. Importance of communication, consequence of wrong communication
b. Interpersonal relationship
c. Team building & importance of teamwork
d. Health and hygiene on board
If engine room personnel do not attain the standards within the specified
time period, of carrying out a well structured “training program”, the person
may need special shore based training and the proposal should be
forwarded to the “training department” of the company. The company can
then arrange that the persons get appropriate shore based training and
can re-join later
253
253. Highlight the salient measures of a training programme that you will
undertake on joining a vessel as Chief Engineer in pursuance of SOLAS
guidance and as underlined in (i) May 1999 Amendments (ii) May 2002
Amendments (iii) Chapter IX of SOLAS
Ans) (i) May 1999 amendments
This amendment to SOLAS Chapter VII was adopted in May 1999 and entered into force on
st
1 January 2001 as the International code for the safe carriage of packaged irradiated Nuclear fuel,
plutonium and high level Radio active wastes on Board ships (INF code).
According to this code ships carrying INF cargo are divided into three classes depending on
the total radioactivity of INF cargo which is carried onboard in three classes i.e.,
Class INF1 ship: ship which are certified to carry INF cargoes with an aggregate
activity less than 4000 TBq (Terabecquerel-measurement of radioactivity)
Class INF2 ship: Ships which are certified to carry irradiated Nuclear fuel or high
level radioactive wastes with an aggregate activity less than 2x106 TBq and ships
which are certified o carry plutonium with an aggregate activity less than 2 x 105
TBq.
Class INF3 ship: Ships which are permitted/certified to carry irradiated Nuclear fuel
or high level radioactive wastes and ships which are certified to carry plutonium
with no restriction of the maximum aggregate activity of the materials.
A training programme will be based on the following important issues related to
the code.
Availability of INF code related documents and valid certificates onboard
Instructions as regards handling and stowage of such cargo onboard.
Specific requirements of shipboard emergency plan
Actions o be taken in event of an incident
Use of personal protective equipment when working in areas of radiation risk
A job specific training programme will be prepared for those who are directly
involved with cargo operation and
Common programme for all the crew members onboard and it will be
implemented through regular drills and briefing/lecturer
Audio-visual aids o be used to emphasis the personal and other safety related
issued when working in these special type of ships
254. With reference to training onboard ships and emergency drills discuss the
procedure and importance of (i) testing of emergency fire pump and
emergency bilge pump (ii) operation of remote shutoff valves and remote
stop switches (iii) operation of fire flaps.
Ans. All training programs and procedures for operating emergency equipments are framed as per
the following.
ISM clause 7
Emergency Preparedness.
ISM clause 10
Maintenance of ship and equipment
10.3 Regular testing of stand by arrangements & equipments or technical system that
are not in continuous use.
-> SOLAS Chapter II-2, Regulation 15.
A reference is also make to STCW 95 code section A-VI/1 which states mandatory
training requirement for familiarization & basic safety training & instructions for all
seafarers.
Onboard training is necessary for the familiarization with the operating procedures &
particulars of five fighting appliance, life saving appliances & pollution prevention Aids.
During regular drills and training sessions each individual is made familiar with the
operating procedures of various emergency equipments, both theoretically & practically
by a responsible person i.e. C/E, 2/E or C/o.
i) Testing of Emergency Five Pump :
1. The testing procedures are written and displayed at relevant locations with regards to
operation & precautions.
2. During testing the condition laid in SOLAS Chapter II-2 Regulation 10, 2.2.4.2 "Capacity of
each five pump" is to be complied with.
Testing Procedure :
1. Start the ventilation of the emergency five pump space.
2. If pump is Electric Motor driven.
a) Turn the pump manually & confirm that it moves freely without any resistance.
b) Confirm Pump's suction and discharge valves are open.
c) Check the water level in seal tank for vacuum pump.
d) Check the freeness of vacuum pump by turning the conical pulley manually.
e) Confirm that all hydrants in Engine Room, pump room & in accommodation are shut.
f) Inform Bridge & Engine Room prior to start the pump for testing, but incase of
emergency, pump can be started directly.
g) Start the pump from all starting locations i.e. remote & local.
h) Observe the fire line pressure, check for any abnormality & ensure that vacuum pump is
automatically disengaged.
If the Pump is Engine driven.
Prior testing all checks on the engine to be carried out like L.O. level, water in radiator,
Battery condition & any signs of abnormal leakage etc.
Importance of Testing :
1. Periodic testing increases the personal level of confidence and proficiency in operation.
2. Testing helps to keep pump ready for use at all times.
3. Minor faults can be observed & rectified accordingly.
Operation of Remote stop switches
o Operations and switches are to be clearly marked & displayed.
o When trying out keep local and remote switches alternatively locked shut & try to
start from other location, in both cases it shouldn't start.
o Remote operation indication lights to be checked for proper indication.
o Log down the date and the time of drill.
Importance of drills
Ensures operation incase of an emergency.
Defects with any parts can be repaired / rectified.
By drills crew will be aware of the location and operation of the remote switches,
particularly important incase of five in the Engine Room.
Starting of five pump from the control station to be performed during five drills.
After trying out all switches should be kept in normal operation.
Operation of Five Flaps
Procedure and Open/close position to be clearly displayed Weekly procedures to be
followed.
Lubrication of various moving parts to be clearly displayed weekly procedures to be
followed.
Lubrication of various moving parts to be done on weekly basis.
Closing of Flap is by gravity check for proper sealing in closed position.
Importance of Drill.
All person should be familiar with the location & the operation Regular trial ensures
smooth operations, which ensures immediate sealing of E/R incase of fire.
The continuous onboard training and drills of emergency preparedness is mandatory as
per ISM code.
The documented evidence is required during the ISM audits and PSC inspections.
These onboard training ensures in building a responsibility and motivation amongst the
crew.
Prevents injuries, operational cost reduces with lesser accidents. These drills can achieve
much reliability in attacking emergencies.
Emergency Bilge Pump
Remote shut off valves :
Operating procedures to be displayed clearly in the Five control Room, which includes
:
a) Checking of pneumatic closing air bottle pressure, charging procedures and regular
draining of condensate from the air receiver.
b) List of valves that will be operated.
c) Procedure of closing and release of pressure for opening of the valves.
d) Operation of the valves to be confirmed locally while the test or inspection or survey is
being carried out.
Test Procedures
1. Make note of valves which are "Normally open / Normally Closed" position.
2. Test are preferably carried out whilst the vessel is at anchorage or in part and
compulsory when she is at dry dock.
3. Test each bank or set of valves one by one, so that it becomes easier for the personnel
to identify the operation and later to reset.
4. Testing & operating of lever for activation is normally done by C/E & confirmed by
certified Engineer in E/R.
5. Precautions to be taken that operation does not interfere with the normal operation of
the running machinery.
6. Confirm each & every valve position after testing is completed.
7. Check low pressure alarm for Air Receiver.
8. Make entries in Log book & safety record book after completion of test.
Importance :
1) Ensures operation in case of emergency, i.e. equipment standby & ready for use.
2) Defects with any parts can be attended & repaired.
3) Increases the level of confidence for personnel onboard regarding operating procedures.
255
255. As a Chief Engineer on a ship where you have joined recently, develop a
training programme for shore related activities of a vessel. Highlight the
specific training needs for engine room personnel in case of (i)
overloading (ii) fire (iii) explosion, when the ship is in dry dock.
Ans) The training program for shore related activities of a vessel with respect to the following
cases:
1) Over loading: The crew members and officers must be made aware of the stability aspect
of the vessel while the vessel is in dry dock
2) The crew must be made familiar with the procedure of dry docking the vessel and should
be informed about the time and date when the vessel would be dry docking
3) They should be made aware of the dangers to the ships structure when the vessel sits on
the block and when she is being ……
4) Proper case has to be taken from the point view of the GM list and trim at the vessel
when the vessel is in dry dock
5) Crew members should not transfer any ballast or oil or bunkers with out prior permission
from the dock authorities
6) A meeting between the dry dock personal and the crew members to be held to advice the
crew the max allowable shearing force pending movements and other such stresses which
might affect the ships structure
7) Advice should be taken from the dry dock with regard to extra blocks and side shoring
arrangements where ever required
8) Provision for unloading a vessel if the vessel is entering the dry dock with the cargo
loaded or it has to discharge the cargo before entering the dry dock should be checked
In case of fire
Dry dock is a place where all kinds of hot work activities and repair work would be
carried out hence the crew members should be trained as follows:
1) All individuals involved in hot work should be made familiar with the equipment. Their
correct use identification of any hazardous surroundings.
2) The presence should be explained about the hot work permit and different clauses of hot
work permits.
3) They should be made familiar with personal protective equipment and correct use of
them
4) They should be made conversant with safe operational procedures as described in the
company check list.
5) A check list should be made for safe operation this will include
c) Use of PPE
8) All crew members should be trained to recognize the emergency signal as established by
the dry dock people
9) All crew members must be made aware of the availability of the fixed and portable fire
fighting equipment on a daily basis
10) They should also be told the use of proper electrical equipment as sparking or overloading
of these might lead to a fire.
11) All persons should know their muster station as designated by the safety personnel of dry
dock.
In case of explosion:-
The training program to be carried out to avoid explosion on board the vessel in dry
dock are
The need of use of hot work permits and other work permits in E/R
The importance of gas treeny of fuel oil tanks and LO tanks if opened for cleaning
and isolation of all fuel oil and luboil pipe lines I opened for cleaning and draining
them before removing them from the flangues for maintenance.
Importance of keeping E/R bilges free of oil and other combustible material in dry
dock. Importance of a vigilant fire petrol in E/R. All fire maines in E/R should be
kept pressurized at all times.
The importance of coordination between ships and dry dock personnels and prior
knowledge about the location of the hot work being carried out in E/R.
Availability of E/R fire fighting appliances weather operational or under
maintanence on daily basis.
In the event of explosion the response has to be well organized and training for that
should be
1) All persons should know their muster station as designated by the safety
personnels of dry docks
2) Should know the emergency signals as established by dry dock personals
3) Need to take head counts so as to established the presence of all ship personnel
4) Coordinate with the dry dock safety personnel to carry out rescue operation to
evacuate the injured persons
5) Need for having dry dock fire brigade shore medical facilities and shore electric
supply telephone no’s to be displayed in the ECR and CCR or ships office
256
256. Outline the salient points of a training need that is required for engine
room personnel in ship related emergency situations like (i) Collision (ii)
grounding (iii) flooding (iv) heavy weather damage.
Ans. The following objectives need to be observed under training programs for
engine room personnel for the above mentioned emergency situations:-
COLLISION:- (with a fixed or moving object)
1. Raise Emergency Alarm if collision imminent, otherwise immediately after
2. Call Master
3. Stand by in engine room
Damage prevention
Evaluate
1. use of anchors
2. taking in ballast in empty tanks
3. Can collision blanket be used
4. Close all deadlights and ports on lower decks (if applicable)
5. Close sounding and air pipes in affected area
6. Check potential effect on cargo and systems
7. Is external assistance required
8. Remove all igniting sources
9. Shutdown unnecessary machinery and electrical equipment in engine room
10.Partial or total evacuation of crew
Action plan
FLOODING:-
3. If the vessel is aground or any spill is observed, follow instructions in previous paragraph
(grounding)
Action plan
Damage prevention
In engine room:
In cargo area:
3.If pollution risk of oil or noxious liquid substances consider internal transfer to establish water
cushion in damaged tank(s)
4.Consider further mitigation action for cargo transhipment in conjunction with appropriate
pollution control
9.Can vessel be trimmed or listed or cargo jettisoned to bring damaged area above waterline
15.Consider the compatibility of noxious liquid substances with tank type, material of
construction and tank coating
16.Is external assistance required, can vessel manoeuvre under own power
Action plan
1.Inform local authorities
Musters and drills are required to carried out regularly. Musters ad drills are exercises
which have the objective of preparing a trained & organized response to
potentially hazardous situations, which may unexpectedly threaten life,
property or the environment. It is important, that they should be carried out
realistically, so as to anticipate as closely as possible, actual emergency
conditions.
Major fires in either E/R or wheel house car render the v/l with loss of
propulsion and inability to control & navigate the ship. Moreover the fire in
wheelhouse will also render communication equipment in operable. An E/R
fire, if not controlled & put out can spread to accommodation & the cargo
spaces putting the whole ship in danger. Hence a proper approach has to be
made in fighting fires in each of these areas.
All E/R personnel would have done shore based fire fighting training
program as required by STCW. The ratings would have done the basic fire
fighting course & the officers advanced fire fighting courses. So they have
the basic knowledge & ability to use fire fighting appliances & fight fires.
On a ship, there may be diff. types of fire fighting equipment such as in case
of portable ext. (foam, CO2, DCP) fixed inst. (foam, CO2, Sprinklers). Every
E/R personnel should be familiar with the operation of these equipment. The
onboard training should include.
1) Familiarization with portable & fixed extinguishers.
2) Location of fire hoses & by drafts.
3) Maintenance of these (normally assigned to an officer)
4) Video training program.
5) Donning of SCBA, fireman’s outfit & location.
6) Familiarization of all areas of E/R, Accommodator, cargo spaces.
7) Starting of fire p/ps (gen. & eme)
8) Locator of dampers.
9) Locator of quick closing v/vs, remote stops, fire control stn.
10) Familiarization with release of fixed fire fighting medium for E/R & cargo
spaces.
11) Recognition of various alarms.
12) Understanding of ones duties.
13) Procedure for first Aid.
14) Location of fire control plan & int. shore connector.
16) Actual simulation of drills.
17) Train to work as a team.
18) Emergency escape routes.
19) Rotation of ones duties so as to know each others duties, incase one is
incapacitated during on emergency.
20) Lifeboat launching procedure
When fighting a fire in the E/R the 2nd engineers is in charge of fire fighting
operations within. The duty engineers are assigned duties in the fire fighting
operations. The ratings are part of the fire fighting teams ad also to operate
fire p/ps dampers. The E/O is to look after isolating the electrical circuit &
bring or the fire fighting & is o2 stby. as instructed by 2nd engr.
When an accommodation fire takes place such as the wheel house the E/R
team become the back up team as assists the c/o who handles the fire
lighting team. The 2nd engr. low after operator of E/R machineries and
assists c/o as back up.
Pollution involving cargo / bunkers.
All E/R personnel should be familiar with SOPEP drills. Training should
include.
1. Locator of SMPEP/SOPEP locker.
2. Familiarization of use of SOPEP equipment.
3. Methods to prevent oil from spilling over to the sea.
4. Locator of sounding pipes, vents of tanks.
5. Transfer lines & procedures (officers)
6. Communicator procedures.
7. Fire fighting equipment to be put on stby.
8. Safety precautions to prevent fire (spare sources).
9. Inspection & mant. of equipment used in cargo or bunker operations.
10. One's duties during a spill.
11. Eme. stops for p/ps (location)
12. Other actions such as recording the seq. of events should also be taken, so
this can be used in evidence.
13. Ensure pre bunker briefing & per bunker check list.
14. Bunker check list pre, during and post to be followed.
15. Ensure bunker plan is posted.
Every training program for. fire & oil spill emergencies is for tackling these
emergencies. But it is important to know that there is no substitute for
proper maintenance procedures & safe working practices which can prevent
these accidents since most accidents are due to human error. so we have to
keep in mind the policy. 'Prevention is better than cure.'
258
259. With respect to training ship operation discuss the procedures and
importance of (i) conducting management meetings to train officers
and crew in engine, deck and catering department (ii) purpose of onboard
training and its advantages.
Ans. Safety management meetings are intended to promote and improve awareness of
general safety and environmental protection issues. They can be arranged on any
The company should ensure that safety management meetings are arranged and
minutes of previous meetings and action plans. Records of such meetings shall be
maintained.
Every meeting must have an agenda. Only what is relevant should be discussed.
Based on agenda, request prior input from participants, so that a strategy can be
planned.
Circulate previous minutes, for members to study before hand, if they are approved.
- New IMO convention coming into force in near future and requirements
regulations.
prevention.
- Ship being a floating object could be miles away from nearest help available.
- The first few minutes in an emergency are vital and they could be deciding
- Onboard training realizes in best manner ship specific environment and task.
- Greater reliability.
260. Illustrate the salient factors for “onboard training” and standard of
competence as laid out in STCW 95 Chapter III. Underline the specific
roles a CE needs to perform toward satisfactory training of engine room
personnel under the Regulation. What will be the criteria for evaluating
competence for onboard training by a CE.
Chapter III of STCW’95 deals with standards required of E/R personnel under
different capacities chapter III/1 deals with standards required for a
watchkeeping Engineer Offices, III/2, III/3, deals with the standards
required for C/E & 2/E officer for main propulsive powers more than
3000 KW & between 750 kw to 3000 kw respectively chapter II/3, deals
with standards required for serving as Engine Room Ratin.
On Board Training :
Every candidate shall follow an approved onboard training which
:
1) Ensures that during the required period of sea going service, the
candidate receives systematic practical training and experience in the
tasks, duties and responsibilities of an officer in charge of engine room
watch keeping aking into account the guidance given in section B-III/I, of
the code.
2) Is closely supervised by and monitored by qualified and certificated
Engineer officer on board the ship in which the approved sea going
service is performed.
3) Is adequately documented in Training Record Book.
Standards of competence :
STCW’95 has very clearly specified the standards required under
the various capacities chapter III has devided competence function to
four functions.
Chapter III - I
Every candidate required to demonstrate the ability to
undertake at operational level tasks, duties and responsibilities in the
following field.
Marine Engineering :
Should be able to operate hand tools, measuring equipments,
electrical / electronic measuring and test equipment for repair and
maintenance, fault finding, dismantling and reassembling of shipboard
plant and equipment.
Should be maintain a safe watch.
Must use English in written and oral form associated controls.
Must be able to operate pumps and pumping systems.
Electrical / Electronic and control Engineering :
Should be able to operate alternator / Generators and control systems.
Maintenance and Repair :
Should be able to maintain marine and ontrol equipments.
Controlling the operatin of ship and care for personnel onboard.
By ensuring compliance with pollution prevention requirements.
Maintain sea wothiness of ship.
Knowledge of the LSA/FA equipment
Should be able to give medical firt aid onboard
Monitor compliance with legislative requirements
261. State the date of adoption and entry into force of International Convention
on Standards of Training, Certification and Watch keeping for Seafarers.
Give a brief introduction of the convention highlighting its purpose,
articles related, different chapters contained and their area of coverage.
Ans) the International convention on standards of training, certification and
watchkeeping for seafarers (STCW) 1978 was adopted by the international
conference on training and certification of seafarers on 7 July 1978.
In 1978 STCW conventions entered into force on 28 April 1984. Since then
three amendments here to were adopted in 1991, 1994 and 1995
The 1991 amendments relating o the global maritime distress and safety
system(GMDSS) and conduct of drills and entered into force on 1st December
1992
The 1994 amendments on special training requirements for personal on
tankers were adopted by IMO resolution and entered into force on 1st Jan 1996
In 1995 amendments entered into force in 1997 under IMO’s TACIT
acceptance procedure. The STCW code contains in
Part A) Mandatory provisions for which specific reference is made in the annex
to the STCW conventions and which gives in detail the minimum standards
required to be maintained by parties in order to give full and complete effect to
the provisions of STCW conventions.
Part B) Recommended guidance to assist portion of STCW convention and as
involved in implementing applying or existing measures to give the STCW
conventions full and complete effect in uniform manner
Purpose of convention:- To ensure safety of life and property at sea and
protection of marine environment by establishing in common agreement.
International standards of training certification and watchkeeping for seafarers
various article which are related to the STCW convention
[Article I] – General obligation under the convention
[Article II] – Definition – Eg. Administration certificate, organization seagoing
ship fishing ships etc
[Article III] – Application i.e., applicable to sea farers serving on board sea going
ships
[Article IV] – Communication of information i.e., parties to the convention will
communicate as soon
as practicable o the secretary general.
[Article V] – Other treaties and interpretations it deals in various matters e.g.,
matters which are not ex
pressly provided for in the convention remains subject to the legislation of the
parties.
[Article VI]- Certificates
[Article VII] – Transitional provisions – It gives idea about issuance of certificate
during transitional phase.
[Article VIII] - Dispensation it means administration permitting a specified sea
farer to serve in specified ship for a specified period not exceeding 5 months in a
capacity other than the Radio operator
[Article IX] – Equivalents- It means administration may adopt equivalent
measures which will be atleast equivalent to the requirements of convention.
[Article X] – To exercise taking into account the size and type of ship and the
length and nature of voyage
[Article XI] – Promotion of technical co-operation i.e., technical assistance for
the parties which request for training of administration and technical personnels,
supply of equipment, establishment of training institution
[Article XII] – Amendments – It deals with the procedures for amending the
conventions
[Article XIII] – Signature, ratification, acceptance, approval and acc
[Article XIV] – Entry into force i.e., the convention shall enter into force 12
months after the date of which not less than 25 states (50% of world tonnage of
ships of 100 GRT and more)
[Article XV] – Denunciation i.e., party many denuce after 5years after the date
of entry into force.
[Article XVI] – Deposit and Registration
[Article XVII] – Languages – The convention is established in a single copy in
Chinese, English, Russian, French and Spanish language v/s official translation
in Arabic and general language.
Different Chapters
262. State the resolutions adopted by 1978 Convention on STCW. What is the
amendment procedure of the said convention ?
Ans. The resolutions adopted by the 1978 convention on STCW are :-
Resolution 1 :- Adoption to the Amendment to the Annex to STCW 78.
-- All the members of the organisation and all related parties have to replace
the existing text of the Annex to the convention.
Resolution 2 :- Adoption of the seafarers training, certification and watch
keeping code.
-- Recognising the importance of establishing detailed mandatory standards
of competence and mandatory provisions necessary to ensure that all seafarers
shall be properly educated and trained, adequately experienced, skilled and
competent to perform their duties in a manner which provides safety of life and
property at sea and protecting marine environment. Also need for training to
respond to change in technology, operational practices and procedures.
Resolution 3 :- Transitional provisions in order to fully comply with convention
by Feb 2002. To take proper measures to implement revised convention.
Resolution 4 :- Training of radio operator for Global Maritime Distress & Safety
System (GMDSS).
-- Requirement for all navigational watch keeping officers to be trained for
performing designated radio duties. For safety of life, property and environment
protection, there is need for efficient radio watch keeping & follow GMDSS
regulations of SOLAS 1974 as amended in 1988.
Resolution 5 :- Training in crisis management & human behaviour for
personnel serving on RoRo passenger ships.
-- It requires master, chief officer, chief engineer officer and second engineer
officer and any person having responsibility for safety of passengers in
emergency situations, to be trained in crisis management and human
behaviour.
Resolution 6 :- Training of personnel on passenger ships.
-- It includes minimum requirements for training and qualifications of master,
officers and rating on ro-ro passenger ships especially safety of passengers in
emergency situations.
Resolution 7 :- Monitoring the implication of alternative certification.
-- It may be complemented in different ways by parties to the convention.
Resolution 8 :- Promotion of Technical Knowledge Skills & professionalism of
seafarers.
-- This establishes arrangements for selection of seafarers, monitor their
standards, training and monitoring junior personnel for skill and knowledge,
refresher and updating training, encourage pride & professionalism.
Resolution 9 :- Development of international standards of medical fitness for
seafarers.
Resolution 10 :- Training of maritime pilots, vessel traffic service personnel
and maritime personnel on mobile offshore units.
Resolution 11 :- Promotion of Technical Cooperation.
-- It aims at enhancing mandatory requirements for training and qualification
of seafarers.
Resolution 12 :- Contribution of the World Maritime University (WMU) in
achievement of standards of maritime training.
Resolution 13 :- Revision of model courses published by IMO.
Resolution 14 :- Promotion of participation in the maritime industry.
-- IMO plan for promoting the training of women in maritime sector
Amendment Procedure for STCW Convention
Convention may be amended by either of following procedure (a) or (b)
(a) Amendment after consideration within the organisation –
(1) Any amendment proposed by party will be submitted to secretary-
general who will circulate to all members at least six months before
consideration.
(2) Such amendment will be referred to Maritime Safety Committee for
consideration
(3) Parties, whether or not members of the organisation can participate
in proceedings of MSC.
(4) It shall be adopted by a two-thirds majority of parties present
provided at least one-third of parties are present at the time of voting.
(5) Such amendments on adoption will be communicated by secretary-
general to all parties for acceptance.
(6) These shall be deemed to have been accepted on date when two-
third of parties have accepted them.
(7) Amendment shall be deemed to have been accepted :
i) at end of two years from date of communication to parties for
acceptance
or
ii) at the end of period not less than one year, so determined at
time of adoption.
However, amendments shall not be accepted within specified date if
more than one-third of parties, the combined merchant fleet of which
constitute not less than 50% of world tonnage, notify secretary-
general that they object to the amendments.
(8) It will enter in to force six months after date on which it is deemed to
have been accepted.
(b) Amendment by a Conference :
(1) Upon request by at least one-third parties a conference may be
called to consider the amendments
(2) These may be adopted by a two-third majority of parties present and
voting. After adoption it will be communicated by secretary-general to
all parties for acceptance
(3) Unless the conference decides otherwise the amendment shall be
deemed to have been accepted and shall enter in to force as
specified in (a)(6), (a)(7), and (a)(8).
263
Amendments to the STCW annexe will normally enter into force 1 ½ year after being
communicated to all parties unless in the mean time, they are rejected by 1/3 rd of
the parties or by the parties whose combined fleets represent 50% of world tonnage
Following are the amendments made to the STCW convention since 1991.
The 1991 Amendments (Adoption 22nd May 1991-E into F: 1st Dec 1992)
Implementation of GMDDS system
The 1994 Amendments (A:- 25th May 1994, E.I.F: 1st January 1996) the amendments
replaced chapter V on special training for crews on tanks)
1995 Amendments (A: 7th July 1995, E.I.F: 1st Feb 1997)
The 1995 amendment represented a major revision of the convention
Same of the most important amendments adopted by the conference concern CHI
General provisions include:
1) Ensuring compliance with the convention
Parties to the convention are required to provide detailed information to IMO
concerning administrative measures taken o ensure compliance with the conversion
2) Port State Control: Ehanced procedures concerning the excess of PSC to allow
intervention in the case of deficiencies deemed to pose a dangle to persons property
or the environment.
Measures are enforced for watchkeeping personnel to prevent fatigue.
3) Measures are introduced for watchkeeping personnel to prevent fatigue.
4) Use of simulators for the purpose of training
5) Revalidation of certificates for officers at intervals not exceeding 5 years
CH II- Master and Deck Dept
This chapter was reversed and updated
The 1997 Amendments (A: June 1997; E.I.F: 1st Jan 1999)
Amendments concern training for personnel on passenger ships like crowd
management, crisis management and human behaviour training etc.
The 1998 Amendments (A: 9th Dec 1998, E.I.F: 1st Jan 2003)
These amendments are aimed at improving minimum standards of competence of
crews in particular relating to cargo securing, leading and unloading on bulk carriers.
The 2006 Amendments(A: May 2006: E.I.F: 1st Jan 2008)
There add new min mandatory requirement for the training and certification for
persons to be designated a ship security officer (SSO)
Further amendments to part A of the STCW code add additional training required
for the launching and recovery of fast rescue boats.
264
Under Regulation 7 of Chapter I (i.e. General Provisions) of STCW 95, parties must
provide detailed information to IMO concerning administrative procedures taken
to ensure compliance with the Convention in education and training courses,
certification procedures and other factors relevant to implementation of STCW
Code. This information is used by IMO’s Maritime Safety Committee to identify
Complying Parties. Other parties will then be able to accept certificates (COC)
issued by these parties. ( It is noted that no proof of compliance was required
under STCW 78). Hence countries assessed by IMO to be properly
implementing STCW 95 are placed on a so called “White List” or list of
confirmed parties published by IMO on its website.
To gain a place on the white list, countries must report details to the IMO
– Secretary General of national laws, training requirements, standards and
systems in place and ensure that all those elements meet the revised STCW 95
requirements and can pass the scrutiny of persons with a detailed knowledge of
those requirements. A position on the white list entitles other parties to the
STCW Convention to accept, in principle, that certificates issued by or on behalf
of the parties on the list are in compliance with STCW 95. the inconvenience
faced by countries not falling under “white list” are:-
1) It is expected that ships flying flags of countries that are not on the white
list will be increasingly targeted by Port State Control inspectors.
2) A flag state party that is on the white list may, as a matter of policy, elect
not to accept service on its ships, seafarers holding certificates issued by
non white list countries.
3) Non white list countries seafarers if working on flag state which is under
white list are required to get their certificate endorsed by flag state, to
show that their certificate is recognised by the white listed flag state.
Important procedure concerning exercise of state that has been followed off
from Chapter I of STCW is related to the Standard of Competence. In 1978,
STCW convention was the first to establish basic requirement on training,
certification and watch keeping for seafarers at international level. Previously,
the standard of training, certification and watch keeping of officers and ratings
were established by individual governments, usually without reference to
practices in other countries. As a result, standards and procedures varied
widely. The 1995 amendment of STCW convention states that the level of
proficiency to be achieved for the proper performance of functions on board
ship in accordance with the internationally agreed criteria as set forth herein,
and incorporating prescribed standards or levels of knowledge, understanding
and demonstrated skills. This was achieved by member countries, by providing
detailed information to IMO, regarding education and training courses,
certification procedures, standards and systems in place, and get their
acceptance under “white list”.
Part A Chapter I Reg. 12 :- Technical innovation, such as use of simulators
for training and assessment purpose have been recognised by STCW 95 and is
covered under Regulation A-I/12. it gives in detail about requirements for :-
13) simulator used in training
14) simulator used in assessment of competence
15) radar simulator
16) automatic radar plotting aid simulator
It also gives in detail simulator training objective, training procedures and
assessment procedures. Provision or coping of fitness standards of seafarers is
detailed under Part A, Chapter I, Regulation 9, which states that each party shall
establish standards of medical fitness for seafarers, particularly regarding
eyesight and hearing, also certificate of competency are issued to candidates
who comply with the requirements of this regulation, i.e. they should hold a valid
document attesting to their medical fitness, issued by a duly qualified medical
practitioner recognised by the party.
265
265. Enumerate the different activities and rights of national coast guard. With
reference to coast guard activity explain (i) controlling vessel traffic/
waterways (ii) inspection of flag state and foreign ships (iii) general
maritime law and treaty enforcement.
Ans) Followings are activity and rights of National Coast Guard
i) Providing protection to the fishermen including assistance to them at sea while in
distress coast guard ship also ensure that the fishing trawlers do not cross over
International Boundary Lines (IBL) and remain in Indian waters
ii) Safety and protection of offshore installation and artificial Islands
national/coast guard ensures round the clock security and protection of all the
national assets at sea
a) Protection of offshore oil rigs and installation
iii) Preservation and protection marine environment
Anti poaching operations
National Coast Guard uses its patrol vessel and air craft to actively engage in
surveillance and law enforcement operations to circumvent illegal operation by the
foreign mechanical trawlers/fishing vessel operating in Exclusive Economic Zone.
iv) Prevention and control of marine pollution
v) Assisting customs and other authorities in anti smuggling operations
vi) Enforcements of maritime laws
vii) Safety of life and property at sea
viii) Search and rescue
ix) Collection of scientific data
The coast guard ensures safety of men, vessels and materials deployed at sea round the
clock. They made use of search and rescue techniques their skill/knowledge and mobility of its
helicopters to assist maritime fraternity while at sea.
Coast guard engages surveillance and law enforcement operations against foreign vessel
operating illegally or entering Indian territorial seas without due reasons. It takes necessary
measures by expelling ships engaged in illegal activities from Indian waters by issuing a
warning or by arresting offenders.
ii) Inspection of flag state and foreign ships coast guard inspection of flag state and foreign
ships are for
266. Enumerate the area of activities/ enforcement of coast guard towards (i)
Law enforcement (ii) drug interdiction (iii) port and waterway security.
Ans. Following are the areas of activities of Indian coast guard
Law enforcement Drug interdiction & security
a) Prevention and control of marine pollution
Indian coast guard endeavours to protect the marine environment by heightening
awareness, surveying and enforcing laws pertaining to marine pollution in waters surrounding India.
Indian coast guard ensures that vessels do not pollute and also endeavours to preserve our marine
environment by carrying out survey and investigating marine pollution incidents.
b) Preservation and Protection of marine environment :
The Indian coast guard used its patrol vessels and aircraft to actively engage in surveillance
and law enforcement operations to circumvent illegal operations by the foreign vessels operating in
India's Exclusive Economic zone.
c) Assisting customs and other authorities in Anti Snuggling operations :
The Indian coast guard engages in surveillance and law enforcement operating against
foreign vessels operating illegally or Indian territorial seas without due reason. It takes necessary
measures by expelling ships engaging in illegal activities from Indian waters after issuing a warning
or by arresting the offenders. The Indian coast guard has apprehended several merchant vessels /
fishing boats / speed boats engaged in illegal trade. These apprehended vessels are brought to
Indian ports and are handed over to concerned authorities. Indian coast guard has maintained
constant vigilance at sea and assisted other authorities in apprehending vessels involved in
smuggling of illegal goods.
d) Enforcement of Maritime laws :
Indian coast guard responds to occurs encroaching upon us from overseas by employing a
system of thorough surveillance and law enforcement. Maritime crimes are increasingly becoming
globalize and ingenious. Hence a system of through surveillance and enforcement at sea is essential
to maintain peace order and security in India. Indian coast guard maintains law and order by
intercepting crimes at sea, such as exposing the smuggling of goods and people, cracking down on
vessels operating illegally promoting strict law enforcement and being prepared for suspicious
vessels and terrorist activities. In order Indian coast guard endeavours to enforce maritime laws of
India against any crime committed in its maritime jurisdiction. Coast guard ships and aircraft conduct
regular operations for strict enforcement of laws. The offenders are fault strictly as per laws of the
union. Recent spurt in terrorist activities around the globe has necessitate the Indian coast guard to
address the issue of terrorism by strengthening security measures at priority facilities. In addition
there have been incidents in surrounding waters such as Indian fishing vessels being shot and sued
by neighbouring countries. In response to this situation, Indian coast guard deploys patrols to
engage in guidance and surveillance as preventive measure against future trouble.
e) Safety and protection of offshore installations and artificial islands.
Indian coast guard ensures round the clock security and protection at all the national assets
at sea.
i) Protection of offshore oil rigs
ii) Protection of offshore installations.
267
267. With reference to marine pollution prevention, discuss the role enacted
by coast guard on coastal waters. Briefly explain the action undertaken by
coast guard in prevention of marine pollution and its enforcement.
Ans.
It shall be the duty of the Coast Guard to protect by such measures, as it thinks
fit the maritime and other national interests of India in the maritime zones of India.
Without prejudice to the generality of the provisions, the measures referred to
therein may provide for: -
Ensuring the safety and protection of artificial islands, offshore terminals,
installations and other structures and devices in any maritime zone
Providing protection to fishermen including assistance to them at sea while in
distress
Taking such measures as are necessary to preserve and protect the maritime
environment and to prevent and control marine pollution
Assisting the customs and other authorities in anti-smuggling operations
Enforcing the provisions of such enactment as are for the time being in force in
the maritime zones and
Such other matters, including measures for the safety of life and property at
sea and collection of scientific data as may be prescribed.
The Coast Guard’s function is to initiate rapid and effective response to control
discharges of oil and releases of hazardous substances, pollutants, or contaminants
into the sea. As one of the primary agencies responsible for pollution control, the
Coast Guard has purchased equipment for use in the overall response to pollution
incidents. For maximum flexibility and effectiveness, this equipment has been
distributed to the major ports, and units having access only to limited commercial
response resources.
c. Timely and justifiable requests for equipment repairs, purchases, or other support
to prevent the impairment of the equipment and operational efficiency;
a. Pollution From Vessels: Coast Guard owned equipment may be used to remove
discharges or releases from vessels or facilities owned or operated by the Coast
Guard. Other federal agencies may use Coast Guard equipment on a cost -
reimbursement basis. These costs shall not be paid from the pollution fund, but must
be charged to the federal agency’s operating funds. Reimbursement arrangements
shall be negotiated prior to or at the time the equipment is made available.
b. Coast Guard Unit Equipment: Each on scene coordinator (OSC) maintains levels
of “first aid” oil pollution response equipment as determined through the contingency
planning process. However, it is the Coast Guard’s policy not to compete with the
commercial sector. Consistent with this policy, the use of Coast Guard equipment is
appropriate when it:
(1) Can be used in a more timely fashion than commercially available equipment;
(2) Includes a necessary containment or removal device that cannot be reasonably
obtained from commercial sources; or
Whenever the OSC must utilize Coast Guard equipment for purposes other than
monitoring, the OSC shall declare a federally funded removal to the extent
necessary to ensure effective removal of pollutants. Upon arrival of commercial
equipment, Coast Guard owned equipment should be removed, provided a smooth
transition can be made.
Use Of Pollution Response Vehicles. Immediate response action can often minimize
the effects of an oil discharge or hazardous substance release. One response
method that has been found to be fast and effective when federal response is called
for involves the use of a pollution response vehicle. In addition to reducing response
time, the presence of the vehicle presents a highly visible display to the local public
that positive steps are being taken in dealing with the problem. Pollution response
vehicles have also been successfully used for public relations purposes. For
example, the vehicles can be used as a Coast Guard display during local events.
268
268. Explain “Port State Control” (PSC) Inspection. Underline its authority for
exercising and the basis of such inspections. Enumerate the relevant
regulations article and annexes of SOLAS 74, LOADLINES 66, MARPOL
73/78, STCW 78 and TONNAGE 69, which forms the provisions for PSC.
Ans. “Port State Control” is an inspection programme under which all countries work together, to
ensure that all vessels entering there waters are in complaints with strict international safety
and antipollution standards. All countries involved in inspecting ships will share their findings
with each other. Ship that are found to be in violation of laid down standard, are detained in
port, until there deficiencies are rectified. The objective of PSC is to detect sub standard
ship, that endanger not only the ships crew and the port, but also environment. This
minimises the threat to life, property and the environment.
Authorities of PSC
Port state can be applied not only to those countries, who are party to the
conventions but also to ships that fly the flag of a state, that has not ratified a
convention. No ship is exempted from PSC.
The relevant regulations article and Annex which forms the provision for PSC are
as follows.
(a) SOLAS
Reg. I/ 19 : General provision / control
Reg. IX / 6 Management of safe operation of ship / verification
Reg. XI / 4 : Special measures to enhance maritime safety ‘PSC’ on operational
requirement
Chapter XI - 2 : Special measures to enhance maritime securities (ISPS Code)
MARPOL 73/78
Article 5 - Certificate and special rules on inspection of ships.
Article 6 : Detection of violation and enforcement of the convention.
Regulation 8A of Annex I - “PSC” on operational requirement
Regulation 15 of Annex II : “PSC” on operational requirement
Regulation 18 of Annex III : “PSC” on operational requirement
Regulation 8 of Annex XIV : “PSC” on operational requirement
Load Lines
Article 21 : Check ILLC (international load line certificate)
Limitation of the draught, to which a ship on its international voyage to be
loaded
Ensure adequate stability (1930)
Provision to determines “freeboard” of tanker (1966)
STCW -78
Article X - Control regulation (Rights of PSCO to ensure that all seafarers have
appropriate certificate)
Regulation I/4 : Control procedures.
Tonnage 1969
Article 12 : Verification of tonnage certificate
Definition of P.S.C.
P.S.C. is the control through inspection of foreign ships by coastal state in its
port. This control is ensured for the purpose verifying 1) The condition of the
ship and its equipment comply with the requirements of certain international
maritime conventions 2) The ship is manned and operated in compliance with
applicable national law. By the provision of UNCLOS, the flag state has been
given the primary responsibility for ensuring that a ship is equipped, operated,
maintained and manned in accordance with international maritime convention.
P.S.C. is an international initiative for reduction of substandard ship.
On boarding and introduction to the master or responsible ship offices the
PSCO should examine the vessels relevant certificates and documents
If the certificate are valid and the PSCO’s general impression and visual
observation onboard confirm a good standard of maintenance, the PSCO’s
should generally confine the inspection to reported or observed deficiencies.
If however the PSCO from general impression or observation on board has
clear ground for believing that the ship, its equipment or its crew do not
substantially meet requirement, the PSCO should conduct more detailed
inspection.
Clear grounds :
The absence of principal equipment or arrangement required by the
convention.
Evidence from a review of the ships certificate that a certificates or certificates
are clearly invalid.
Document required by convention are not on board, incomplete, or are not
maintained or are falsely maintained.
PSCO’s general impressions and observations that serious hull or structural
deficiencies or deficiencies that may place at risk the structural water tight and
weather light integrity of ship.
Deficiencies exist in the safety, pollution prevention or navigational
equipment.
Master or crew not familiar with essential ship board operation.
Indication that its key crew members may not be able to communicate with
each other.
The emission of false distress alerts not followed by proper cancellation
procedures.
Receipt of a report or complaint containing information that the ship appears
to be substandard.
269
269. “If Flag State Implementation is carried out effectively; Port State Control
may not be required”. Give your comments on the above statement.
Ans. All ships engaged on commercial trading need to be registered in a country, which identifies its
owners. The country of registration is known as "FLAG STATE". It is the duty of flag
state to ensure that a vessel entitled to fly its flag is safely constructed, equipped
and subsequently properly maintained and manned as per relevant regulation based
on international conventions developed by International maritime organisation
(IMO) and International labor organisation (ILO) for this purpose the flag state
carriers out surveys and inspections on the vessels under its registry for issue of
various statutory certificates.
Ships trade internationally and how to call at various parts all over the world. Many
ships may not call at their home ports for a considerable period and it is possible
that during a certain period and it is possible that during a certain period of time
ships certificates may not have been renewed or maintenance in general has
suffered due to various reasons.
The fundamental aim of port state control is to supplement the inspections by flag
state and eliminate sub-standard ships in order to ensure safer ships and cleaner
oceans.
As per International convention for the safety of life at sea (SOLAS) chapter I, part B,
Regulation 19, Every ship when in port of another contracting government is subject
to control by officers duly authorized by such governments so far as this control is
directed towards verifying that the certificates issued under regulation are valid.
Also as per SOLAS chapter XI-1, special measures to enhance maritime safety -
Regulation 4- port state control on operational requirements.
Ships of the countries which are not party to the various international inspections to
ensure commensurate level of safety such inspections may be under taken on the
basis of.
Some time ago, ship owners started registering their ships under flags of
convenience(FOC). The main interest of the ship owners was to pay lesser
taxes, lesser registration fees, low statutory survey fees and above all the rules
and regulations were not so stringent. These so called flags of convenience
were not party to some or more international conventions. So in a nutshell, ship
owners had to spend comparatively a lot less money to get their ships
registered in flags of convenience.
Since these flag states were not party to some conventions due to non-
availability of resources or manpower. The ships registered with them had great
chances to have standards below the international standards. To maintain
universal identical standards, certain minimum standards were set by IMO and
ILO and even if a flag of convenience does not comply with the conventions,
Port State Control has been given authority by various IMO conventions to
maintain minimum standards. Had all the conventions been ratified by all states
and subsequently implemented on ships there would have been no need for
Port State Control.
So if flag state implementation is carried out effectively there is no need for Port State
Control
270
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 PSCO’s 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 won’t constitute grounds for judging that a
ship be detained. In assessment of effect of damage, the PSCO should have regard o
the location of crew accommodation and whether damage affects its habitability. The
PSCO should pay particular attention to the structural integrity and seaworthiness
of bulk carriers and oil tankers and note that these ships must undergo the enhanced
programme of inspection during surveys under the provision of regulation X1/2 of
SOLAS 74. The PSCO’s 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 there’s 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 PSCO’s general impression or observations that serious deficiencies
exist in the safety, pollution prevention or navigational equipment.
a) safety equipment: the effectiveness of life-saving appliances depends on good
maintence by the crew and their regular use in drills. A part from obvious defects
like heled life boat, PSCO should look for signs of disuse of obstructions to survival
craft launching equipment which may include paint accumulation seizure of pivot
points, absence of greasing condition of blocks and falls.
b) Fire fighting equipment: poor condition of fire line, fire extinguish deck foam
lines, fire hydrants etc may be a guide for detailed examination of all fire safety
equipment PSCO should also look for evidence of a higher than normal fire risk,
which may be brought about by a poor standard of cleanliness in the machines space
which together with significant deficiencies of the fixed or portable 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 ship’s certificates that a certificate or certificates are
clarly invalid e.g. safety Equipment certificate may be invalid since no renewal
survey was carried out during stipulated time.
6) Evidence that documentation required by the conventions are not on board,
incomplete, are not maintained or are falsely maintained.
e.g. a) oil record book for machinery spaces may be absent or not properly filled up.
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 CO2 into the engine room in case of fire in
the en gine room
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.
271
271. With reference to port PSC enumerate on the following (i) Regional co-
operation/ agreements (ii) Future of PSC (iii) Is PSC an effective tool for
ship safety?
Regulation 4, chapter XI of SOLAS 1974 makes it possible for pre officer inspecting
foreign ships to check their operational requirements especially when there are
“Clear Grounds” for believing that Master or crew are not familiar with essential
ship board procedures relating to ships safety, pollution prevention ships visiting
any foreign port, are to be inspected by PSC on behalf of the contracting Govt. to
ensure that the visiting vessel is not a threat o the port with regards to the safety
of personnel & cargo & also not a navigational hazard to its surroundings.
(a) The ‘Clear Grounds’ referred, leading to detailed inspection include
such factors as operational short coming, cargo operation not being conducted in
a proper manner or absence of an updated muster list. These indicate that the
crew members may not be able to communicate with each other.
PSC inspections are normally limited to checking certificates becomes
questionable, if there are ‘Clear Grounds’ for believing that the condition of the
ship or its equipments are not substantially meeting requirements of relevant
instrument then a more detailed inspection may be carried out.
In accordance with the following provisions of ‘IMO’ & ‘ILO’ conventions, a PSC
officer may conduct inspection of foreign ships coming in their parts :
1) SOLAS - 74 Reg. 1/19, leg. IX/6 & leg. XI/4
2) Load lines 66, article 21.
3) MARPOL 73/78 article 5 & 6
1) reg. S/A o annex I
2) Reg. 18 of Annex II, III, V & VI
4) STCW ‘78 - article x & reg. ¼
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”.
273. Explain the jurisdiction of application of PSC and its control regulations.
State the salient clauses from different International Conventions that
forms the basis and focus area of PSC.
Ans. Port State Control authorities undertake inspections of ships in their territorial
limits, to ensure that they meet the requirements of international standards laid
in the Conventions. It is possible that during a certain period the ship may not
have called its home port, certificate may not have been renewed or
maintenance has suffered due to various reasons. Therefore the ship must be
inspected at various ports to ensure compliance with rules/requirements as
regards safety, maintenance and manning. These inspections are done by Port
State Control authorities. The fundamental aim of the PSC is to supplement the
inspection done by flag state and to eliminate sub standard ships in order to
have safer ships and cleaner oceans.
In accordance with provisions IMO and ILO conventions, parties may
conduct inspection of the foreign ships in their port with Port State Control
Officer (PSCO) :-
1) SOLAS 74, Regulation 1/19, regulations IX/6 and regulation XI/4
2) Load Lines 66, article 21
3) Marpol 73/78, Article 5&6, regulation 8A of annex 1, regulation 15 of annex
II, regulation 8 of annex V
4) STCW 78, article X and regulation ¼
5) Tonnage 69 Article – 12
6) International Labour Organisation (ILO) convention no. 147, article 4
IMO has adopted assembly resolution A 787 (19) as a guideline for
unified procedure for PSC. Assembly resolution A 882 (21), has amended
and updated A 787 (19).
Clauses from different conventions
(i) Part C chapter VI pf SOLAS 1974 and international code of safe carriage
of grain in bulk.
The PSCO may determine whether the operations and loading
manuals include the relevant information for safe loading and unloading
operation in port as well as in transit conditions.
(ii) Operation of machinery : PSCO may determine if responsible ship
officers are familiar with duties related to operating essential machinery
such as:
a) Emergency Generator and st-by source of electrical supply
b) Auxiliary steering gear
c) Any other equipment essential in emergency situation
d) Emergency steering gear operation
e) Manoeuvring from secondary position
Inspection of fire fighting equipment and systems and proficiency of
personnel demonstrating the operation and maintenance of the same.
-- MARPOL 73/78, Annex I – Regulation 26 and 8 – shipboard oil pollution
emergency plan, stability book, associated with stability plans and
stability information.
-- Oil and oily mixture from machinery spaces taking in to account:-
1) The quantity of oil residue generated
2) The capacity of sludge and bilge water holding tank
3) Capacity of oily water separator.
An inspection of oil record book should be made. The PSCO may
determine if reception facility has been used and any inadequacy of such
facilities. PSCO may verify if all operational requirements of Annex – II of
MARPOL 73/78 are met.
(iii) Control under the provisions of STCW 78
1) Verification of seafarers serving on board, who are required to be
certified and hold appropriate certificate or a valid dispensation or
provide documentary proof that applications for same have been made.
2) Verification of number of certificate and details of seafarers serving on
board.
3) Assessment of seafarers ability to carry out watch keeping,
maintenance and record keeping capability to act, in case of any
emergency which may take place in port or at sea.
(iv) Port State Control related to ISM Code
PSCO can examine the copy of the Document of Compliance
(DOC), issued to company, safety management certificate (SMC)
issued to ship. A ‘SMC’ is not valid unless the company holds a valid
‘DOC’ for that type of ship. A more detailed inspection of safety
management system may be carried out. In relation to ‘ISM’ PSCO
may check:-
1) Company safety and environment policies
2) Relevant documents to SMS in working language
3) Emergency preparedness
4) Non conformity analysis record and reports.
(v) Water Ballast Management
PSCO may check compliance with water ballast management
system and records maintained.
(vi) ISPS Code as per SOLAS Chapter – XI.
274
274. 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 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
275
275. 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 MoU’s participating states.
2)Goal of future PSC: the impact of ‘PSC’ on ship’s 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
conference-adapted 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.
Invitees governments to consider concluding ‘regional agreement’ on an application
made by ‘PSC’ leased 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, STCW’78/95 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
276
The oil pollution during bunkering operation could occur due to various reasons such as a leakage at
the manifold connections, tank overflowing, hose fracture caused due to excessive
pressurization.
To elaborate on the emergency preparation plan, we shall assume that a hose fracture
has lead to a substantial amount of spillage in water.
A major oil spill requires a prompt and diligent action wherein the master & Chief
Engineer need to work in close co-ordination A vessel having well drawn and rehearsed
(in the form of oil spill drills) Emergency preparedness plan can be effectively and
efficiently tackle an oil spill causing minimum damage to the marine environment.
The plan should be prepared such that duties and responsibilities of every crew member
are well defined and understood. It should address the very important aspects as
regards the oil spill.
(i) Effective communication with local authorities, P& I club and office (DPA)
ii) Measures to stop / contain oil spill, clean -up action and prevention of one emergency
leading to another such as outbreak of ferric)
Both the above mentioned measures should be taken up concurrently. A sample draft of
an emergency preparedness plan is as follows :
Emergency preparedness Plan (Board outline)
i) Effective communication : Master, with the assistance of Chief Engineer and one watch
keeping officer shall and as follows :
a) Immediately consult local P & I club representative. The representative will advice on
the steps which should be taken to inform the local authorities and will have
arrangements for legal representations and attendance of surveyors if necessary. The
representative will also assist master / C/E, in dealing with local authorities.
b) If the authorities request permission to board the vessel the master / Chief Engineer
should attempt to obtain the advice of a legal representative, before granting
permissions. If this is not possible, and the authorities insist on boarding the vessel, the
master shall allow them access to the vessel. However, their names, the department
they represent & their activities on board shall be noted.
c) Master shall contact DPS and appraise him from time to time about the progress of
events.
In order to ensure activities (a) & (b). Master shall ensure that an updated date of
contact numbers of all concerned authorities is maintained onboard.
ii) Measures to a) Stop / contain oil spill.
b) Clean -up the spilled oil.
c) Prevent one emergency leading to another.
Chief Engineers shall be the in charge of the above operation and he shall co-ordinate,
instruct and supervise the teams under him to ensure following :
a) Immediately stop the bunkering operation with an effective communication with the
bunker barge /shore terminal.
b) Raise an emergency alarm.
c) Prevent oil from spilling overboard and collect / transfer oil accumulated on the deck to
the tank as appropriate.
d) Clean-up the entire affected area on-board
e) Inspect are adjoining the affected area to take appropriate measures for prevention of
fire.
f) Use rope or floating boom around the boundary of the affected area around the vessel
to restrict spread of oil.
g) Use dispersant / detergent (available onboard) only after local authorities permit there
use.
h) Record program of all activities to master who shall record them to defined claims of oil
pollutions etc.
Salient advantages of Emergency Preparedness Plan.
1) The plan identifies all the activities which may cause oil spillage leading to
environmental pollutions.
2) It defines clearly, the duties & responsibilities of the master and crew thereby
eliminating confusion and chaos.
3) An effective implementation is ensured through specialist teams comprising crew
members. These teams are trained on-board through realistic drills carried and on a
regular basis thus improving their skill & effectiveness.
4) Plan assess the state / condition of tools (cleaning gear) and consumables (cleaning
material) provided to clean-up spillage.
Thus a well prepared EPP will go a long way in dealing with an incidence of oil spill
effectively.
277
277. List the methods and aids to prevent pollution of the seas under IMO
Conventions and steps you can take for its successful implementation on
a ship prior its voyage where you have joined as Chief Engineer.
Ans. Various IMO convention have been developed to deal with the prevention of pollution by
ships. Various IMO instruments are listed below.:
1) MARPOL - 73/78 : International convention for the prevention of pollution from ships
1973, as modified by the protocol of 1978. The various annexes to this conventions are
as follows :
Annex - I : Deals with regulations for the prevention of pollution by oil. Entry into force
on 2nd October 1983.
Methods and aids to prevents pollution includes following :
a) International oil pollution prevention certificate (IOPP) - (Reg.5) This certificate is
mandatory / statutory certificate to be issued in initial or renewal survey, to any takes of
150GT and other ships 400 GT. Valid for 5 years issued by administration.
b) Oil Discharge monitoring and control system (ODMCS) shall be provided for tankers to
control oil in shops (Reg.-15)
c) Oil filtering equipment, OWS, for any ship 10,000 GT, should be provided with alarm
and automatic stopping device, in case the effluent exceeds 15 ppm, for E/R bilges.
d) Bilge water, sludge and dirty oil reception facilities to be provided at all ports or
terminals (Reg.-12)
e) Segregated clean ballast tanks (SBT) and crude it working system (COW) to be provided
for oil tankers.
f) Imploding the requirements for the design & construction of oil tankers to prevent oil
pollution in the Event of collision and standing. Reg. 13F for new tankers & Reg. 13G for
hinting tankers which apply to crude carriers 20,000 DWT and product carriers
30,000. Introduction of Enhanced survey programs during periodical almost &
intermediate surveys.
(phasing out of single hull tankers)
g) Oil record book : Every tanker 180 GT & other ships 400 GT shall have an oil record
book. Reg. 20
h) Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker 150 GT and
others 400 GT shall carry supplied SOPEP plan by Administration.
i) Sufficient sludge and bilge water holding tanks stop should be provided to all ships.
j) Double hull and double bottom requirements for oil tanks delivered after 6 July 1996 &
before 6 July 1996. (reg.19)
k) Pump room (cargo) bottom protection (Reg.22)
l) Limitation of size & arrangement of cargo tanks.
Annex - II Defines regulations for the control of pollution by noxious liquid substances in
bulk.
Methods and aids to prevent pollution includes :
a) Categorization and control of noxious liquid substances in and outside special areas Reg.
3&5
b) Cargo record book : To record loading, unloading cleaning and ballasting facilities at
terminals for discharge of residues and mixtures containing NLS Reg.7.
c) To have shipboard marine pollution prevention Emergency plan (SMPEP) along with
SOPEP or a combined plan.
Annex - III Defines regulations for the prevention of pollution by harmful substances
carried by sea in packaged form E/F = 1st July 1992
a) Marking and labelling - Reg 3.
b) Storage shall be properly stored and secured so as to minimize hazards Reg.5.
c) Document correct technical names to be used and further identified by the words
marine pollutant.
International maritime dangerous goods (IMDG) Code : defines the harmful substances,
which are identified as marine pollutants.
Annex IV : Defines regulations for the prevention of pollution by sewage from ships
forced on 27th Sept. 2003.
Methods and aids :
a) An International sewage pollution prevention certificate is issued by the administration
after survey has been carried out in accordance with reg.3.
b) Ship must have in operation an administration approved sewage treatment plant Reg.8
c) Reception facilities at ports & terminals Reg.10.
d) Standard discharge connection.
Annex V - Regulation for prevention of pollution by garbage from ships E/F 31st dec.
1988.
Methods and Aids
a) Requirements for disposal of garbage with in & outside sp. areas.
b) Reception facilities in parts & terminals.
c) Placards shall be displayed for every 12 m ship for the crew.
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.
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.
OD – 215 mm, ID – According to pipe OD, PCD – 183 mm, Flange thickness – 20 mm.
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.
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.
Every crude oil tanker of 20,000 tonns DW 7 above and every product carrier 30,000
tonns DW & above delivered after 1st July 1982 must have segregated ballast tanks.
7. Double Hull & Double Bottom Requirements for oil tankers delivered on or after 6th July
1996 Reg. 19
Oil tanker 600 tonnes DW 7 above delivered on or after 6th July 1996.
Every oil tanker 5000 tonnes DW & above must have protective location of segregated
ballast spaces & should be protected against progressive flooding.
Entire cargo tank length shall be protected by ballast tanks or space other than tanks
that carry oil .
DW
w = 0.5 + (m) or w = 20m
20,000
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 1st April 2005 which built before 6th July
1996.
This regulation for oil tankers 500 tonnes DW & above constructed on or after 1 st Jan
2007
mini h = 1.0m
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.
Oil tankers 20,000 DW 7 above delivered after 1st June 1982 must have cow system class
approved and RO.
Administration approved 50 per plan should be there for tankers 150 GT 7 above and
others 400 G & above.
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.
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 (HCFC’s) are
permitted until 1st Jan 2020.
These substances should be collected properly and delivered to the reception facility
ashore.
This regulation applier to each engine 130 kw & above O/P installed on ship constructed
after 1st Jan 2000. or the diesel engine goes major conversion after 1st Jan 2000 . Major
conversion means 10% change in MCR.
His regulations will not apply to emergency generator lifeboat engines and any device or
equipment which to be used solely in case emergency or costal voyage vessels which
must have alternative Nox control provision set by Administration.
Provisions 6/ NOx technical code should be applied to all ship i.e. alternative provisions
gives by Administration.
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).
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 SOx / KWh or any approved method by
Administration to control six can be used.
The emission of volatile organic compound (VOC’s) from tankers are to be regulated in
ports or terminals under jurisdiction of a party to protocol 1997.
Shipboard incineration in allowed except for oil sludge & sewage sludge in
Port harbour & estuaries.
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.
iv) Fuel Oil should not have added chemical base which can jeopardize the ship, be
harmful to persons, and contribute to additional air pollutions.
v) Sulphur content must not exceed 4.5% m/m & SECA area 1.5% m/m.
vi) BDN must be retained board for minimum 3 years readily available for
inspection.
vii) Fuel Oil samples sealed and signed by supplier or supplier representative or
master or officer in-charge of bunker operations. Samples to be retained on
board for minimum 12 months.
279
Emergency preparedness procedures are provided in the section ‘8’ of company’s safety
management system. Manual under the heading “Contingency plan” these are as follows for given
scenarios:
Search:
(1) Contract Port which sent distress and nearest coast station or MRCC and request
advice
(2) Give information about your own vessel i.e., position course speed type of ship etc and
confirm that you are heading for search area
(3) If this is the case also inform to your company and charterer and keep log to all events
(4) Establish continuous radio watch and on all frequencies as advised by MRCC
(5) Before reaching to search area post additional look out to continuously monitor search
area
(6) … equipments such as net ladder etc to aid rescue make ready first aid equipments and
hospital
(7) Co-ordinate search pattern with other ship/MRCC cost radio station
(8) Monitor X band radar for locating survival craft transformer (SART) signal with 600
12NM range scale.
Rescue:
(2) Rescue may be effect from the deck or by use of survival craft or from sea
Notify nearest RCC advising position type of craft and weather any radio equipment left on
board that transmit distress signal automatically.
(2) Inform office and P&I correspondent for deviation in order to land sick scaman
(3) Inform port health authorities and the local agents to take care of legal matters and
responsibilities
(4) Keep monitoring the person and provide first aid and treatment advised by Radio
medical advice.
(5) Keep the person’s documents (pass port, CDC, health book) ready
(1) Inert gas pressure should be reduced 30 min before the helicopter operation
(2) Vessel with IGS in the tanks should be ventilated to reduce the LEL in the tanks
below 4%
(3) Prior to helicopter operation all cargo and ballast tank opening pump rooms closed and
secured
(8) Foam monitors portable foam nozzles and foam liquid supply should be ready
(9) Deck fire fighting and rescue team should be ready with wearing all protective year
Following equipment should be kept at hand (a) 2 Life boys (b) Portable DCP (c) 1
Portable CO2 extinguisher (d) a large axe (e) crow bar (f) wire cutter (g) Read emergency
signal/ torch (h) first aid kit (i) Rope managers for securing helicopter (only on pilots
instruction)
(1) Emergency alarm will be sounded allowed by captain announcement on P.A. system
© Advice MRCC
(3) Muster all persons on board and taken head count search for missing person if any
(5) People will perform their assigned duty as per muster list with regard to
(6) Launch the boat go away from ship but stay in the vicinity
(8) In the case of ship sinking stay in the vicinity at the ship
(9) Be calm and together execute the survival techniques and try t keep your self busy and
wait for rescue
(10) Keep look out and use pyrotechniques when required to attract the attention of others
280
280. The vessel where you are posted as Chief Engineer is undergoing dry-
docking and a serious fire occurs on the deck because of welding work.
Illustrate the documented procedures to deal with such emergency and its
advantage over non-documented actions? Explain the different ship
related contingencies against which document procedures are maintained
under emergency preparedness of ISM Codes. In case of a major pollution
of oil from a ship how best the contingency plans in emergency
preparedness help over other actions.
Ans) According to the ISM code the company should make documented procedures to identify
describe and respond to potential emergency shipboard situations. The company should
establish programmes for drills and exercises to prepare for emergency actions. The safety
Management System (SMS) should provide for measures ensuring that the company’s
organization can respond at any time to hazards accidents and emergency situations
involving its ships.
Due to the nature of dry dock repair activities (that means it involves numerable jobs of
vastly varied and diverse nature) it is challenging task to device a fire fighting plan that will
satisfactorily operate under all conditions. Thus, necessarily in such a situation a suitable fire
fighting plan should be open to frequent changes and thus should be highly flexible in nature.
Due consideration to be given to following peculiar situational hurdles.
As the fire fighting is to carried out on the deck of a ship in dry dock there are several
hurdles to fire fighting:
Major jobs are being carried out, thus most primary muster stations may not be suitable for
muster log. Also, some repairs may be in progress on the vessels general emergency alarm system
and thus alarm may not be available there is a possibility that some ships crew have availed of
shore leave. Also, several shore gangs are working at different locations ships fire fighting
appliances may have gone ashore for pr. Testing/recharging. Hence above points to be taken into
account whilst devising a suitable plan.
It is also stated in SMS manuals documentation that the master make it clear to the ship
repairer that its his responsibility for taking suitable precautions against fire, testing and
certification of spaces prior to any hot work. There has to be in place a clear written agreement to
the effect and an acknowledgement of the acceptance of their responsibility to be provided to the
ship owner/master.
To ensure proper safety against fire and fire fighting to be effective the vessel management
must also familiarize/acquaint with the Dock employers fire safety plan, equipment and
abilities which must include the following information.
Support team: To evacuate personnel and to provide first aid to injured. Assist as
directed
Technical team: To cut of necessary electrical supplies to cut of shore pneumatic
lines. Stop vents oils valves drain oil lines etc.
The advantages of documented procedures over the non-documented procedures
for fire fighting
The plans are ship specific and devised by experts hence they are readily
executable and effective
All personnel are accounted and resources can be mobilized in a very short
time.
Absence of key person may not affect fire fighting as jobs/duties and deputy
leader are assigned and well defined.
New joining crew can easily familiarize with procedure.
Documentation and availability of shipboard plans enable shore expertise to
access situation and give proper assistance.
avoids duplication of effort, confusion/chaos
simplified instructions/complexity reduction
Documented procedure have been devised with an aim to quickly regains
control and restore
Considerable damage to property loss of life and injury can be avoided.
Proper reporting and documentation helps in insurance claims.
Documentation enables to analyse effectiveness of procedures employed and
thus enable improvisation
Human error due to poor decision making is minimized.
Responsible persons with help of well documented procedures and clear
definition of duties and regular exercise drills can quickly arrive at correct
decision under stressful and life threatening environment.
Contingencies against which documented procedures are required to be maintained
as per ISM Code are:
Structural failure
Main Engine failure
Steering failure
Electrical power failure
Collision
Grounding / Stranding
Shifting of cargo
Cargo spillage and contamination
Fire
Cargo Jettisoning
Flooding
Machinery Room Casualty
Abandon Ship Drill
Man over board/Search and Rescue
Permit to work systems
Serious injury
Helicopter operation
Terrorism and piracy
Heavy Weather Damage
Sopep
MARPOL Annex I requires oil tankers of ISO gross tones and above every other ship
other than oil tanker of 400 GRT and above must have a Sopep Plan (Shipboard oil
pollution and emergency plan)
SOPEP plan is a well documented plan devised by experts and is exhaustive
and ship specific in nature such that there is no chance of oversight
It is complete with all information so that master will feel no need o refer to any
other document for reference.
It is structures logically that will reduce decision making time and error
It is so designed that master of vessel can interact with company in real time
and shore experts can assess the situation of the vessel and offer advice,
assistance as to action to take, stress calculation and other help.
The plan also has list of all contact no’s of third parties that are helpful in the
emergency and are need to be contacted
The plan has appended to it V/L tank and pipeline plans capacity chart of tanks
general arrangement of hull and decks for ready reference.
The plan employees flow charts and checklists that guide master through
various actions and decisions.
Following a contingency plan saves lots of time and panic situation and help to
control the situation at an early stage.
Everybody knows what he has to do in this emergency and acts promptly and
effectively and no time is wasted.
All personnel on board well aware with this plan and regularly exercise drills for their optimum
performance in case of major/minor oil pollution.
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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 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.
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 team’s leader’s 24hrs contact is to be displayed and
mock call to be drills.
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
Rescues and search operation time when state and authorities involved.
Weather conditions.
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.
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Ans. The office should be prepared at all times to efficiently handle an emergency
situation which might occur on any of the company’s vessels. This will be
achieved by developing and maintaining contingency, emergency and marine
pollution prevention plans and by training and drills of the personnel involved
both on board and also when a vessel is in, or reports an emergency situation.
The contingency team shall as soon as possible, assist the master to initiate,
engage, command and co-ordinate the appropriate action as the situation may
require in order to primarily, mitigate injuries or damage to:-
2) The people
3) The environment
4) The cargo
5) The vessel
The contingency team consists of the following persons:-
Leader of contingency team
Technical
Operation
Manning
Insurance
Legal
Administration
The company has to set up above mentioned persons such that everybody
is prepared & know their duties in case an emergency is called. The company
has to lay down a policy in which the contingency team shall be ready at any
time. This must be assembled within 2hr notice. Vacations must be planned in
accordance with the requirement & persons with operational knowledge should
be available at all times.
Also the contingency team shall be tested & drilled twice a year; provided
the team has not been actually mobilised during that period. The drill plan shall
be as realistic as possible; starting with a drill message released from one of
the vessels and followed up by messages of the accident development. The
exercise plan of the company audit system shall be worked out. The actions of
the contingency team shall be monitored and written records maintained. When
the drill is finished, a briefing shall take place.
The company has the duties as per the policy during every instance such
as :-
(i) Formation of Emergency Team:- The company has to form a contingency or
emergency team which has the level and leadership, also have the planned
and well known duties of each person. The Emergency team consists of
members which have the duties in them. The situation is divided in two
levels; Red Level Mobilisation & Green Level Mobilisation.
The Red Mobilisation is incidents of catastrophic nature such as
explosions, major fire, collision, grounding, major oil or NLS spill and
missing vessel. The Green Mobilisations are serious breakdowns,
loading/discharging problems, heavy weather problems, minor oil or NLS
substance spill etc. Where necessary assistance to the ship can be
arranged by the ships technical superintendent or member of the relevant
company department.
Also the team consists of following persons:-
Level of Mobilisation
Red Green
1. Leader of the Emergency team X
2. Maritime/Safety X
3. Technical X X
4. Operation X X
5. Manning X
6. Insurance X
7. Legal X
8. Administration X
The head of the technical and marine division will normally serve as
leader of the team, & in his absence the leadership is passed down in the
order of hierarchy. The actions taken are on behalf of the company as they
deem necessary in an emergency situation.
The leader has power to contact Board of Management after a red
mobilisation & keep managing director duly informed of the occurrence &
development.
3. During Emergency Situation:- Whenever there is an emergency situation, the
vessel calls the company & the one who gets the message first is responsible
for contacting the head of the Technical & Marine division and they will agree
on the level of Mobilisation, & if the head is not available, the one who gets
the message first shall use his own judgement 7 decide the level of
mobilisation, & he shall then inform the Emergency team members.
Company should know the development of the situation and master
may seek advice from the Emergency team & discuss further action to
be taken
During action, each member of the team shall evaluate the condition
under his responsibility
The team leader shall be kept fully informed about any action
suggested or executed by the member of the team.
Also during action the person –in-charge and his assistant is appointed
for the following job:-
The team has to go through the situation & evaluate a most probably and worst
case development scenario, and during the situation analysis, priorities should be
life-safety-environment & property, when decisions are made.
The team evaluating the situation & making the action plan which are
based on a worst case development scenario. The action plan shall be updated
continuously as soon as new information is received. Also the team shall not
diminish the masters’ over riding responsibility and discretion to take whatever
action he considers to be in the best interest of the crew, vessel and environment
Also the team has to decide to have an assistance from the specialists who
may be able to provide information, contribution to solve the actual problem.
Also the information to media & relatives of the crew must be given when
things are confirmed & only a spokesman should speak to media & fleet
personnel to the relatives & both should be updated as the news gets confirmed
Maintaining Contact between Ship & Office:- As described earlier, the contact
between ship and office is to be maintained through out the action so that the
advice is given to the master or person-in-charge on board, what is to be done, &
what may be the further action. Also the company knows the latest developments
& cam plan accordingly
283
283. Explain the different machinery related emergency situations that are
dealt as documented /procedures under “emergency preparedness”?
Underline the salient actions that are documented in dealing with (i) Main
Engine Failure (ii) steering failure (in) electrical failure (iv) automation
failure. (v) Boiler automation failure (vi) Scavenge fire
Ans. The international management code for the safe operation of ships and for pollution prevention
(ISM code) gives the guide lines for "emergency preparedness" under chapter 8.
According to this.
a) the company should establish procedures to identify, describe and respond to potential
emergency ship board situations.
b) The company should establish programmes for drills and exercises to prepare for
emergency actions.
c) The SMS should provide for measures ensuring that the companies organisation can
respond at any time to hazards, accidents and emergency situation involving its ship.
Thus the different machinery related emergency situations that are dealt as
documented procedures mainly are :-
a) Main Engine failure b) Aux. Engine failure c) Steering failure d) Electrical failure / Black
out. e) Automation failure.
Further the M/E failure can have various sub-categories which form emergencies such
as.
a) Scavenge fire b) Exh. gas economizer fire c) Various safeties failure such as L.O. trip. F.W.
temp trip. FW. temp trip OMD high, over speed etc.
a) Main Engine Failure : This is a very dangerous situation as it result in immediate
immobilization of the vessel. The danger is further augmented if the vessel is under
manoeuvring or in restricted areas or facing a rough weather. Persons specially the E/R
staff has to be very alert and reactive to such situation. Communication and that to
continuous between wheel house and E/R is of utmost importance. Depending on the
situation the damage to the machinery should be avoided but giving safety of ship the
most importance.
b) Steering Failure : This is a situation which endangers the manoeuvrability of the vessel
which can be a very dangerous situation during manoeuvring, river passage, shallow
water passage, restricted and heavy traffic zones and bad weather. This situation is best
tackled by proper emergency preparedness and response through proper training and
drills. Again the comm. with bridge is very important.
c) Electrical Failure : This is by for the most dangerous situation if the stand by auxiliaries
do not supply power fast. This situation not only causes immobilization of vessel and lost
manoeuvrability but also safety concerns to people on board which may lead to injury.
The procedure to deal with such situation is conspicuously documented and described in
relevant check list. Again the persons on board must be trained before hand through
trainings and drills to deal with this emergency.
d) Automation failure : The emergency can be of many types from failures of parameters
monitoring and control to the M/E control failure from bridge and / or ECR and the
failure of auto- pilot or remote steering. The procedures are to be documented
depending on the situation and people trained through training & drills.
Salient Action In dealing with :
A) Main Engine Failure :
1) Inform bridge and take controls to ECR.
2) Raise Engineers Alarm & inform C/E.
3) Man E/R (if UMS ship during might).
4) Start Aux. Engine which is stand by.
5) Assess the situation and if the repair / restart needs considerable time then -
a) Raise the vessel not under command (NUC) signal /flag.
b) Prepare for anchorage if depth permits.
6) Start repair and inform bridge of the progress and expected time of completion.
7) Inform company the technical department.
8) After rectifying the fault -start M/E and try out in Ahead and astern direction.
9) Make report of the failure and damage.
B) Steering Failure :
1) Communicate with bridge to assess the possibility and need for stopping the M/E.
2) Raise emergency alarm and exhibit the vessel "not under control" signal, if in restricted
area or heavy traffic or under maneuvering.
3) Change over to manual steering if auto pilot fails.
4) Change over to NFU. if manual steering also fails, change over to emergency steering.
5) If emergency steering also does not respond then the M/E must be stopped.
6) Prepare for anchoring if in anchor able depth.
7) Inform Technical Dept.
8) Inform Port Authorities and coast guard for assistance if V/L is in danger.
9) Assess the damage and make report.
C) Electrical Failure :
1) Communicate with bridge and if vessel is under maneuvering in high traffic zone the
exhibit the "NUC" signal.
2) Raise engineers call alarm. All engineers to proceed to E/R.
3) If stand by generator has not started, start same and take on load.
4) Confirm sequential start of all essential M/C or start same.
5) Change over M/E control to ECR & reset trips.
6) Restart the plant and confirming all in order, restart M/E after confirming from bridge.
7) Make report of failure and log in E/R log book.
8) Check continuously for the running generators parameters.
D) AUTOMATION FAILURE :
1) Inform C/E and if failure relating to M/E automation then inform bridge.
2) Man the E/R if UMS ship.
3) If M/E automation failure from bridge, change over control to ECR.
4) If total automation failure of M/E change over to emergency man.
5) If automation failure is to parameters monitoring and control, man the E/R till fault is
rectified, monitoring the parameters locally and logging same in log book every watch.
6) Carryout necessary repairs in case of M/E automation failure and then only change over
controls to bridge. M/E must be tried out in Ahead & Astern from ECR & bridge.
284
Command Centre
Master + 2/0 +
supernumeries
v) As per the location of fire either 2/E or c/o to take charge of emergency
team. He should take command and instruct his crew accordingly.
vi) According to location of fire either No.1 or No.2 team will become
emergency team and other will work as backup team.
vii) Support team is involved in shutting ventilation, isolating fire, boundary
cooling of the affected compartment, be ready with stretchers and
medical first Aid kit in case of any casualty.
viii) If ECR is accessible E’R Team will go to ECR and do the required duties
regarding M/E manusing starting additional generators, starting the
main/emergency fire p/ps etc.
ix) Command centre to be ready with fire plan open to guide the
emergency team. They should ensure the effect on ships stability and
maintain ship in upright position keep the stability Book let ready/
x) Command centre to make detailed records of the event of fire with
timings and actions taken.
xi) Sit Rep’ i.e. situational report to be sent to the company (initial reporting
of incident)
followed by detailed report preferably within 1HR of after sending initial
report.
285
285. Highlight the importance of programmes for drills and exercises under
emergency preparedness. What all emergency situations are considered
under combined drills involving companies and ships personnel and
why?
Ans. Following are the emergency situations which an emergency preparedness
plan must have:-
(1) Steering gear failure
(2) Fire
(3) Abandon ship
(4) Structural failure, including failure of hull openings above loaded waterline
(5) Failure of main propulsion machinery
(6) Main & Emergency electrical power failure
(7) Collision
(8) Grounding & stranding
(9) Shifting of cargo; where applicable
(10) Flooding, including flooding of Ro-Ro spaces
(11) Man overboard
(12) Search & Rescue operations
(13) Serious injury(including rescue from enclosed spaces and helicopter
operations for transfer of the injured crew member)
(14) Operational spills
(15) Spills resulting from casualties
(16) Terrorism & piracy
(17) Cargo spillage & contamination; where applicable.
(18) Cargo jettisoning, where applicable
The above stated emergencies are not the only ones; there could be
many numbers added to the list. These emergency preparedness plans are
devised according to ISM Code – SOLAS 74 – Chapter IX. Under section no.8
8. Emergency preparedness
8.1 The Company should establish procedures to identify, describe and
respond to potential emergency shipboard situations
8.2 The Company should establish programmes for drills and exercises to
prepare for emergency actions
8.3 The safety management system should provide for measures ensuring
that the Company’s organisation can respond at any time to hazards,
accidents and emergency situations involving its ships.
Following to be observed while conducting or selection of drills between
ship & company.
The company should ensure that, for its entire fleet, at least once a year, a
ship to shore drill must be carried out for at least 3 of the following
emergency scenarios:-
(1) Structural failure, including failure of hull openings above loaded waterline.
(2) Failure of main propulsion machinery
(3) Collision
(4) Grounding & stranding
(5) Shifting of cargo where applicable
(6) Cargo spillage and contamination where applicable
(7) Cargo jettison where applicable
(8) Flooding, including flooding of the Ro-Ro spaces.
(9) Serious injury (including rescue from enclosed spaces and helicopter
operations for transfer of the injured crew member
However, above 9 scenarios should be addressed within a 3 year period. A
company may, if it so wishes, carry out ship to shore drill, which address
more than one scenarios or combination of scenarios. The company
should ensure that, over and above the shipboard drills required by the
convention, the above emergency scenarios must be addressed on board
(by shipboard drills and/or shipboard training)each ship. However at least
3 of the above scenarios should be addressed by shipboard drills at least
once per year. Company may carry out shipboard drill, which address
more than scenarios or a combination of scenarios.
Importance of Emergency Preparedness
ISM Code addresses the responsibilities of the people who manage and
operate ships; and this provides an international standard for the safe
management and operation of ships and prevention of pollution. There is a
tremendous need to support and encourage the development of a safety culture
in shipping. The shipping company has an obligation to establish a Safety
Management System; which includes providing the necessary resources and
shore based support to ships.
Due to above reasons, ship to shore drill is important. A number of various
accidents which occurred during the 80’s, were manifestly caused by human
errors, with management faults also identified as contributing factors. Lord
Justice Sheen in his inquiry into the loss of the “Herald Of Free Enterprise”
famously described the management failures as “the disease of sloppiness”.
At its 16th assembly in October 1989, IMO adopted Resolution A-647(16),
Guidelines on management for the safe operation of ships and for pollution
prevention. The purpose of these guidelines were to provide those responsible
for the operation of ships, with a framework for the proper development,
implementation and assessment of safety and pollution prevention
management in accordance with good practise.
Importance of emergency preparedness for any kind of emergency can be
understood by decline of serious accidents happening on board as compared to
earlier days. Now, everyone involved i.e. Company, shipboard management
etc. are drawn together on guidelines to perform for betterment of safety culture
in shipping fraternity.
Practise makes a man perfect – when a drill involving company and ship
is carried out, a feeling of faith comes in the individuals who operate ships and
any flaws or mistakes can be rectified before hand. Once everyone gets trained,
lots of possible near misses will not occur as action would start prior its arrival.
286
8.3 Procedure to the followed in response to different types of accidents and hazardous
occurrences
8.4 Procedure for establishing and maintaining contact between ship and shore based
management
8.5 Availability of ships particulars, plans and stability information, safety and environmental
protection equipment on board
8.6 List of contact names and telecommunication details of all relevant parties, who may need
to be in formed and consulted
8.7 reporting methods for both ship and shore based management
8.9 Back up arrangement for company’s initial response in the event of a protected emergency
8.10 Procedure for issuing information bulletin to media and answering queries from media and
public.
The ship is provided with various safety measure dealing with fire
prevention and detection
The document under emergency preparedness for mayor fire on board reflect
that the company as well as shipboard management, identifies the potential
emergencies that may arise due to fire on board and contingency plan and
response by the ship staff for the same is in readiness.
In case event of major fire a proper layout of action is drawn to regain control
and restore normally
Composition and allocation of duties of person acting within contingency plan is
laid out this removes any cause of ambiguity during fire fighting
All crew members are trained as per the documented fire central plan and
muster list duties to fight fire
All drills should be carried out in a realistic manner in this regards
In case if there is fire at the primary muster station; crew member should
assemble at the secondary muster station in case emergency team leader is
unavailable to carry out his responsibilities the deputy will take case of his duties
that should be clearly mentioned in the muster list.
Documentation is laid out and procedure is drawn for the requirement of
assistance from third party
Documentation has laid to development of proper reporting method with list of
contact names and tel nos. this helps in mobilization of appropriate company
emergency response to restore normally in time.
Documentation also ensures that all loopholes are attended to and thus last
minute panic situation can be avoided
Ships particulars, plan and stability information are documented both on board
as well as at company office. This will help to arrest any damage to ship, property
and consequently to any loss of life at sea.
All items related to safety dealing with fire prevention, should be regularly
maintained, inspected and tested so that all equipments are in effective and good
working condition in case of emergency
Fire training manuals explain in details the following.
General fire safety practice
General instruction of location and use of shipboard fire fighting
equipment
Before implementation of the said code, the fire fighting operation on board have
been successfully carried out in numerous cases
In context of the above statement any opinion regarding the documented plans
under emergency prepared nets is that they are important and no matter what
documented plan for emergency preparedness should be followed because it
produce full proof method and that to document each and every individual is made
assure of his duties and his role in case of contingency major fire.
Documentation also ensure every member is accounted for
Fire has been fought successfully before implementation of said code but may be due
to some officers (or crew) member who kept there presence of mind and avoided
mistake.
In case of key person becoming available the situation would turn out into a panic,
the documentation only helps in making the fire fighting system more effective, fail
safe and helps in producing all individual to develop confidence and competence.
The person who has ought fire on his last vessel may not do it ….. his next vessel if
he is signed on a different type of vessel. To familiar his with the ship, specific safety
measures a document plan checklist would help. It is much easier to explain the
duties to joining person by safety officer.
Documentation not only ensure that all safety aspects have been looked into but
also an optimal solution for fire fighting and prevention.
The safety drill should be carried out as soon as new persons join the vessel or
next opportunity. Evaluation meeting is held after drill in order o learn lesson.
This checklist helps to know exactly what happen in drill and how to improve
A fire checklist can also be made to ensure that all points are covered for fires
This checklists contains:
Immediate Action
Follow up action
Fast fire fighting measures
Report to owners
Re-entry to the place
Now it is very obvious that with the help of ISM code, each and everything is 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.
288
288. The ship has grounded on shallow waters near a port. Describe the
actions that would commonly be laid out in a contingency plan under
“emergency preparedness” and its specific advantage over non-follow-up
of such system.
Ans. The following action will be laid out in a contingency plan following
Grounding/stranding
I IMMEDIATE ACTION
(v) In case of pollution, report details to nearest coast station immediately including owners,
& interested parties.
(vi) Ensure adequate stability to remain intact and calculate buoyancy required to refloat.
II COMMAND CENTRE
(ii) Exhibit required signals, monitor weather condition, tides and currents.
(v) Exercise damage control to reduce change to crew, vessel and cargo.
centre.
(ii) Take all round seabed sounding and ballast and bilge soundings.
(iii) Check for all hazardous substance pollution and act accordingly.
(v) Shut all W.T. access and isolate any penetrated tanks by closing
hermetically.
trying to refloat.
IV SUPPORT TEAM
(i) Attend to E/R Services and control. Change over to high sea
Suction.
condition or circumstance that requires immediate corrective action to prevent or reduce any
misfortune, such as injury or death of persons, environmental pollution and damage or loss of
ships will continue to remain at the mercy of nature and fury of sea.. To keep the ship and
her crew safe and to protect the marine environment during any shipboard emergency, it is
to avoid complacency.
Ship board emergency preparedness is required vide chapter III Regulation 29 of SOLAS &
MARPOL Annex-1 Regulation.26. Section 8 of the ISM Code also directs ships to establish
operating procedures. Hence emergency preparedness and pollution prevention should form
part of the safety management system for a shop as per ISM code.
matter how much effort is put in. Hence we should take timely and appropriate action. If
contingency plan is not followed when an emergency occurs, we may not get a second
chance.
Hence as per motto, the more you sweat in peace, the less you bleed in war and
hence one should inculcate the principle to save lives, the environment and property by
Contents of ‘SOPEP’
General and specific vessel information
Relationship to shore based plans
Reporting procedures and contacts
Steps to control discharge
Steps to coordinate with authorities
Appendices with additional contacts numbers such as owners agents authorities
Enforcement
Coast guard will ensure a ‘plan’ is on board approved by flag state/classification
society. The administration thereby ensures all the ships comply with above plan
(SOPEP)
On 13th March 2000, an amendment to MARPOL was adopted by IMO’s marine
Environment Protection Committee (MEPC). That added a new ‘regulation 16’ to
Annex II. The new provision requires that from 1st January 2003, a ship that is
certified for the carriage of a noxious liquid substance (NLS). Must carry onboard
contingency plan called shipboard marine Pollution Emergency Plan (SMPEP). This
plan, helps in improving safety of life at sea, prevents damage to the vessels avoids
environment pollution and safe carriage of cargo environment pollution and safe
carriage of cargo. This is also as per the national administration and International
safety code pf Element 8 (Emergency preparedness).
8.1 Procedure
Company is responsible for establishing procedures o identify describe and respond
to potential emergency shipboard situations
8.2 Drill
The company should establish programs for drills; exercise to prepare for emergency
actions.
8.3 Company organization
The SMS should provide for measures ensuring that the company/ organization can
respond at anytime to a hazard, accidents and emergency situations involving its
ships.
In this manner, the administration in presence of MARPOL 73/78, SOLAS helps in
formulating procedures of different type of emergencies.
Ship owners advantage-
Ship owners risk of running the ship reduces by ensuring all the ship’s personnel are
prepared for different types of emergencies. In case of an unfortunate
incident/emergency, the company today gets promptly informed through better
communication procedures of the latest position/ status of ship etc and they can
advise the vessel instantly. An initial report of communication will contain:
AA - Name of vessel, call sign and flag
BB - Date/Time of incident
Advantage of Drill:
Periodically carried out drills onboard, involving the offices makes the personnel
well trained. Once they know all procedures well their confidence level increases.
This will avoid any surprises/panicky situations, at the time of real emergencies
Drills carried out periodically makes a person familiar with the use of safety and
emergency equipments. He knows his ‘designated place’ and his pre-defined duties,
to be carried out, in case of any particular emergency. It reduces the danger and
limits the damage to a minimum, as it will be tackled in a trained manner. It
increases the safety consciousness of the seafarer; thereby safety culture is imparted.
With the ISPS code in force now, the vessel and port are always prepared to tackle
any kind of terrorist/privacy/robbery acts by having ‘3 levels’ of security as per the
situations.
290
A need for security was felt after the attack on USA - 11th September 2001. This
resulted in the introduction of additional chapter in SOLAS- chapter XI, Part 2,
‘Enhanced security of ships’ as given in ISPS code. (International ship and port
facility security code.)
At Port:
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).
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:
At Sea-
A 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.
Regular drills should be conducted so that all personnel onboard are aware of what
actions to be taken under different situations. Various contingency plan include:
292. What are the essential features of the ISPS Code? What are the duties
and responsibilities of a Chief Engineer with respect to the Code. State
action you will take to familiarize newly inducted crew of different
nationality employed on board Ship.
Ans. Essential features of ISPS
The international ship and port facility security code (ISPS) is implemented through chapter
IX - 2 special measures to enhance machine security) of solas convention. This code had two
parts part A of the code is mandatory and part B contains guidelines as to how best to comply
with the mandatory requirements.
The purpose of the code is to provide a standardized classified framework for evaluating
security risk, enabling girt local administration shipping and port agencies offset changes in
threat with changes in vulnerability for ship and port facility through determination and
appropriate security levels and corresponding security measures.
All ships except warships on international voyages need to follow ISPS code and have
international ship security certificate (ISSC) Failure to implement ISPS code sailing through the
navigable waters of and calling the ports of can tracing government of solas. The certificate is
issued after initial verification and is valid for 5 years with at least one intermediate verification.
The ISPS code database has a section lashing ports including weather or not they have an
approved port facility security plant (PESP)
The company shall provide support and ensure that ship security plan certain a clear
statement emphasizing CSO, Sso and masters authority to make decision w.r.t safety and
security of ship.
DUTIES OF CHIEF ENGINEER W.R.T. ISPS CODE. :
As such the ISPS code does not define the duties and responsibility of Chief Engineer. But
being the head of Engine Room department he has to play a big role in.
1) Ship security Assessment Developing and up grading the ship security plan.
2) Training the E/R personnel and assessing their performance with regard to their understanding
of the various security levels and their duties under these security levels.
3) Assigning the engine room personnel's for gangway duties when the vessel is in port as per the
requirement of ship security officer.
4) Keeping the record of the indents of spare ports and stores of engine room ready to ascertain
that the spares and store being received are there as per the indents, when receiving spares on
ports.
In some company's it may be there that Chief Engineer Officer is ship security officer then he
has to perform the duties of ship security officer which includes.
i) Implementation of the security plan.
ii) Carrying out the drills and training program for the crew.
Drill : Every 3 months or when 25% of crew changes
iii) Maintain the contact with the company security officer and port facility security officer
in the event of security throat.
Familiarization of newly inducted crew of multinational employed on ship :
1) At the earliest on arrival at the ship the crew should be given the safety familiarization crew
should be asked to get familiar with
the different passenger and exits on the ships at each deck.
the location of emergency exits in E/Room on each deck and where it leads to they
should be made to go through the emergency exit from the bottom platform and come
out at the top in the safe location.
they should be informed about their master station for different emergency conditions.
they should be informed about the different means of fire-fighting available on board
and in different location.
they should be shown the location of fire control station and different fire fighting
system starting and stopping points their.
they should be informed about the personnel protective appliances available in their
cabin type of five extinguisher fire alarm activation point and fire has nearest to their
cabin.
they should be informed about the location of SOPEP locker and the different
equipment in the SOPEP LOCKER
they should be informed about the location of shipboard garbage plan and the location
of incinerator.
they should be informed about the ship security plan there duties under different
security levels.
they should be given a time period to get familiar with their area of work. A responsible
officer should be made in charge for their familiarization and they should be encouraged to clear
their doubts with him.
As soon as possible abandon ship drill and fire drill should be arranged to make them used to
ships normal routine.
293
293. Piracy of ships and robbery of valuable goods have become issues of
concern in maritime trade under current scenario. Highlight the IMO
Convention related to these issues. How does a Chief Engineer encounter
such incidents successfully under International Legislation.
Ans) The IMO convention related to issues of piracy of ships and robbery of goods is the
internal convention for the safety of life a sea, 1974. the International ship and port
facilities security (ISPS) code was adopted by one of the resolutions that were adopted
on 12.12.2002 by the conference of contracting Governments to SOLAS 1974 and came
into force on 1.7.2004. The existing chapter XI of SOLAS was amended and re
identified as chapter XI-1 and a new Chapter XI-2 was adopted on special measures
to enhance maritime security. Chapter XI-2 is divided into two parts i.e., Part A and
Part B.
Part A Mandatory requirements regarding the provisions of chapter XI-2 of the Annex
to the International convention for the safety of life at sea, 1974, as amended Part A is sub-
divided into:-
Part B: Guidance regarding the provisions of chapter XI-2 of the Annex to the
International Convention for the safety of life at sea, 1974, as amended and part A of this
code. Part b is sub- divided into:-
2) Definition
3) Application
4) Responsibilities of contracting governments which includes security of assessments and
plans, designated authorities, recognized security organizations setting the security
level, contact points and information on port facility security plans, identification
documents, fixed and floating platforms and mobile off-shore drilling units on location,
ships which are not required o comply with part A of this code threats to ships and other
incidents at sea, alternative security agreements, equivalent arrangements for port
facilities, manning level, control and compliance measures, non-party ships and ships
below convention size .
5) Declaration of security (6) company obligations (7) ship security (8) Ship security
assessment which includes security assessment and on scene security survey
(9) Ship security plan which includes general, organization and performance of ship security
duties, access to the ship, restricted areas on ship, cargo handling, delivery of ship’s
stores, handling in ac companied baggage monitoring ship security, differing
security levels, activities not covered by the code, declarations of security, audit and
review 10) Records (11) Company Security Officer (12) Ship Security Officer. (13)
Training, drills and exercise on ship security (14) Port facility security (15) Port facility
security assessment which includes general, identification and evaluation of
important assets and infrastructure it’s important to protect, identification of possible
threats to the as sets and infrastructure and the likelihood of their occurrence in
order to establish and priorities security measures, identification, selection and
prioritization of counter measures and procedural changes and their level of
effectiveness in reducing vulnerability, identification of vulnerabilities.
(16) Port facility security plan which includes general organization and performance of port
facility duties, access to the port facility, restricted areas within the port facility,
handling of cargo, delivery of ship’s stores, handling unaccompanied baggage,
monitoring the security of port facility, differing security levels, activities not covered by
the code declaration of security, Audit, review and amendment, approval of port
facility security plans, statement of compliance of a port facility (17) Port facility
security officer (18) Training and drills on port facility security (19) Verification and
certification for ships.
To prevent piracy and theft of valuable goods, the chief engineer should co-operate
with ship security officer and implement the ship security plans. The level of security should
be established and appropriate actions taken. All accommodation doors loading to dock
should be closed with the exception of one. When vessel is on port visitors and their
baggage should be checked. A visitors log and crew shore leave log should be maintained.
Ship staff should co-operate with port security officer and inform him in case of any security
related problem. Regular security drills should be held crew should be able to use security
equipment like night vision binoculars, communication equipment etc. crew should be
divided into search teams and allocated areas to be searched for presence of bombs or
contraband or stowaways etc. restricted areas should be marked and access to these
areas restricted stores etc. are to be kept locked and keys kept with a responsible officer.
Security tags and seals should be used where necessary. In piracy infested waters anti-
piracy watches should be kept running and fire hoses rigged up and kept ready for
use in case pirates try to board the ship.
294
294. Give a list of the properties or test by which distillate and blended fuels may
be specified or decisions be made on their fitness for use. Name the properties
or constituents that may be found in a blended fuel having a high viscosity and
high carbon content. Explain how they may cause problems in engine operation.
295. With reference to the layout diagram and relationship between engine power
and ships speed establish the conclusions that may be drawn towards optimum
use of fuel oil for main engines. How the relationship is drawn between ship
speed and engine performance and state what consequent inference that can
be established towards optimum use of fuel oil for propulsion engine
Ans. All engine builders provide diagrams for their particular models, from which various running
conditions can be determined. Those diagrams are assembled from information’s from engine tests
taken under controlled conditions
The important ones are layout diagrams & load diagrams.
Speed
The layout procedures has to be carefully considered as the final layout choice will
have a considerable influence on the operation condition of the main engine
throughout the whole life time of the ship. The factors considered are operational
flexibility, fuel consumption, obtainable power & propulsion efficiency.
In the layout diagram shown above, which is limited by two constant mean
effective pressure lines L1 - L3 & L2 - L4 & two constant engine speed lines L1 - L2 &
L3 - L4. The point L1 refers to the engines normal maximum continuous rating.
Within the layout diagram there is full freedom to select the engines specified MCR
point ‘M’ which suits the demand of propeller, power & speed for the ship.
On the X-axis the engine speed & on Y-axis the engine power are shown in
percentage scale. The scales are logarithm which means that, in this diagram power
function curves like propeller curves (3rd power), constant mean effective pressure
curves (1st Power) & constant ship speed curves are straight lines.
The specified MCR point (m) must be inside the limitation lines of the layout
diagram. If it is not, the propeller speed will have to be changed. In special cases
point ‘m’ may be located to the right of the line L1-L2.
The optimizing point is the rating used for the engine layout calculation & is the
point for specific fuel oil consumption. On engines with VIT fuel pumps, the
optimizing point (o) can be different than the specified MCR (m); whereas on engines
without VIT fuel pumps ‘o’ has to coincide with ‘m’, i.e. optimizing point (o) =
specified MCR (m) for VIT. The optimizing point ‘o’ is to be placed inside layout
diagram. In fact the specified MCR point m can in special cases be placed outside
the layout diagram but only by exceeding line L1-L2 & of course only provided that
the optimizing point o is located inside the layout diagram & provided that the
specified MCR power is not higher than the L1 power.
Load diagram
A= m
100 7
95
90
85
Engine
shaft 90
power
85
80
75
8 4
70 3
65
9
60
55 1
50 6
2
45
60
65 70 75 80 85 90 95 100 105 110
Engine speed %
The load diagram; defines the power & speed limits for continuous as well as
overload operations of an installed engine having an optimizing point o & a specified
MCR point m that confirms the ships specification.
Point A is a 100% speed & power reference point of the load diagram & is defined
as the point on the propeller curve line 1 through the optimizing point ‘o’ having the
specified MCR power. Normally point m is equal to point A. but in special cases e.g.
shaft generator is installed, point m may be placed to the right of point A online 7.
296 : (1) Conventional VIT system – VIT is a form of fuel pump control enabling an engine to
operate with the designed maximum firing or combustion pressure from approx. 75% power
output to maximum power. This improves thermal efficiency & lowers fuel consumption.
Variable timing
max. pressure
Fixed timing
Fuel cons
approx
160g/kwh
LOAD%
2/3
V3
Fuel cons / day = where V is speed
fuelcoeficient
As you know, fuel cost takes 60% of running cost of the vessel and as the market
price for fuel is changing day by day, owners, chanter and ship staff are on their toes for
minimum use of fuel oil and obtaining ship’s speed and to complete voyage with less cost.
As a C/E on board, you must always be checking the consumption of fuel oil, speed,
rpm, distance covered every noon and sending the office exact distance left & ETA of
ship. This makes owner / charterer happy to plan for their next business.
Onboard, M/E , A/E are the main consumers of oil and their behavior is observed
very closely & by the following details, you can make out if any adjustment must be
done.
2. Stopping leakages.
4. Others
In M/E, performance are taken to find whether the fuel consumption is greater than
normal, even if weather conditions, wind, depth of water are normal.
This is mainly done by taking 1) Power card 2) Draw card 3) Light spring diagram.
Behaviors of M/E can be studied and remedial action taken.
Power Card : It is taken to estimate the power developed by the engine, calculate
specific fuel oil consumption and fault finding in combustion cycle. It is taken in phase
with the piston i.e. when the piston is stationery ( at TDC & BDC) the drum of the
indicator is also stationery.
A
Pm = Mean Effective Pressure = x spring constant
L
PmLAN
Indicated Power = x102 KW
60
2) Draw cards :-
It is taken to analyze the combustion process when the piston is near TDC. It is taken
with the Indicator is 90 out of phase with the engine. It is useful in determining the
compression pressure; max combustion pressure, pressure changes inside the
combustion chamber with respect to crank angle and hence help in fault finding.
3) Light spring diagram :- It is used to study the gas exchange process when the piston
is at BDC. It gives the status of the scavenging efficiency of the engine w.r.t the
scavenge ports, exhaust ports/valves. The diagram is taken with the same indicator
apparatus but with a lighter spring.
All the above 3 cards can be used to compare different units in order to spot the odd
one and can also be compared with past records under similar conditions of
operations in order to establish the cause of abnormality or for the development of a
trend for the performance of engine.
- spares stock
298
298. Discuss the influence of the following properties / contents have on fuel
characteristics and its economic use (i) viscosity (ii) density (iii)
ignition quality (iv) VIT (v) compatibility (vi) carbon residue (vii) control
combustion period
Ans) Fuel oil analysis is a series of ASTM/ISO/CIMAC specified tests used to determine the quality
of marine fuels. Fuel analysis determines whether fuel meets specifications many other
parameters are tested besides specifications in order to determine if the fuel is mixed with any
other substance such as waste lubricating oil.
Fuel oil analysis provides information invaluable in preventing machinery breakdowns cause
by inferior fuel quality. A machinery breakdown at sea could severely endanger the
safety of the ship and cause great expense in repair of equipment and loss of business fuel oil
analysis protects ship operators by fore warning them of fuel related troubles and independently
documents fuel quality.
Most marine engineers use the less expensive residual fuels, high in sulphur, asphalteness,
ash, vardium etc. all of which have potential for causing high wear excessive acid and deposit
ormation. Viscosity of marine residual fuels can be very high (500 cst compared to 4 cst for
automotive engine diesel oil). It is therefore important to test the fuel prior to use in main
engine
Viscosity: Fuel grades are based in Viscosity. High viscosity fuels are generally less expensive
than lower viscosity fuels, however high viscosity fuels will require more preheating prior to
centrifuging and fuel injection in order to lower the viscosity. Viscosity values determines the
preheating temp required.
Density: Fuel is sold by weight; therefore density must be known to determine the mass of
fuel received density must also be determined for selecting the correct size of gravity
disc for purifiers and for the determination of calorific value of fuel and for the calculation of
CCAI.
Ignition quality: CCAI calculated carbon aromacing index is calculated figure indicative of the
ignition quality of the fuel values above 870 are not recommended for two strokes.
Slow speed engines. Ignition quality also provides information about the temperature at
injection to obtain good fuel spray, essential for good combustion
Carbon Residue: Incomplete combustion of fuel can result due to high carbon residue. The
fuel is burned during the test and the mass of the fuel sample is measured before and after
burning to determine the percentage of carbon residue remaining. A high carbon
residue will increase the likelihood of deposit formation.
Ash sodium, vanadium and catalytic fines are incombustible impurities found in fuel oil.
After carbon residue is determined the remaining sample is heated to extremely high temperature
to burn off all combustible matter. The ash that remains is weighted and compared to the original
mass of the sample to determine a percentage. A high ash content may lead to deposits
excessive wear and commission.
VIT: Variable injection timing of marine engine is greatly applies on the quality of fuel oil
characteristics. Accordingly the timings of fuel p/p can be advanced or
retarded as per the quality of F.O
299
Energy today has become a key factor in deciding the product cost at micro level
as well as in dictating the inflation and the debt burden at the macro level.
Energy cost is a significant factor in economic activity. On per with factors of
production like capital, land and labor. The imperatives of an energy shortage
situation calls for energy conservation measure, which essentially mean using
less energy for the same level of activity. Energy Audit attempts to balance the
total energy inputs with its use and serves to identify all the energy streams in
the systems and quantifies energy usage’s according to its discrete function.
Energy Audit helps in energy cost optimization, pollution control, safety aspects
and suggests the methods to improve the operating & maintenance practices of
the system. It is instrumental in coping with the situation of variation in energy
cost availability, reliability of energy supply, decision on appropriate energy mix,
decision on using improved energy conservation equipment’s. instrumentation’s
and technology.
The Energy Audit provides the vital information base for overall energy
conservation program covering essentially energy utilization analysis and
evaluation of energy conservation measures. It aims at:
Identifying the quality and cost of various energy inputs.
Assessing present pattern of energy consumption in different cost centers of
operations.
Relating energy inputs and production output.
Identifying potential areas of thermal and electrical energy economy.
Highlighting wastage’s in major areas.
Fixing of energy saving potential targets for individual cost centers.
Implementation of measures for energy conservation & realization of savings.
Methodology
Board guidelines indicating the methodology for such an energy audit is given
below. Possible stages for interaction/conference are also indicated.
Phase-I
Phase-II
Follow-up with the industry on periodic basis to ascertain the level of implementation of
recommendation and assist, if require, in implementation of the measures to achieve
energy user efficiency.
The Preliminary Energy Audit focuses on the major energy suppliers and demands
usually accounting for approximately 70% of total energy. It is essentially a preliminary
data gathering and analysis effort. It uses only available data and is completed with
limited diagnostic instruments. The PEA is conducted in a very short time frame i.e. 1-3
days during which the energy auditor relies on his experience together with all the
relevant written, oral visual information that can lead to a quick diagnosis of the plant
energy situation. The PEA focuses on the identification of obvious sources of energy
wastage's. The typical out put of a PEA is a set of recommendations and immediate low
cost action that can be taken up by the department head.
The detailed audit goes beyond quantitative estimates of costs and savings. It
includes engineering recommendations and well-defined project, giving due
priorities. Approximately 95% of all energy is accounted for during the detailed
audit. The detailed energy audit is conducted after the preliminary energy audit.
Sophisticated instrumentation including flow meter, flue gas analyzer and
scanner are use of compute energy efficiency.
With reference to an energy audit of main engine, boilers and auxiliary engines, the
following points may be noted:-
• better engine control requires accurate measuring instruments. a good
fuel meter, combustion and injection pressure instrument, calibrated exhaust
temperature thermometers.
• specific fuel oil consumption is measured in grams / horse power hour.
• in general if the fuel consumption, exhaust temperature, peak pressures
scavenge pressure, does not vary more than one % of the previous readings
then one knows that the engine is running smoothly.
• compression and ignition. pressure is a good indicator of engine conditions
• the shape of the indicator diagrams can reveal various faults.
• mechanical plotting devices can be used for under 300 rpm engines above
electronic instruments should be used.
• carbon build up in exhaust piping reduces engine performance.
• scavenge pressure is an indicator of carbon build up and turbocharger
condition.
• any carbon deposits will affect steam production of boilers.
• proper maintenance dictates that maintenance is carried out at appropriate
intervals.
• the aim is to make the maintenance cheaper. less demanding and more
preventive.
• recording engine performance daily and accurately helps evaluate the engine
condition and plan the maintenance cycle. this in turn can save as much as
50% of the off time spent on maintenance
• the engine should be properly calibrated at least twice in a year.
• much of the power loss can be traced to improperly timed injectors.
• for example a delayed injection increases fuel consumption by about 1.5
percent. per degree of engine cycle.
• increase in scavenges temperature increases fuel consumption.
• very low scavenges pressure causes corrosion.
• variable injection timing is advantageous and should be correctly adjusted.
• some modifications can make an engine run more efficiently
• de-rating, heavy fuel conversions, heat recycling, ignition adjusting, new
injector nozzles, modifying turbochargers,
• modifying valve system.
• it is important that all the steam that goes into the heater is turned into water
before it leaves the heater
• for continuous operation the condensate must be removed. without allowing
dry steam to escape.
• the most effective way of checking this is by using automatic steam traps.
• one of the largest energy savings however comes from the direct use of heat
in the condensate.
• for every 5 deg.c. rise in temperature of feed water approx 1% less fuel will
be used.
• steam cons. can be reduced by preventing the escape of steam internally +
externally
• avoiding unnecessary use of steam in each process.
thermal insulation is the most effective way to prevent escape of heat from steam
pipes and process units flanges pipes and bends are left un-insulated for
convenience and represent a significant loss of energy.
• steam allowed to leak to atmosphere not only reduces the availability but
much energy is wasted.
• unnecessary use of steam can occur during low temperature processes,
installing thermostats and temperature control equipment can prevent
overheating of liquids in tanks.
• wet steam will cause insulating layer on heat transfer surfaces.
• to prevent this steam separators are used which separates steam and drains
the condensate to a level that can be handled by the steam trap.
300
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
It is found that ship fouling pattern is not very regular. As shown in (speed/power)
graph, it may be very slow in initial stages or may be very standardized in the initial
years but in over a period of time it becomes very “stiff” are very fast.
In order to meet the very strick charter party alarm a ship must have a very good
and smooth hull surface
Factors responsible for fouling of the hull are as follows:
Use of improper techniques in applying points
Poor quality of applied paint
Long port stays/or at rest
Damaged hull surface
Poor maintenance of hull protecting system such as ICCF
Poor ship design increasing resistance in water
Thus appropriate measures should be taken for the above mentioned points and a
good surface should be prepared prior applying the approved quality of ……
Speed and power graph also indicates that the engine may be thermally
overloaded with a badly fouled hull resulting in a decrease of the operating life of
machinery parts causing frequent breakdown and coating very heavily on
shipping companies
Antifouling points of approved type and a well maintained antifouling system
plays an important role in ships regular operating period between dry docks
Weather Condition
Ships are designed and constructed to withstand the forces of nature upto a
certain extent for a certain time depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions are
favourable it may result in a +ve ship and vice versa with a bad or heavy weather
condition it may result in a –ve ship resulting in a extra fuel consumption due to
higher power demands and overloading of engines.
Thus good judgement can be the key element in tackling bad weather
conditions, avoiding transitting from and low pressure areas for a few days.
It is the responsibility of the master to take be safest route to avoid the
harshness of weather for a few extra sailing hours
The cost of extra fuel consumption in negligible than the consideration of the
safety of the vessel
Engine manufacturer guidelines should be strictly followed in severe weather
conditions. Governor load index, hunting, R.P.M, scavenging air limit torque limits
must be taken into account to avoid thermal and mechanical overloading of the
engine. Thus these guidelines can be kept in mind for keeping fuel consumption
within limit. Also effect of …… plugs a ………….. role and is also important as it
reduces the Nox limit humidity effects the density of charge air, development of
power heat release more temperature in a unit and exhaust temperature. Climatic
conditions play an important role in the optimum performance of the engine.
Ans) Marine fuel storage and Handling:- Marine fuels constitute a major part of the ships
operating cost, specially so because crude oil process are very high.
Sources: The heavy oil used on … is a product of fractional distillation of crude oil.
After … and wal-tar it is the next in the hierarchy table. Diesel oil and gas oil are
more refined.
STORAGE: After the bunkers are taken, the fuel should be properly stored. These
residual fuels i.e., ‘HFO’ have pour point in the range of 25-40 degrees centigrade
and it will be specified in delivery receipt. At the time/before bunkering it is
advisable to put sludge conditioner in the tank. This keeps the sludge soft so the
maximum bunker can be used at the time of stripping.
TEMPERATURE: The bunker should be always maintained a temperature a leave
floc point. This is the temperature at which wax crystallizer maintaining the above
the pour point is advisable so that the bunker is always in pumpable condition and
can be readily transferred for use storage can be done in bunker
tanks/setting/service tank. Special precautions need to be taken in cold climate
where oil has tendency to congeal in the transfer lines. Tracing steam should kept
open all times to such pipelines.
If the storage period is long it is advisable to circulate the fuel oil within the tank.
DEGRADATION: the main causes of degradation all
1) Microbiological growth
2) Incompatibility between two fuel oils
PREVENTION: Avoid storage of fuel over a long period of time. This can be one
only by ordering quantities as required and always try to finish old bunker first
before going for new quantities. Diesel oil need not be bunkered in excess quantity,
as its consumption is low oil can be circulated tank to tank over a certain period of
time transferred to another tank.
AVOID WATER IN FUEL: Water should be drained out regularly. If signs of excess
water persists, the oil should be purified. In case of heavy oil, oil can be heated and
stored at a higher temperature of almost 55oC
INCOMPATIBILITY: Degradation can also take place of two different grades of fuel
are mixed. This happens because of the chemical reaction between the two.
SYMPTOMS: Too much sludge/cake at the bottom of tank because of the wax
separating out; chocking of fitters.
CHECKING COMPATIBILITY: On board ‘test kit’ for checking compatibility of two
fuels are available. Check compatibility before attempting to mix.
SAVING FUEL: Saving of fuel can be achieved by:
Regular checking of M/E and A/E performance and corrective action being
taken promptly.
Stooping of leakages from pump glands etc.
Unnecessary running of … eg., aux boiler
Unnecessary draining of service/settling tank
On tankers dumping of steam, while ‘Cop’ is running at low rpm as when
topping up of inert gas
Wastage of oil during routine filter cleaning
Overflowing of purifiers/inefficient running
Leakage from fuel oil lines, fuel pumps.
Inefficient running of machinery not only causes deterioration, but also causes loss
of fuel. If this can be avoided fuel can be saved leakages if controlled, not only save
fuel but also ensure a clean and safe ship.
303
303. Illustrate mean piston speed, its significance on consumption of fuel oil.
Explain how mean piston speed is related to r.p.m. and ideal
combustion. Joining an old ship as Chief Engineer, formulate a
methodology by which you can ascertain optimum use of fuel oil against
desired mean piston speed.
Ans) Mean Piston speed: The mean piston speed is a parameter in the power
equation which suggests that power can simply be increased by increasing
the MPs. But this can only be done up to the limitations imposed by the
following consideration.
Dynamic forces and moments are generated within the engine system
when the reciprocating and rotating mosses are in motion. The magnitude of
these forces are greatly increased with speed on bearings bearing bolts and
other moving parts and reaction forces on stationery members are increased
due to inertia forces. Similarly the peak turning moment of the fluctuating torque
due to the moments of forces and the reaction torques are also magnified in
magnitude failure as a consequence of high maximum fluctuating stress is a
factor which should receive more consideration in the design.
Speed decreases the service life at those components which form rubbing and
rotating. The relative surface speed must be such that the rate of wear of piston
rings or liners must be within acceptable limits speed however is not the only
criteria on for wear as it is known that wear on the liner is maximum at top
center where the speed is least. Nevertheless where the working condition is
identified as one of extreme with high temperature and pressure existing and
lubrication being in the thin film region speed must be limited for greater safety
and reliability. The output at the cylinder is lowered beyond a certain speed as
the efficiency of the gas exchange process sharply drops. The output of a diesel
engine depends on its capacity to breath fresh air at the beginning of
compression. At a high piston speed the resistance of gases to how in and out
of the cylinder increases high level of torsional vibration in the elastic shaft
system.
The expression (2Ln) for mean piston speed can be re arranged as follows:
Mps 2 x Stroke x n
The expression further suggests that besides a power function the mps permits manipulation of
other parameters for certain gain for a certain mps and bore diameter, shorter the stroke higher
is the speed of revolution. A short stroke reduces the height and weight of the engine
considerably.
Significance on consumption of fuel oil:-
L = stroke
A = area of cylinder
Power Δ⅔ V3
where Δ = Displacement
V = ships speed
power V3
but V p.N
N = rpm
but p is constant
Therefore, V N
power V3
N3
power (MPS)3
But the fuel consumption of a ship depends upon the power developed, indeed the
overall efficiency of power plant is often measured in terms of the specific fuel
consumption which is the consumption per unit of power expressed in kg/kwh
power Δ⅔ V3
fuel coefficient
fuel cons./day V3
but V pxN
therefore, fuel/cons./day N3
From the above equation we can say that higher the mean piston speed, higher the fuel
cons. and lower the MPS, lower the fuel cons.
i.
If MPS is high, time available for fuel combustion is very less, so
some unburnt fuel will carry forward to exh. gas due to incomplete
combustion; thus fuel consumption increases and thermal efficiency
becomes low
ii. At low MPS, compression is isothermal but we need adiabatic
compression, i.e. no heat loss or gain. at slow MPS, compression
temperature is not sufficient to complete combustion of fuel injected,
and unburnt fuel will carry over resulting in to black smoke and
higher fuel consumption.
How MPS is related to rpm and ideal combustion:-
MPS plays a great role as far as scavenging, i.e. exchange of gases is concerned. the
output of the cylinder is lowered beyond a certain piston speed as the efficiency of the
gas exchange process sharply drops. With effective MPS, better scavenging and
compression temp. can be achieved resulting into complete combustion of fuel oil
injected. Complete / ideal combustion gives you better power and rpm.
Methodology by which you can ascertain optimum use of fuel oil against desired mean
piston speed in an old ship:-
Upon joining an old ship as a chief engineer, following checks are to be carried out:-
Scavenging
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BIMCO is the world’s biggest private shipping organisation, with a global outreach
and membership from all around the world. It began in 1905 in Copenhagen, when
112 shipping people gathered to discuss how co-operation might improve the
situation in a north-west European shipping industry that was plainly struggling to
make ends meet.
Thomas Cairns, a Newcastle upon Tyne shipowner, who with Johan Hansen of
Copenhagen had undertaken the initiative spoke on 16 February and inadvertently
set the tone of the meeting, when he suggested the formation of “a movement based
on goodwill and understanding”. More than a century later, with shipping infinitely
more complex, geographically expanded and with hardware scarcely recognisable,
from the small, simple craft which carried forest products around Europe at the start
of the 19th Century, this principle of “goodwill and understanding” remains sound.
The principles commended themselves to all present and only ten months later, on
the occasion of the second meeting, there were 1,056 ships of 1.62 GRT million
entered into the new organisation.
The movement which the founder members started in 1905 was The Baltic and
White Sea Conference, designed to represent the shipping industry, and establish
acceptable industry-wide freight rates for the carriage of wood in the Baltic trades.
But it was not long before the organisation, under its first President Adolf Carl of
Copenhagen, saw its mission expanded geographically, and its terms of reference
increased to encompass a whole range of general shipping problems.
Soon it had begun the development of fair and balanced documents, with the
production of uniform charter parties for the ships and cargoes which were being
carried in them. The first standard charter party BALTCON, was adopted for use in
1908. Documents that are acceptable to both sides in a shipping contract, and which
protect the integrity and position of each party have, from these early years, become
a BIMCO “trademark”.
It was also clear that the members’ greatest need was that of information, on
contractual matters, on port information, documentary needs and in weather and ice
data, in an era where communication was rather less comprehensive and much
more difficult than today. Soon, a regular newsletter was being published along with
regular weather and ice condition bulletins, and an important Handbook of Baltic and
White Sea Ports was available in 1913. Clear and concise information was another
recognisable part of the early organisation’s “brand”.
Only four years after the organisation had begun, its membership changed with the
admission of brokers, clearly demonstration its ambition to be more inclusive and
representative of the industry as a whole. P&I Clubs, bringing valuable insurance
and legal expertise became members after the First World War. There was still a
substantial tonnage of sailing ships employed in the tramp trades, and in 1920 their
owners were eligible for membership of the expanding organisation. By 1925, there
were 404 owners from 19 nations and representing 8.34 million GT in the Baltic and
White Sea Conference, a testament to the usefulness and influence of the
organisation, which in a surprisingly short time had become a major source of useful
shipping information and data, providing its members with a valuable response to a
whole range of contractual, legal and operational inquiries. General Meetings, to
which all members were welcomed, became a regular feature of the shipping
calendar.
A growing membership from outside the confines of North Europe made the
members reflect on the suitability of the of the organisation’s name and in 1927 this
growing global role saw its title changed to The Baltic and International Maritime
Conference. It would retain this until 1985 when the Conference’s name was officially
changed to The Baltic and International Maritime Council - BIMCO with the acronym
eventually becoming the now famous “brand name”, which is recognised all over the
maritime world.
BIMCO thus evolved into an influential and important maritime service organisation.
Today, its membership is found in more than 120 countries, in every part of the world
and includes more than 900 owners, 1,400 brokers and more than 100 P&I Clubs
and other associates among its broad range of members. Owner members represent
more than 14,000 vessels totalling 525 million DWT, or some 65% of the total cargo
capacity available worldwide.
But perhaps as significant is the fact that whereas it began life with mainly dry cargo,
tramp shipping tonnage, virtually every shipping sector is today strongly represented
within the organisation. A North European association has become truly global, with
a strong representation in the fast-growing Asian region. And an organisation that
began with a focus on freight rates and charter parties has grown to encompass a
vast array of legal, documentary and technical issues that affect the whole shipping
industry internationally.
BIMCO values its high level connections, established over many years, and
conversely, the organisation is greatly valued for its always constructive, expertise-
laden and non-confrontational approach that has always been the BIMCO signature.
It is the approach that produces the best results, even if it does not generate the
headlines! Policies and strategies need to be founded on firm facts, and BIMCO has
a reputation for thorough research, which ensures that it is always listened to with
respect. Where BIMCO sees a need for helpful information to mitigate problems, it
intervenes energetically in a practical fashion.
There is a whole range of issues on the technical and regulatory front that keeps
BIMCO engaged, with a strong presence at the International Maritime Organisation
(IMO), where it has enjoyed consultative status since 1969. The practical ship
operating experience of its members is hugely valued by the IMO, the International
Labour Organisation, the European Union, and the US Coast Guard, all of which
have increasingly becoming involved with international shipping regulation. BIMCO
remains heavily committed to the principle of internationalism in all forms of
regulation necessary for an international industry and is a strong supporter of IMO as
the pre-eminent regulatory body. IMO values this expertise greatly.
BIMCO is organised with a Board of Directors under the President, which controls
the business of the organisation. There is in addition an Executive Committee which
consists of the President and owner-members elected in a personal capacity, and
which, meeting three times each year provides detailed guidance and direction. Its
members frequently represent the organisation at meetings throughout the world.
The Secretariat itself, located at the BIMCO House in Bagsvaerd, is able to provide a
considerable cross section of expertise, servicing the various committees of
members and answering inquiries from members. Marine, Documentary, World
Ports, Services and the Security and International Affairs departments are among
the departments providing a full coverage. This latter department is of recent origin,
formed to assist with the modern security challenges of piracy, terrorism, armed
attacks on shipping, stowaways and drug smuggling, and shows that the
organisation is more than capable of adapting to deal with new problems as they
arise.
Related links
2 The standard procedures of hydrostatic tests, watertight tests, etc. required to be carried out as
specified (1) through (3) below:
(1) Hydrostatic tests may be carried out after application of shop primer. However, the tests may be
carried out after the protective coating has been applied, provided that following two conditions are
satisfied:
(a) All the welds are completed and carefully examined visually to the satisfaction of the Surveyor
prior to the application of the protective coating.
(b) An airtight test is carried out prior to the application of the protective coating.
(2) An airtight test is to be carried out in accordance with (a) through (f) below:
(b) Prior to examination, air pressure in the tank is to be raised to 0.02 MPa and kept at this level for
about 1 hour to reach stabilized state and then lowered to the test pressure. The test may be
conducted without lowering the pressure, provided the Society is satisfied of the safety of the
personnel involved in the test.
(d) A U-tube filled with water up to a height corresponding to the test pressure is to be fitted to
verify the test pressure. The U-tube is to have a cross section larger than that of the pipe supplying
air. In addition, the test pressure is also verified by means of one master pressure gauge or other
equivalent means.
(e) Airtight test is to be carried out, prior to the application of a protective coating, on all fillet welds,
penetration welds and erection welds on tank boundaries. Regarding other welds on tank
boundaries, airtight test after coating is acceptable, provided that visual inspection on the welds was
carefully done before coating to the satisfaction of the Surveyor.
However, airtight test before coating may also be required on selected locations of pre-erection
manual or automatic welds, at the discretion of the Surveyor, taking account of the quality control
operations in the shipyard.
(f) Any other recognized method may be accepted to the satisfaction of the Surveyor.
(3) Hose tests are to be carried out applying the pressure in the hose not less than 0.2 MPa at a
maximum distance of 1.5 m. The nozzle diameter is not to be less than 12 mm.
3 With respect to the provisions of 2.1.5(1), Part B of the Rules, hose tests for watertight doors are
to be carried out from each side of doors unless exposure to floodwater is anticipated only from one
side. Where a hose test is not practicable because of possible damage to installations around the
door, it may be replaced by means deemed appropriate by the Society.
SAFETY OF SHIPS AND THE ROLE OF CLASSIFICATION SOCIETIES AND
IMO.
1. GENERAL :-
The classification societies systematized their knowledge and experience with the
aid of physics and engineering and published the results as official Rules.
People who want to build a ship first design the ship referring to the rules of the
society with whom they want to class the vessel and then obtain the plans.
Surveys are next carried out of the ship during construction. If the ship satisfies
all the requirements of the rules as determined from these surveys, it is classed
with the classification society. Ships in service must also undergo and
satisfactorily pass periodic surveys if the owner wishes to retain the class.
By maintaining the class, the ship can enter into an insurance contract with more
favorable terms. Class also serves to indicate to cargo owners, the general public
as well as government authorities that the shipowner is paying proper attention
to and striving for safety. This is considered to be the basis of ship classification.
The chief mission of the ship has been to reach port safely. It must resist the
attacks of the sea, change course with precision, maneuver at approaches to
difficult sea passages and get away from threatening collision. Other basic
physical items of safety include the load line limit which encompasses weather
tight integrity the capability to survive flooding, means for preventing a fire or to
fight it, the availability of life saving appliances, the provision of adequate
stability, good manning by qualified crews etc.
Prime Role: A third party, not for profit foundation committed to the Safety of life
and
-
protection of the ship itself - protection of the
environment
- protection of its crew
- protection of its cargo
(Addressed by SOLAS, LLC, COLREG etc.) (Addressed by MARPOL)
1. Classification societies establish and publish the Rules and Regulations, which
aim to keep the safety margins of ships well above particular standards.
4. Material, machinery, equipment etc used for the ship which is registered / to
be registered are surveyed according to the relevant Rules and Regulations.
Testing machines to be used for material testing are also surveyed.
LR-Lloyd’s Register………………………………….100 A1
ABS- American Bureau of Shipping ……….… A1
BV- Bureau Veritas………………………………….1 3/3 E
GL- Germanischer Lloyd………………………..…100 A4
KR- Korean Register………………………………. KRS 1
NK- Nippon Kaiji Kyokai…………………………….NS*
DNV- Det Norske Veritas……………………….….1 A1
RINA- Registro Italiano Navale Group……..…100 A1.1.Nav.L.
CCS- China Classification Society……………….ZCA
RS- Russian Maritime Register of Shipping.….KM
1. Appraisal Services
1.1 Appraisal for ships and off shore units.
1.2 Ship Underwriter Survey
1.3 Appraisal relating to International Conventions.
1.4 Appraisal for the value of ships.
2. Technical Consultancy Services for ships for planning and supervising of new
building of a ship.
3. Tests, studies, calculations, by using Classification Society’s own programs.
4. Equipment and machinery for non-Marine use.
5. Assessment and Registration of Quality Systems
6. Assessment and Registration of Safety Management Systems.
7. Emergency Technical Assistance Service.
Flag state Governments after having ensured that the Classification Society
complies to
Thereafter they work on behalf of the flag state Governments and Underwriters to
carry
Flag state Governments may award several Classification Societies the status of
Recognized
Organization to carry out surveys on its behalf.
It is to be remembered that, Recognised Organisations have been authorized by
the
Administrations to work on their behalf with certain conditions, but they are not
the
Administration.
2.2 Requirements to be met by Classification Societies IMO Res. A 739(18)
Minimum requirements:
administration.
The owner has a choice of selecting any one Recognized Organization to class
their vessel
before the process of building the vessel and thereafter during the operating life
span of
the ship.
The owner and the Ship yards after having accepted to Class their vessel under a
particular
RO will have to strictly abide by the Class Rules of the selected Classification
Society.
2.3 Necessity for ships to comply to Classification Society Rules --SOLAS CH II – A1
1. ILLC,
2. SOLAS,
3. MARPOL,
4. COLREG,
5. TM- 69, etc.
It is obvious that absolute safety can never exist. One cannot indeed imagine a
completely safe ship with no failure conditions and manned by an infallible crew.
No ship can ever be built so as to weather any storm, to survive any damage.
What man can do in the field of shipbuilding and shipping is to promote and
adopt the highest practical standards in safety. Furthermore, and taking into
account the evolution of technology, all efforts should be made so that the
natural trend of standards and factors of safety would be continually raised
upwards. Each advance of our knowledge should be used to improve the margin
of safety, which should match the potential hazards.
3.1 ADVANCE IN SHIP TECHNOLOGY :
Fifty years ago, the largest tanker was still in the 20,000 to 30,000 DWT range
and it was more or less treated like any other cargo ship. Today, the maximum
deadweight of tankers amounts to 500,000 tons. Within 50 years, combination
ships, ore carriers and bulk carriers have grown to between 150,000 and
300,000 tdw. As far as methane carriers are concerned, it is noteworthy that
units with a capacity of 135,000 m3 have been developed in a rather short
period.
For the marine Community, these 50 years represent an historical period in the
course of which the problems posed by the design, construction, and operation
of large ships have had to be solved. Experience, which has been of primary
importance where conventional constructions were concerned, has had to be
supplemented by means of calculation which with the aid of the computer, have
permitted an analysis of large and complex structures with a minimum weight, in
a very short period of time. However, it should not be forgotten that the rapid
growth in the transport of oil and of dangerous goods in bulk, the increase in
size and speed of ships brought about new hazards resulting in an unavoidable
increase in the number of accidents, fires, explosions and loss of life at sea.
As far as manpower is concerned, in the past, manning with reduced crews and
unattended engine rooms were unheard of. Furthermore, crews, particularly
Officers, tended to stay on one particular ship long enough to get to know the
safety systems and learn how to use them properly. Today, many of these
factors are missing. Instead, we have multinational crews and officers on short-
term contracts, with a diverse background of Education & training, thereby
giving rise to problems of communication, co-ordination and harmony, and
increasing the risk of accidents.
4. SHIP CLASSIFICATION SOCIETIES AROUND THE WORLD &
INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES :
There are many Ship Classification Societies around the world and several
countries have reportedly established their respective ship classification societies.
Ten ship classification societies have been internationally recognized as major
ship classification societies, having full membership in the International
Association of Classification Societies, which will be referred to later.
In the second half of the 16th Century, the United Kingdom began to expand
and steadily acquired colonies overseas one after another. As a result, trade
thrived there, so that the marine insurance business took root in London.
In the 2nd half of the 17th Century, coffee houses were opened at many
locations throughout London. People in a specific line of business came
together to the ship auctions, which were held in such coffee houses.
Famous newspaper were available in the coffee houses, which were
convenient media for posting advertisements and for announcing auctions.
Lloyd’s coffee house reportedly opened in 1688 and those concerned with
shipping became regular customers. Thus, the coffee house naturally became
a place to exchange information related to shipping and marine insurance.
Edward Lloyd (1642 through 1713), the owner of that particular coffee house
sought to collect maritime information while managing the coffee house. He
furnished the coffee house’s customers with the information by what was
known as the Ship’s List. According to the Ship’s List dated October 5, 1702,
it contained the names, ownership’s, captain’s names, tonnages number of
cannons and crew numbers of those ships in service between the United
Kingdom and the Orient (India and China).
Eventually, a co-operative was organized by those underwriters who visited
Lloyd’s Coffee House which was named the Corporation of Lloyd’s after the
owner of the coffee house. In 1760, the co-operating marine underwriters
and brokers organized a committee; and a register book called ‘Register of
Shipping’ was prepared in the same year.
The first Ten Societies are Full members of IACS (Nos. 1 to 10). In
addition there are two classification societies who are associates of IACS
namely Indian Register of Shipping (IRS) founded in 1975 in India, and
Croatian Register of Shipping (CRS) founded in Croatia.
4.1.3 THE TONNAGE REGISTERED WITH EACH SOCIETY UNTIL END DECEMBER
2000 IS GIVEN IN THE FIGURE 4.4.
Associate Status
Associates of IACS have, as a minimum:
IACS worked with the highest priority on those subjects under discussion at IMO
which have a close relationship with the function of Classification Societies in
order to submit IACS’s views for their consideration in the formulation of IMO
Resolutions. In addition, to assist in IMO decisions, IACS observers usually
introduce and / or explain at IMO meetings the uniform or majority views of
IACS.
The purpose of these notes is to provide guidance to the field Surveyors in dealing
with voyage hull repairs and is to be considered in addition to the Rules of the
Classification Society; no part of this guide is intended to conflict with Rules of the
Classification Society.
B. Any contemplated repairs to primary hull structures, i.e. main longitudinal and
transverse members and their attachments, are to be submitted to the Classification
Society for review prior to commencing voyage repairs.
Any repairs to primary hull structures shall require attendance by a Surveyor riding-
ship survey or at regular intervals to confirm fit-up, alignment, general workmanship
and compliance with
recommendations.
Repairs to other hull structural parts may be accepted based on examination upon
completion of repairs.
In 17th and 18th Century London, the coffee-houses were popular centres for
businessmen to meet. The first was opened in 1652 in Cornhill and by 1714 there
were around 500, many catering for specialised clienteles. Marine insurers, who until
the Great Fire of 1666 had met at the Royal Exchange, rendezvoused at Lloyd's in
Lombard Street.
A foreign visitor in the 1730's wrote that coffee-houses were 'not over clean or well
furnished, owing to the quantity of people……and because of the smoke'. However,
a prime attraction was the newspapers kept there: 'All Englishmen are great
newsmongers,' he noted, 'workmen habitually begin the day by going to coffee-
rooms in order to read the latest news'. The rise of the coffee-house was thus
mirrored by the rise of London as a media-centre. Titles from the Daily Courant
(1702) through to The Times (1785) were launched.
Edward Lloyd distributed information in Lloyd's News which first appeared in 1696; it
lasted only a few months, an indiscreet reference to proceedings in Parliament
earning the disapproval of the Government. In its place, Lloyd printed bulletins, or
Ship's Lists, giving brief descriptions of ships likely to be offered for insurance, but in
the absence of any organised system of survey, the details were sketchy. The
newspaper was revived in 1734, however, as Lloyd's List and Shipping Gazette, and,
with the exception of the official London Gazette, it is the oldest continuously
published newspaper still in existence.
From the time of the Phoenecians, through the Romans, Venetians, Hanseatics and
onward, marine insurers have been looking for some guarantee of the fitness of a
ship for the voyage to be undertaken. It was therefore inevitable that the
underwriters, gathered as a group at Lloyd's, should set up some system of
inspection of hulls and equipment. In 1760 a Committee was formed for the
purpose, the earliest existing result of their labours being Lloyd's Register Book for
the years 1764-65-66. This detailed vessel ownership, the master (early ISM?),
characteristics and condition - but based on the unstated (and differing) standards
of the earliest surveyors.
Nonetheless, an attempt was made to 'classify' the condition on an annual basis. The
condition of the hull was classified A, E, I, O or U, according to the excellence of its
construction and continuing soundness (or otherwise). Equipment was G, M, or B:
simply, good, middling or bad. Any ship thus classed AG was considered as sound as
could be, whilst one classed UB was obviously a bad risk. After a few years, G, M or
B were replaced by 1, 2 or 3, which is the origin of the expression 'A1', meaning
'first or highest class'.
In 1769 the leading underwriters moved to their own premises off Cornhill and called
themselves 'Members of the Society'. The many fallacies in the system of assigning
class, not least the arbitrary limits to the number of years that a ship could remain in
the highest class, which also depended on the place of build, led to a rival society of
owners setting up their own register. In the 1820s, moves were made to clean up
what had become a system in disrepute and combine the two registers. A telling
point, made by one of the leading campaigners, was that the system of classification
based on age created a glut of tonnage, because a ship, however well maintained,
could never be restored to the highest class. Thus the reputable owner was forced
to discard and replace her with new tonnage to acquire "the talismanic charm of A1"
- presumably the discarded ship continued to trade, eventually to compete as 'sub-
standard'.
The idea of such an organisation caught on around the world, BV being founded in
Antwerp in 1828 but based in Paris from 1832. RINA dates from 1861; ABS traces its
origins back to 1862. Adoption of common rules for ship construction by Norwegian
insurance societies in the late 1850s led to the establishment of DNV in 1864. GL
was formed in 1867 and ClassNK in 1899. The Russian Maritime Register of Shipping
was an early offshoot of the River Register of 1913. More recent foundations have
been CRS in 1949; CCS, 1956; KR, 1960; and IRS, 1975. They are all called
'classification societies' but, with some exceptions, today do not assign different
'classifications'. The ship is either 'in' or 'out' of 'class'.
To read about the Origins of IACS, click here.
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1. the structural strength of (and where necessary the watertight integrity of) all
essential parts of the hull and its appendages,
2. the safety and reliability of the propulsion and steering systems, and those
other features and auxiliary systems which have been built into the ship in
order to establish and maintain basic conditions on board,
thereby enabling the ship to operate in its intended service.
The achievement of these goals is conditional upon continued compliance with the
Rules and/or Regulations and proper care and conduct on the part of the Owner and
Operator. (see IACS' 'Guide to Managing Maintenance' - PDF 507Kb)
Notes:-
(a) A ship built in accordance with a Member Society's Rules and/or Regulations, or
in accordance with requirements equivalent thereto, and fulfilling the applicable
stability requirements will be assigned a class in the Register Book of the Society.
For ships in service, each Member Society maintains the provisions of class by way
of periodical visits by its Surveyors to the ship as defined in its Rules and/or
Regulations in order to ascertain that the ship currently complies with those Rules
and/or Regulations. Should significant defects become apparent or damages be
sustained between the relevant visits by the Surveyors, the Owner and Operator are
required to inform the Society concerned without delay. Similarly any modification
which would affect Class must receive prior approval by the Society.
(b) A ship is said to be in Class when the Rules and/or Regulations which pertain to
it have, in the opinion of the Society concerned, been complied with.
Individual Societies to explain by an additional note as to how they deal with items,
either statutory or class, beyond the basic definition.
PROCEDURAL REQUIREMENTS
Procedural Requirements are adopted resolutions on matters of procedures to
be followed by Members and Associates.
Procedural Requirements adopted shall be incorporated in the practices and
procedures of the members within the periods agreed by the IACS Council.
Requirements concerning
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UNIFIED REQUIREMENTS
Procedural Requirements | QSCS | Service Supplier Approval | IACS Initiatives
FSA Bulk Carriers | TOCA - PR1A (PDF - 105Kb)
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UNIFIED REQUIREMENTS
Unified Requirements are adopted resolutions on matters directly connected
to or covered by specific Rule requirements and practices of classification
societies and the general philosophy on which the rules and practices of
classification societies are established.
Subject to ratification by the governing body of each Member Society and
Associate, Unified Requirements shall be incorporated in the Rules and
practices of the Member Societies and the Associates, within one year of
approval by the IACS Council. The existence of a UR does not oblige a
Member Society or an Associate to issue respective Rules if it chooses not to
have Rules for the type of ship or marine structure concerned.
Unified Requirements are minimum requirements. Each Member and
Associate remains free to set more stringent requirements.
The revised texts concerning the measures to improve bulk carrier safety
announced in March 2002 can be found here.
The harmonised notations and corresponding design loading conditions for
new bulk carriers can be found here.
Requirements concerning
A
Mooring and Anchoring (57Kb)
D
Mobile Offshore Drilling Units (207Kb)
E
Electricity (324Kb)
F
Fire Protection (190Kb)
G
Gas Tankers (142Kb)
K
Propellers (27Kb)
L
Subdivision, Stability and Load Line (114Kb)
M
Machinery Installations (530Kb)
N
Navigation (41Kb)
P
Pipes and Pressure Vessels (371Kb)
S
Strength of Ships (1,753Kb)
W
Materials and Welding (1,137Kb)
Z
Survey and Certification (1,765Kb)
Official Logs :
Official Logs are Flag State matter covered by Merchant Shipping Act
See Indian MSA Rule 212 to 217
Res. A.787(19) PSC : Handling by PSC Inspector ships which are Non Party
and /or below Convention size:
PSC is applied to
1. SOLAS
2. MARPOL
3. ILL
4. STCW
5. TONNAGE 69
Res. A.787(19) 1.2.1 In exercising port state control, Parties will only apply those provisions of the
conventions which are in force and which they have accepted;
1.5.1 article II(3) of Prot. 1978 to SOLAS, article 5(4) of MARPOL, and article X(5) of STCW provide
that no more favourable treatment is to be given to the ships of countries which are not
Party to the Convention. All Parties should as a matter of principle apply the procedures set
out in this document to ships of non-Parties and below convention size in order to ensure
that equivalent surveys and inspections are conducted and an equivalent level of safety and
protection of the marine environment are ensured.
1.5.2 As the ships of non-Parties and ship below convention size are not provided with SOLAS,
Load Line or MARPOL certificates, as applicable, or the crew members may not hold valid
STCW certificates, the Port State Control Officer (PSCO). Taking into account the principles
established in this document, should be satisfied that the ship and crew do not present a
danger to those on board or an unreasonable threat of harm to the marine environment. If
the ship or crew has some form of certification other than that required by a convention, the
PSCO may take the form and content of this documentation into account in the evolution of
that ship. The conditions of and on such a ship and its equipment and the certification of the
crew and the flag State’s minimum manning standard shall be compatible with the aims of
the provision of the conventions; otherwise, the ship shall be subject to such restrictions as
are necessary to obtain a comparable level of safety and protection of the marine
environment.
Q. 67 (b)
CAS 13.9
If the ship with valid Statement of Compliance is transferred to the flag of another party, the new
Administration may issue to that ship a new Statement of Compliance on the basis of the Statement
of Compliance issued by the previous Administration, provided the new Administration
.2 establishes that the RO which submitted the CAS Final Reports to the previous
Administration is an RO authorized to act on its behalf.
.4 limits the period and the terms and condition of validity of the Statement of
Compliance to be issued to those established by the previous Administration.